Since the old thread was locked, here's a recent development in the IAG MAX Saga...

https://simpleflying.com/iag-firm-boeing-737-max-order/

Beautiful. Glad to see the MAX10 catching on. I think it will be a superb aircraft and expect many more orders once in service.

I was not expecting IAGs order to include Max8-200s.

A nice order. I wasn't expecting this timing. Excellent news.

DBCoop3r wrote:

I was not expecting IAGs order to include Max8-200s.

Actually, that isn't as surprising if one assumes the -8-200 are going to an ULCC division.

Not sure if I'm surprised or not, given the ages of discussion stemming from that old LOI. -8200's would suggest frames for Vueling, right? or are they going to further sardine-can BA, IB, EI, etc? I could see a lot of use for the -10's out of LGW or even LHR for BA. Either way, the MAX is picking up steam (perhaps partially due to the long waits for NEOs, but nonetheless it is good for Boeing).

argentinevol98 wrote:

Not sure if I'm surprised or not, given the ages of discussion stemming from that old LOI. -8200's would suggest frames for Vueling, right? or are they going to further sardine-can BA, IB, EI, etc? I could see a lot of use for the -10's out of LGW or even LHR for BA. Either way, the MAX is picking up steam (perhaps partially due to the long waits for NEOs, but nonetheless it is good for Boeing).

I always thought aircraft had to be containerised to be loaded ex-T5 in LHR, due to the automation of the baggage system, but I suppose it could be retrofitted. Any such constraints at MAD?

The original but always tentative plan was that MAXs would go to Vueling and BA -LGW.

Vueling has been taking NEOs. I don't see them operating a mixed fleet for an extended period, and a full re-fleet would require a lot more than 50.

That leaves BA-LGW or a new venture in my view. First delivery is next year (!) so we will know soon.

IAG also firmed up its announced order of 37 A320neo-family aircraft.

IAG now has more NEOs on order than MAXs...

Boeing is having a really good week.

smi0006 wrote:

argentinevol98 wrote:

Not sure if I'm surprised or not, given the ages of discussion stemming from that old LOI. -8200's would suggest frames for Vueling, right? or are they going to further sardine-can BA, IB, EI, etc? I could see a lot of use for the -10's out of LGW or even LHR for BA. Either way, the MAX is picking up steam (perhaps partially due to the long waits for NEOs, but nonetheless it is good for Boeing).

I always thought aircraft had to be containerised to be loaded ex-T5 in LHR, due to the automation of the baggage system, but I suppose it could be retrofitted. Any such constraints at MAD?

Wild thought if they were to go to BA mainline dump them in T3

LifelinerOne wrote:

IAG also firmed up its announced order of 37 A320neo-family aircraft.

IAG now has more NEOs on order than MAXs...

You forget that most group airlines are all-Airbus narrowbodies anyway and most of them already operate NEOs.

NameOmitted wrote:

Boeing is having a really good week.

So good they reported a tiny weeny loss of $3.3 billion !

With both civil AND military programmes ( programs) contributing

And an inability to up the Max production rate any time soon .

Any IAG deliveries in the next twelve months are without doubt from cancellations and there have been many.

Are Airbus doing any better marginally yes - caveat the Qatari issues.

Well, last month it was more or less confirmed these are going to Vueling

https://twitter.com/tofly_totravel/stat ... 3275542529

Someone83 wrote:

Well, last month it was more or less confirmed these are going to Vueling

https://twitter.com/tofly_totravel/stat ... 3275542529

Must say Vueling seems logical within the group operating flexible fare services where a tonne of baggage via pricing policies and freight probably won’t get loaded to often.

However what / where do they fit within the route structures of Vueling ?

Certainly not Florence !

Perhaps Amsterdam, Orly and Gatwick?

argentinevol98 wrote:

Not sure if I'm surprised or not, given the ages of discussion stemming from that old LOI. -8200's would suggest frames for Vueling, right? or are they going to further sardine-can BA, IB, EI, etc? I could see a lot of use for the -10's out of LGW or even LHR for BA. Either way, the MAX is picking up steam (perhaps partially due to the long waits for NEOs, but nonetheless it is good for Boeing).

All of the MAXs are going to Vueling.

Is the variant confirmed yet? Max 10's maybe?

Are the additional aft exit doors on the 737-8-200 common to the -9 or the enlarged -10 doors?

Is there any chance of having this max for UX once they merge IB?

Is this for expansion or will some Vueling NEOs get juggled around in the group? EI, IB and BA all have CEOs coming to end of life.

argentinevol98 wrote:

Not sure if I'm surprised or not, given the ages of discussion stemming from that old LOI. -8200's would suggest frames for Vueling, right? or are they going to further sardine-can BA, IB, EI, etc? I could see a lot of use for the -10's out of LGW or even LHR for BA. Either way, the MAX is picking up steam (perhaps partially due to the long waits for NEOs, but nonetheless it is good for Boeing).

I don't see what the MAX 10 offers to BA that the A321neo doesn't. Seems needless.

Clydenairways wrote:

Is the variant confirmed yet? Max 10's maybe?

Yes . Max 8-200 and Max -10

https://boeing.mediaroom.com/2022-10-27 ... -737-Order

MrHMSH wrote:

argentinevol98 wrote:

Not sure if I'm surprised or not, given the ages of discussion stemming from that old LOI. -8200's would suggest frames for Vueling, right? or are they going to further sardine-can BA, IB, EI, etc? I could see a lot of use for the -10's out of LGW or even LHR for BA. Either way, the MAX is picking up steam (perhaps partially due to the long waits for NEOs, but nonetheless it is good for Boeing).

I don't see what the MAX 10 offers to BA that the A321neo doesn't. Seems needless.

All depends on how much was paid for the airframes. Given Boeing's vulnerability at the time, I'm sure IAG got a sweet deal

I’m still fond of the proposal to make Air Europa the new ULCC and fold Vueling staff into that. Air Europa seems a much cleaner and more recognizable brand for all of Europe and not just Spain.

UX could remain flying the 737s while Vueling could gradually fold its Airbuses into IB/EI/BA.

HTCone wrote:

MrHMSH wrote:

argentinevol98 wrote:

Not sure if I'm surprised or not, given the ages of discussion stemming from that old LOI. -8200's would suggest frames for Vueling, right? or are they going to further sardine-can BA, IB, EI, etc? I could see a lot of use for the -10's out of LGW or even LHR for BA. Either way, the MAX is picking up steam (perhaps partially due to the long waits for NEOs, but nonetheless it is good for Boeing).

I don't see what the MAX 10 offers to BA that the A321neo doesn't. Seems needless.

All depends on how much was paid for the airframes. Given Boeing's vulnerability at the time, I'm sure IAG got a sweet deal

Not sure a sweet deal would be enough to overcome the cost of conversion (not just of aircraft, but terminal).

HTCone wrote:

Is this for expansion or will some Vueling NEOs get juggled around in the group? EI, IB and BA all have CEOs coming to end of life.

I imagine Vueling wont get many, if any more NEO's once the 737s start arriving from next year. Vueling currently flies 124 A319/20/21s, of which 25 are A320 NEO. I imagine the CEO's will leave the fleet in a fairly orderly fashion, they way LCCs usually retire ageing aircraft. Vueling have a mixed fleet of CFM and IAE A320s, mostly IAE powered A321s. The IAE powered birds are newer, on average and might be attractive to BAEF at LGW?
I think Vueling will have a mixed MAX & NEO fleet for quite some years to come.

When do you think they'll announce which airline is getting what? Just my opinion, but the BA colors do look pretty nice on the MAX...