United Airlines : UA : UAL

	Trafic		Capacité		Taux de remplissage
	RPMs	%	ASMs	%	%	Modification
Delta	15,30	-6,5	18,18	-8,3	84,2	1,6
American	10,24	-2,6	12,33	-7,3	83,1	4,0
United	5,43	-3,8	10,06	-6,8	83,8	2,5
Continental	6,47	1,9	7,80	-2,4	83,0	3,5
Southwest	6,33	1,9	7,99	-9,4	79,2	8,8
Us Airways	4,67	-0,8	5,65	-1,6	82,6	0,7
JetBlue	2,02	7,2	2,50	7,1	80,8	0,1
Alaska	1,46	3,0	1,89	-1,6	77,0	3,4
AirTran	1,51	5,2	1,90	7,0	79,2	-1,3

In what may end up being the biggest aircraft order of 2009, United Airlines appears close to purchasing a massive number of widebody aircraft [Vous devez être inscrit et connecté pour voir ce lien] from Boeing and/or Airbus to replace the airline's aging 747, 777, 767 and 757 fleets.

I've put together a graphic that [Vous devez être inscrit et connecté pour voir ce lien] (PDF) for fleet renewal that shows the existing fleet and potential replacements from both Boeing and Airbus.

There are many options that United could exercise for its fleet renewal, choosing to buy exclusively from either manufacturer, or creating a mixed fleet. Flightglobal's ACAS database shows United operates 25 747-400s, 34 767-300ERs, 19 777-200s and 33 777-200ERs. The carrier also operates 94 757-200s. Each aircraft has a range of options that that could feasibly be replaced by each manufacturer. What follows is a general comparison of models and the airline's options for renewal.

[Vous devez être inscrit et connecté pour voir ce lien] - United's narrowbody workhorse seats [Vous devez être inscrit et connecté pour voir ce lien] or [Vous devez être inscrit et connecté pour voir ce lien] and could be replaced by the A321 or 737-900ER for hub-to-hub or coast-to-coast operations.

[Vous devez être inscrit et connecté pour voir ce lien] - The 787-8 or A330-200 would fit for United in this [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] category for trans-Atlantic, Trans-Pacific and Latin America operations. The A330-200 could offer an interim solution before the larger A350-800 is available, but it fits in a category closer to United's 777 rather than the 767.

[Vous devez être inscrit et connecté pour voir ce lien] - The stretch 787-9 and A350-800 or even larger A350-900 would be ideal replacements for long-haul trans-Pacific [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] 777-200ER operations. Even the 777-200LR could fit for ultra-long haul operations opening up new markets from the airline's US bases. United is also keen to continue to compete on the US-Australia routes against Delta (777-200LR) and V Australia (777-300ER).

[Vous devez être inscrit et connecté pour voir ce lien] - As the launch customer for the type back in 1995, United's early non-ER 777s have a range of just over 5,200 nm for [Vous devez être inscrit et connecté pour voir ce lien] Hawaii flights and [Vous devez être inscrit et connecté pour voir ce lien] trans-Atlantic flights. The 787-3 or A330-300 may fit on these routes designed for high density operations of 5-6 hours or less.

747-400- As the largest aircraft in United's fleet, the 747-400 could be replaced by four potential aircraft. The twin-engined 777-300ER and A350-1000 are the closest in seat count to the existing [Vous devez être inscrit et connecté pour voir ce lien] 747-400. However, the larger 747-8 or A380 would offer significant growth for the airline flying high-capacity long haul routes between large cities.

United appears to be leaning away from the A380 and 747-8 and 777, potentially opting for a mix of 787s or A350s. In addition, a [Vous devez être inscrit et connecté pour voir ce lien] says that United is concerned the 787 won't be able to perform the missions the airline is looking for. The report also indicates that any A321 purchase would come with winglets to put them in line with the 757 in terms of performance

United Airlines is close to choosing the Boeing [Vous devez être inscrit et connecté pour voir ce lien] or [Vous devez être inscrit et connecté pour voir ce lien] for its first aircraft order in more than a decade, the Chicago Tribune [Vous devez être inscrit et connecté pour voir ce lien] Thursday, citing unnamed sources.
United would be just the second U.S. customer for the A350 -- Airbus' composite answer to Boeing's 787. A 787 order would give a boost to the troubled program.
United plans to place a firm order for 25 wide-body jets, with options for 75 more, and plans to have a separate competition for [Vous devez être inscrit et connecté pour voir ce lien] planes next year, the Tribune reported.
It quoted analysts saying Airbus would probably be willing to cut the carrier a sweeter deal.

[Vous devez être inscrit et connecté pour voir ce lien] is close to placing its first aircraft order in more than a decade and has narrowed its search to two ground-breaking airplanes: [Vous devez être inscrit et connecté pour voir ce lien]'s 787 Dreamliner or Airbus's counterpart, the A350-XWB, sources told the Tribune.

United is being furiously courted by both Chicago-based Boeing Co. and France-based Airbus SAS, sources said, even though the carrier's finances appeared shaky just months ago.

Winning United's business is important to both plane-makers, analysts said. Aside from [Vous devez être inscrit et connecté pour voir ce lien], Airbus has yet to land a U.S. airline customer for the A350, a largely composite jet that is due to enter the market in about five years.

With a United order, Boeing stands to gain a publicity boost. It has garnered only 13 Dreamliner orders this year, along with 83 cancellations for the jet, which is more than two years behind schedule. A victory also would spare the aerospace giant the embarrassment of losing a longtime airline customer based just blocks from Boeing's corporate headquarters.

The question: How aggressive is Boeing willing to be from either the prestige or embarrassment perspective?" said [Vous devez être inscrit et connecté pour voir ce lien], an industry consultant.

By year's end, United plans to place a firm order for 25 long-range jets worth upward of $5 billion at list price, said people familiar with its plans. United also wants options for 75 additional wide-body planes that could be converted to orders at a later date.

United intends plans to hold place a separate competition for narrow-body planes next year. Combined, the two contests could eventually add about 150 planes to the carrier's fleet over the next decade.

A United spokeswoman confirmed that the carrier had decided to split its jet purchases but wouldn't address other aspects of its plans. She downplayed a rumor sweeping aviation circles that a deal was imminent.

"We are not working toward a specific time frame," said Jean Medina, the United spokeswoman. "We are working toward getting the right deal for the company."

After sitting on the sidelines while other U.S. carriers placed orders in recent years, United is taking advantage of a buyer's market for jetliners. Emirates Airline and Ryannair are the only other marquee airlines shopping for planes, analysts said, while many financially squeezed carriers are attempting to defer or cancel orders that they placed during global aviation's mid-decade boom.

The nation's third-largest carrier, United made it clear that it expected the manufacturers to provide advantageous pricing and to also help finance the purchase when the airline issued a request for proposal in June. While some in aircraft financing circles scoffed at its approach, United now appears likely to get its way.

Analysts think that Airbus likely holds the edge if United's decision comes down to money, since it has a reputation for striking aggressive deals. Boeing has argued that Airbus can afford to undercut pricing because it is illegally subsidized by European governments, an argument supported by World Trade Organization judges in a preliminary ruling this fall.

"Airbus is far more eager to maintain production rates and aggressively seek market share, so they're going to have an advantage," said Richard Aboulafia, aerospace analyst with Teal Group.

Representatives of Airbus and Boeing declined comment.

Late last week, The Chicago Tribune [Vous devez être inscrit et connecté pour voir ce lien] for the first phase of its wide-body fleet renewal to two choices: The Airbus A350 XWB and Boeing 787 Dreamliner.

There are pros and cons to the selection of each model, but what cannot be avoided here is the historic relationship between Boeing and United Airlines that finds its roots at origin of both companies.

Boeing - once named the United Aircraft and Transport Corp. - was split up as part of the [Vous devez être inscrit et connecté pour voir ce lien] that created three separate companies: United Airlines, United Aircraft, the Boeing Airplane Co. United Aircraft would later go on to be known as [Vous devez être inscrit et connecté pour voir ce lien], parent company of engine maker Pratt & Whitney.

The creation of the 727, 737-200 and 767 saw the continued collaboration of these three companies. These new types were powered by Pratt & Whitney engines and launched with orders from United Airlines. In October of 1990, United again served as launch customer for a new Boeing type powered by the P&W engines. The order, which at the time was the largest in commercial aerospace history, was [Vous devez être inscrit et connecté pour voir ce lien] with a firm order for 34 plus 34 options.

Flash forward 20 years and United again returns to the negotiating table with Boeing on a wide-body order, this time to renew the airline's fleet ([Vous devez être inscrit et connecté pour voir ce lien]) for the first half of the 21st century. There are [Vous devez être inscrit et connecté pour voir ce lien] when selecting a new fleet, let's take a look at their remaining options.

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 ( [Vous devez être inscrit et connecté pour voir ce lien]), V Australia ( [Vous devez être inscrit et connecté pour voir ce lien]) and QANTAS ( [Vous devez être inscrit et connecté pour voir ce lien]) 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 [Vous devez être inscrit et connecté pour voir ce lien] also offers an advantage for crews transitioning between types.

Implementation plans for 787-8 with airlines like [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] 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 [Vous devez être inscrit et connecté pour voir ce lien] 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.

US Airways will defer 54 Airbus aircraft deliveries scheduled between 2010 and 2012 until at least 2013 and push back its [Vous devez être inscrit et connecté pour voir ce lien] launch from 2015 to 2017 to boost liquidity, the company [Vous devez être inscrit et connecté pour voir ce lien] Tuesday.
The changes and deferrals of debt repayments will improve projected liquidity by about $150 million by the end of this year and about $450 million by the end of 2010, US Airways said. The order deferrals also could help Airbus land a big order from United Airlines.
"This is our third major strategic move in the past 100 days, following announcements of our innovative slot transaction with Delta Air Lines and the realignment of our network to focus on our most profitable flying," said US Airways Chairman and Chief Executive Doug Parker said in a statement. "These moves are part of our continuing efforts to improve our balance sheet and return the company to profitability. Our employees are continuing to run a great airline and doing a terrific job taking care of our customers and, with these strategic initiatives behind us, we believe US Airways is well positioned to take full advantage of the recovering economy."
US Airways Executive Vice President and Chief Financial Officer Derek Kerr said the order deferrals "also have eliminated the need to fund a fleet replacement program in capital markets that continue to be uncertain and expensive."
The carrier still will take delivery of two A320 and two A330 aircraft next year and 24 more A320 family aircraft in 2011 and 2012, Kerr noted. "We have financing commitments for all 28 aircraft and believe this is a more manageable delivery rate given the current economic environment."
The deferrals actually could help Airbus win a coveted order from United Airlines, analyst Scott Hamilton [Vous devez être inscrit et connecté pour voir ce lien] Tuesday. The Chicago Tribune [Vous devez être inscrit et connecté pour voir ce lien] last week that United was close to choosing between the A350 and Boeing [Vous devez être inscrit et connecté pour voir ce lien] for an upcoming wide-body order. (More on that [Vous devez être inscrit et connecté pour voir ce lien].)
"The A350 deferral by US Airways opens up early delivery positions in 2015 for United," Hamilton noted.
"The lack of early delivery slots has been on on-going problem for both Airbus and Boeing, with the large backlogs for the A350 and 787 programs," he added. "The now-open 2015 slots for the A350 could be a tipping point in the campaign unless Boeing can do better."

TOKYO, 3 déc 2009La deuxième compagnie aérienne japonaise All Nippon Airways (ANA) envisage de regrouper ses lignes de transport de passagers entre le Japon et les USA avec celles de ses deux homologues américaines Continental Airlines et United Airlines, d'après le groupe de presse Nikkei.

United([Vous devez être inscrit et connecté pour voir ce lien]) is expected to announce Tuesday that it will order new widebody aircraft from both Boeing([Vous devez être inscrit et connecté pour voir ce lien]) and Airbus, TheStreet.com has learned.

The order will be for both Boeing 787s and Airbus A350s, according to people familiar with the order, and would represent a major boost for each of the two manufacturers, since significant delays have hampered each aircraft's development. Spokesmen for Airbus, Boeing and United declined to comment.

The Boeing 787 "Dreamliner" is more than two years behind schedule, although Boeing has said the first one will fly by the end of 2009. Airbus, meanwhile, is expected to start to build the first A350 early next year: it is not expected to be available for at least five years.

United would become the last of the major U.S. airlines to place an order for one of the new composite airplanes. US Airways([Vous devez être inscrit et connecté pour voir ce lien]) and Hawaiian Airlines([Vous devez être inscrit et connecté pour voir ce lien]) have ordered A350s, while American([Vous devez être inscrit et connecté pour voir ce lien]), Continental([Vous devez être inscrit et connecté pour voir ce lien]) and Delta([Vous devez être inscrit et connecté pour voir ce lien]) have ordered the 787.

On United's second-quarter earnings call, CFO Kathryn Mikells said the carrier expected to announce an aircraft order before the end of the year "that would be committing the company to a long-term fleet replacement strategy." She said the aircraft "would not come for some number of years into the future."

Both the [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien] are reporting that United Airlines is set to announce a 50-aircraft order split between both Boeing and Airbus. The reports suggest that United has purchased 25 787 Dreamliners and 25 A350 XWBs with options for more to follow.

Neither report specifies the variant or delivery dates for each type selected, but could have significant implications for each airframer. Early indications exist that United has selected the 787-8 and A350-900, but this remains unconfirmed.

Boeing CEO Jim McNerney visited Charleston late last week and "let slip" that the company held 840 orders for the 787 "with more to come by the end of the year," says a person who was present for his comments and belived the remark was a potentially subtle allusion to the United order.

First, it's important to establish that in a easing global recession, an order for 50 firm wide-body aircraft, even one that is split, is an impressive sign of the potentially changing fortunes of the commercial aircraft market for both Airbus and Boeing and represent major victories in a time when orders of this size are few and far between.

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?

United Airlines says the total cash outlay for its combined order it placed today with Boeing and Airbus will be $60 million during the next three years.
The carrier has divided its widebody order evenly between the A350-900 and the 787, ordering 25 of each type. Deliveries are scheduled to begin in 2016 and continue through 2019.
"We have also secured deferral rights that provide us with further financial flexibility," the carrier says. "We have also secured considerable backstop financing from both manufacturers, which will protect us in the event of tight credit markets as the new aircraft are delivered."
Describing the rationale for placing orders with both rival manufacturers United says that neither airframer offers next-generation aircraft sized to optimally serve its current and future markets.
United says the mix of A350s and 787s offer the right range of aircraft sizes needed to replace its 747s and 767s. The A350s have 11% more range than the carrier's current Boeing 747s, while Boeing 787s have roughly 32% greater range than 767s.
The new aircraft also allow United to downgauge its widebody fleet, reducing average seat count for the 50 aircraft by 19%, and resulting in a system-wide international fleet count reduction of 10%.
"This reduction is largely the result of the retirement of our Boeing 747 aircraft," the carrier says.
Only one engine is available for the A350, the Rolls-Royce Trent XWB, while GE offers the GEnx and Rolls-Royce supplies the Trent 1000 for the 787. United has not indicated an engine selection for its 787s.
Today's order was the first United has placed in more than ten years.

Fresh from placing an order for 50 widebody aircraft today, United is now focused on its narrowbody replacement options.
The carrier has divided its widebody fleet replacement between [Vous devez être inscrit et connecté pour voir ce lien] and [Vous devez être inscrit et connecté pour voir ce lien], ordering 25 Airbus A350s and the same number of 787s.
Today during a conference call to discuss the order United CFO Kathryn Mikells explained the carrier took the decision to split its consideration between narrowbody and widebody replacements, and plans to focus on its narrowbody fleet next year. Mikells says United will make a decision it feels is appropriate regarding the aircraft.
The carrier plans to make a cash outlay of $152 million during the next five years for the 50 aircraft it ordered today.
During United's evaluations Mikells says the carrier weighed the additional cost savings it would net from a single fleet with the economics of having the proper aircraft to serve a diverse international network, and "the economics of buying both aircraft were straight forward and clear".
United president John Tague says the combined Airbus and Boeing fleet will give the carrier the flexibility to serve a broader range of international destinations while remaining disciplined on capacity.
Responding to question regarding United's flexibility in the aircraft agreements, Mikells says nothing in the arrangements precludes the carrier from considering another new-model widebody if another type becomes available during its widebody replacement

SEATTLE, Dec. 8, 2009 – Boeing [NYSE: BA] is delighted that United Airlines has selected the [Vous devez être inscrit et connecté pour voir ce lien] for the replacement and expansion of its twin-aisle fleet.
“United’s selection of the Boeing 787 continues the 80-year partnership between our two companies,” said Jim Albaugh, president and CEO of Boeing Commercial Airplanes. “The 787 is the first new airplane of the 21st century. Its advanced technology and unprecedented improvements in fuel efficiency will help United achieve its business objectives and enhance its leadership position among the world’s top airlines.”

Boeing looks forward to working with United to finalize the order at which time it will be posted to the Boeing [Vous devez être inscrit et connecté pour voir ce lien].

Brazilian aircraft manufacturer Embraer will be invited to join a tender to supply narrow-bodied planes to United Airlines, the head of United's parent company [Vous devez être inscrit et connecté pour voir ce lien] said on Wednesday.

"We are going to go into the narrow-bodied (plane) market next year. We are going to invite Embraer into that competition," UAL Chief Executive [Vous devez être inscrit et connecté pour voir ce lien] said in an interview.

Tilton also said he was seeing a gradual, steady improvement in the corporate and international travel market and that media estimates of the size of discounts that UAL won on plane orders it placed this week were "on the low side".

Taking advantage of reduced market prices, [Vous devez être inscrit et connecté pour voir ce lien] said on Tuesday it had placed a $10 billion-plus order for 50 wide-bodied jetliners divided between Airbus and Boeing Co.

United has letters of intent to order 25 of Boeing's 787 Dreamliners and the same number of A350 planes from its European rival Airbus, part of EADS, following a six-month contest. The carrier also has future purchase rights for 50 of each aircraft.

Following up on [Vous devez être inscrit et connecté pour voir ce lien] that United Airlines would invite [Vous devez être inscrit et connecté pour voir ce lien] to bid on next year's [Vous devez être inscrit et connecté pour voir ce lien] order, Aviation Week [Vous devez être inscrit et connecté pour voir ce lien] Thursday that United also was considering [Vous devez être inscrit et connecté pour voir ce lien] CSeries.
"The CSeries is a natural replacement for the 737s," UAL Chairman and Chief Executive Glenn Tilton told Aviation Week.
Meanwhile, Republic Airways Holdings Inc. also is considering the CSeries to replace some of the Airbus jets flown by its Frontier Airlines subsidiary, The (Montreal) Gazette [Vous devez être inscrit et connecté pour voir ce lien] Wednesday.
UAL's Tilton also addressed the issue of how United's [Vous devez être inscrit et connecté pour voir ce lien] to order 25 Boeing [Vous devez être inscrit et connecté pour voir ce lien] and 25 Airbus [Vous devez être inscrit et connecté pour voir ce lien] aircraft would impact the carrier's Boeing 777s. United said the order was intended to replace its 767s and 747s, but that it would eventually phase out its 777s as well, leaving the A350 and 787 as its only wide-body aircraft.
"First we will address the 747s and 767s with the A350s and 787s, but there is a first tranche of our older 777s that could be replaced by either of these aircraft depending on the route," Tilton said.

United is considering Bombardier’s CSeries as a replacement for the Boeing 737s recently dropped from the carrier’s fleet, Chairman and CEO Glenn Tilton told The DAILY. The carrier intends to issue a narrowbody request for proposal next year as a follow-on from its widebody fleet upgrade, which includes the Airbus A350 and Boeing 787 split letter of intent unveiled this week (DAILY, Dec. 9). The narrowbody RFP will include a 110-seat requirement as well as successors for the Airbus A319s and A320s currently operated by the U.S. legacy carrier. United will also seek a replacement for its Boeing 757 fleet. “The CSeries is a natural replacement for the 737s. With our current fleet [of regional aircraft] that would give us 70-seaters, 90-seaters and 110-seaters… Then we can look at the new generation of narrowbodies,” said Tilton at the sidelines of Brussels Airlines’ formal introduction to the Star Alliance as the carrier’s home city. Both Airbus and Boeing have indicated that a new-generation narrowbody, rather than an upgraded A320 or 737s, will not be offered for roughly another decade. With Bombardier’s current product offering, such an order from United would focus on the two variants of CS100, the baseline version of the CSeries family. Bombardier plans to introduce this variant to market first, in 2013, and as yet has no launch customer. Tilton, however, would not say if an order was pending or comment on the potential size of such a deal. United at one point operated more than 100 737s, albeit with varied capacity. The United executive also explained that the recent LOI with Airbus and Boeing could allow the airline to replace some of its older Boeing 777s, which first entered service in 1995, with either A350s or 787s from the initial order of 50 aircraft, which are scheduled to be delivered from 2016 to 2019. “First we will address the 747s and 767s with the A350s and 787s, but there is a first tranche of our older 777s that could be replaced by either of these aircraft depending on the route,” he said. Tilton also noted that this 777 replacement plan could be assigned to the 100 options also included within the carrier’s new deals with Airbus and Boeing.