codc10 wrote:The Hub
Considering how carefully the company is working to manage this figure, I assume a numbers-oriented CEO like Kirby would reflexively know the company's up-to-the-minute status in this regard. It's also within guidance.
and Kirby drink from the same well when it comes to those numbers. I can think of reasons why Kirby would want things to look better in the public sphere, but as I said, I am good to leave it at that. Even a loss of half
what he quotes, on the ongoing basis it has been and will be would be devastating. An operation their size with the projected earnings for the next year will not be able to avoid structural changes. Merger would be the thing I would be least likely to wager on, but mainly because everyone else is in as bad, if not worse, shape.
I'm not celebrating anything.
I believe you. And I do not think your opinion is substantially different to mine WRT this topic.
Admittedly, this would have been a fantastic opportunity as recently as two years ago —the 77Ls could have worked great for things like SFO-BLR/DEL— but that train has sailed.
The points you make about the cost of adding the 77L to the OpSpecs, training, manual updates, adding a simulator, reconfiguration of aircraft, etc. are all reasonable and valid. I have to believe the entire fleet, sold to one operator in a package deal, might approach the critical mass for a company like IAI to develop a 77L P2F STC.
I wondered about that. The 77L is fairly common to the 77W and the mods IAI are doing could be fairly easily ported over to the 77L. In fact, there would likely be less
, if anything, to actually do, given that some of the work involved is in making the 77Ws MLG trucks more like the 77L/F's.
I expect that if there were someone to jump into that particular deep end first —e.g. DL selling their 77Ls to IAI or a leaseholder for that purpose— it is likely that most remaining operators would follow. Nobody really has large amounts
of 77Ls, but those that do have them rarely use them to full capability, and their cost difference related to 789s & 359s is becoming more pronounced.
The freight/cargo market, OTOH, might welcome a less expensive version of the 77F.
Because a PIP'ed 789 will likely be able to do 97% of what the 77L can at ~20% lower cost, I would say it's a non-starter for United in this environment
And that is before we get into what UA is to do about the —eventual— incoming 359s. Even if they were to push those out to 2029, that is still well inside of the expected lifetime for any used 77Ls they would have purchased and fitted out.
Worse financial decisions have been made, but this would be particularly difficult to defend.
All the expenses I listed are real, a new interior can be a $20 million dollar exercise. Maintenance wise they would need to do a initial larger check to bring the aircraft inline with UA system of maintenance. The manuals and limits are different, pilot training would be required, it might be as simple as a CBT course, however it still needs to be created, approved, and administered. It is not as simple as painting a new livery on it, parking it at the gate and say off you go.
And WRT MX, it is certainly possible that UA could actually have to come up with a new program
for these A/C. It would not need to vary much to be a hassle.
keep in mind A*net is not a business site, It's a site for enthusiasts. They neither Know nor do they Care about the Business aspect of the Airline. That's why there are Magazines like Airline Business , Aviation Week, and Air Transport World. They speak in Business language. This is a what if?, A how about this? and a whataya think of this? kind of site for armchair CEO's because on this site? Everybody is an expert! And it's no harm no foul.
Oh, I get all that. The OP asked a question. And while it is a little out there, I do not consider it to be a stupid or ridiculous idea.
But the biggest part of the thought exercise here is centered around feasibility. And in this case, that boils down to cash and/or financing behind implementation. There really were not any other primary objections. I have zero doubt UAL know how to work a 777...
I know a lot of Airline Guys to visit this site on midnights when the work is slow and you'd better stay awake. And? It provided conversation and Disagreement enough to keep our blood flowing until the morning operation started. between 0230-0400. and for that? I will always be a big fan of A*Net.
I would argue that this thread did just
that. . .
"Nous ne sommes pas infectés. Il n'y a pas d'infection ici..."