Different aircraft
. . . for different market segments.
This guy says it better than me.
from '
Flightblogger', written before the announcement:
The Case for the A350
Though an inelegant replacement for the 767-300ER, the A350-800 fits with United's fleet as a chance to take advantage of the trend in up-gauging aircraft while reducing overall capacity. For example, five 244 seat 767-300ER flights can be consolidated into four 270 seat A350-800s. The A350 family offers models in the -900 and -1000 that can also replace both the 777-200/200ERs and 747-400s in a single common platform. The commonality between all three variants offers flexibility for United's pilots, as well as consolidating three wide-body aircraft types into one while streamlining maintenance and operations.
Across the Pacific to Australia, United can leap frog over Delta ( 777-200LR), V Australia ( 777-300ER) and QANTAS ( A380) with the A350-1000 while going from a four engine to a two engine platform with next-generation technology. The investment new United business class interiors suggest that the airline is in no rush to retire its existing wide-body fleet, meaning the 2013-2015 EIS for the A350 family variants makes the timing attractive to coincide with fleet retirement.
The Case for the 787
Even with the 787 potentially being overweight, the -8 will offer superior fuel burn performance on same-sized routes currently flown by the 767-300ER by comparison. As the oldest aircraft currently in the fleet, United's 767-300ERs are the first candidates for retirement. The A350 is too large to act as a suitable replacement for this aircraft. By Airbus' own admission, the A350 covers the larger 787-9, 777-200ER and 777-300ER market more than the 767 market. The training commonality between the 777 and 787 also offers an advantage for crews transitioning between types.
Implementation plans for 787-8 with airlines like QANTAS and Ethiopian have shown these carriers' intention to deploy the aircraft as a replacement to routes currently flown by 767-300s. Not only can the 787-8 act as a replacement for the 767 fleet for trans-Atlantic routes, but the aircraft could open lower density long-range flights to China, India or Japan. The 787-9 could also replace the 777-200ERs flying with 258 seats on long-haul segments to Asia offering greater efficiency in an optimized platform. The 787-3 in a high-capacity medium haul role also would also be ideal for high-density routes for vacationing travelers to Hawaii from the west coast, acting as a replacement for the older shorter-range 777-200s that fly the routes today.
The 787 could also be available earlier to United than any A350 variant with the Charleston 787 final assembly line coming online in 2012. While initially sized for three aircraft per month along with Everett's seven per month, Boeing could hold the surge line in place or potentially boost Charleston to meet the demand of early delivery dates.
'
flightblogger' analysis after the announcement:
. . .Though for Boeing, a split buy is a troublesome sign for the 777. In the most direct sense, the airline that launched the 777 had an opportunity to reinvest in the aircraft and declined. This could hasten the ascent of a next generation 777 or an equivalent option in the 305-365 seat segment.
For Airbus, while it has made significant inroads into the 777 market, its flank remains exposed where the 787 excels. The A330-200 remains an option for interim lift aircraft as airlines wait for their 787s or smaller A350s, but the reality is that the 220-270 seat market is extremely vulnerable for Airbus in the long run.
Now let's see if these reports become reality, but I'm left wondering: How does this help United control its costs? Why order one type when you can order two for twice the price?
Check out "
Travel Options by United: A guide to fleet renewal" for a great chart of United's fleet options.
Last edited by Sniper; 12-09-2009 at 06:51 AM.
Reason: the chart shows up for those logged-in only I think, but not for a 'guest' on the board. It's a great chart though.