Well that’s depressingly problematic.


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Eeeee-yep, but realistically what is a more viable option? Waiting 5+ years for our first A320NEO? Waiting >1 year to field our first A220...an airplane still in it's teething stage and, sorry guys, but just not compelling enough vs. a cheap used -700 to warrant a 2nd fleet type just yet. Even if the regulators and politicos fiddle-fart around for another year, waiting for the MAX is likely still our best bet...unsatisfying as that may seem...

This is bigger than just the FAA, Boeing, and SWA. Every aviation regulating body in the world is looking into this. The FAA leads the world in decisions related to aviation regulations. If they screw up again no one will trust them, and we'll lose all credibility in the industry.

Wonder if pulling some of those WN -300s from the desert would help their situation. Our company has bought a bunch of them.
Not sure if they’re still under southwests certificate after parking them.

At least to temporarily boost their capacity.

Or buying Frontier/JetBlue/Spirit/Hawaiian and be done with it?

How would that help the situation when those airlines still have schedule obligations to fulfill themselves?
Not to mention any code sharing limitations in the contract until a merger is finalized and agreed upon by both unions...
Southwest has made comments in the recent past about not being interested in aquiring, and instead growing organically... If they really wanted a bandaid to tide them over for the year or so it takes to get the max's back in the air, they should buy a Sun Country or a Swift. Those airlines have the number of Airplanes to replace what Southwest is short, pilot groups that are starving for change (= likely a quicker merger/negotiations) and some ancillary benefits like gaining bases, experienced crews, etc. All the while minimizing any "non-organic growth."

^^^^this^^^^

Fear, but also conflicting agendas and interests. European EASA will be more inclined to protect Airbus, who has lost $30B on the A-380, through demands such as demanding MAX simulator training for all, knowing full well the worldwide supply of MAX simulators is still limited. SW's 10000 pilots alone would be a crippling backlog.

Those airline(s) become Southwest Airlines over time, so not sure about "schedule obligations" argument is even relevant in that case. As far as Wall Street is concerned, at least there would be a plan for the future should MAX not work out. It divests the fleet from a single type to multiple types and it kills a competitor(s). Sun Country isn't really a competitor and Swift doesn't even fly NG's.

The question is.....how long before an acquisition covers the SWA schedule. Wouldn’t the regulatory approval take longer or just as long as getting the MAX back?

That's the point.

If they'd prefer to grow organically, especially with our current economy, then the only reason for an acquisition is to save face and lessen the blow from the max groundings... The problem is, how would it work? If customers buy Southwest tickets but another airline flys the passengers then they're code sharing - are there contractual limitations on that? How would the unions respond?

Whoever they buy will have a schedule to fulfill in the short term. Sure, eventually those shedules will be satisfied and the airlines will operate as one, but again, if this is a band aid situation how does an acquisition benefit Southwest if they can't get the merger done before the Max comes back on line?

The Max isn't going anywhere. It'll fly, haters will hate, and passengers won't care.