It's more or less correct (2015 for A320, 2018 for A320NEO) but sales and production talk constantly. If sales is pursuing a customer as big as AA, they make sure there are slots available to make a batch earlier than the "normal" availability date. If they don't get the sale, they try the next potential customer. If that doesn't work, there will always be someone willing to get their aircraft earlier than scheduled to pick up these empty slots.

With so many planes for AA, not sure there are many slots left however, even with Delta and Southwest looking at ordering "something." Perhaps one, but not both airlines, most likely...

What I don't understand is why, when Boeing launched the 737NG, they didn't opt instead for a 757 shrink + re-wing. The 757 had a newer basic design than the 737-3/4/500. At the time of the NG launch, the 757 appeared to have a good future: the 757-300 development was, as far as I remember, about the same period.

If Boeing had updated/shrunk the 757, would they not be in a better position now? What am I missing? (Just an SLF here).

Just a quick point of order:

United's never quite been married to the Boeing brand. Students of history will remember the minor shock they created when they chose the DC-8 over the B707.

Good grief...they bought what they bought, Air France has Boeings..everybody has everything....

Military aircraft are a different scenario,...should be home-grown, for Europeans as well as us Yanks...'nuff said...:ok::ok:

Never married to be sure, That would be incest. At one time the same company, UAL offed its guppies in favor of the 320. If they start purchasing some heavier Airbus, then we worry.

:D

They ordered some 350s a while back, a split order with some 787s. That heavy enough for you?

I am a worrier. At least the 350 has twelve VS joins. Not so sanguine about resin. When Boeing wastes one in a fire, and demonstrates products of combustion won't kill otherwise happy pax, I'll rest easier.

Oh bearfoil. Now you even worry about separating VS of airplanes which have not been built yet. I guess you would have tried to convince the Wright brothers not to take up flying at all?

No, I am taking note of Airbus worrying, and redesigning the system twice since AA587.

:ok:

I also take note they have not utilised my solution. Don't strengthen the VS, Weaken the Rudder.

You need to go back a bit further into history. United Airlines was originally Boeing Air Transport: United Airlines - Wikipedia, the free encyclopedia

Actually it was a three way split. Pratt & Whitney (hence the holding company still being "United Technologies"), United Airlines (ex-Boeing Air Transport) and Boeing Aircraft. Hamilton Standard (propellers), Sikorsky, and Chance Vought were also in the combine. It was broken up under US anti-trust laws in the early 1930s.

@ Bearfoil,

If you are so afraid to fly on the Bus, then you should be afraid of flying on the 737 too...remember the actuator problem and the USAir crash?

**** happens all the time...at the end of the day, the design problems were amended and those problems did not happen again on both models..

I'd ride in a saddle on the dorsal, if it was bolted down. What makes you think I fear the Bus? It's a beauty. She has some slimy pimps once in a while, but she's a great old broad.

Worry is not Fear.

answer=42 (post 43) -

What I don't understand is why, when Boeing launched the 737NG, they didn't opt instead for a 757 shrink + re-wing. The 757 had a newer basic design than the 737-3/4/500. At the time of the NG launch, the 757 appeared to have a good future: the 757-300 development was, as far as I remember, about the same period.

If Boeing had updated/shrunk the 757, would they not be in a better position now? What am I missing? (Just an SLF here).

*****


Due to cost of re-engineering and Southwest's influence on keeping the changes (no 757 cockpit/nose on NG :{) to a minimum. It was cheaper to update the 737 than it was to shrink the 757.

One of the prettiest snouts in the biz. Probably a good deal quieter also.

More detail on the 1934 breakup of the old United Aircraft may be found on the P&W wiki article.

How much (ball pack (sp?) figures would cost the option to upgrade the engines as the case of the newer generation of 737 vs designing an aircraft from scratch.

And also could the parts of the re-engine 737 could be transfered on the newer aircraft?

Rwy in Sight

As I understand it (hopefully someone can correct me here) :

The A320Neo is a question of substituting engines and bolting on winglets.

The 737Neo is a different matter because the new engine has insufficient clearance as is, so a new longer landing gear is required, which in turn requires fuselage underbelly mods to stow it when retracted, different positioning of bulkheads, etc. Believe there are also significant wing mods required. I understand the engineering required is a whole league different compared to what Airbus need to do, which is doubtless part of the greater evaluation Boeing has to do. I also wonder if the A320Neo will get on the same type certificate, and therefore crew qualification, and whether the Boeing, with much greater changes, can do the same or not.

It's remeniscent of when the DC8-60 series came along, Douglas could do the stretch but the Boeing 707, which was indeed evaluated for the same, proved incapable of a comparable stretch due to its basic design and layout.

A319 (from A320) a most notable exception in all respects.

what is the difference between a shrink e.g B737-600 to a growth e.g a A340-600 or a D8-400 or a B757-300 or B767-400?

Was the F100 a growth of the F70 or was the F70 a shrink of the F100?

In an SEC filing made Monday morning. AMR Corp., parent company of American Airlines, released new details about its massive plane order from Boeing and Airbus.

Here's the Boeing deal:

American will get 20 Boeing 737 next generations each year between 2013 and 2017. The orders may consist of Boeing 737-700, 737-800 or 737-900ER aircraft, the carrier said.

Between 2018 and 2022, American expects to receive 20 re-engined Boeing 737s per year.

The deal includes purchase rights for 40 additional Boeing 737 next generation aircraft that, if exercised, would be delivered between 2015 and 2018. Purchase rights fo 60 additional "re-engined" aircraft would, if exercised be delivered between 2020 and 2025.

The lease agreements on each aircraft has an initial term of ten years.

Here's the Airbus deal:

American will lease 130 Airbus current generation A320 family aircraft that will include A319, A320 or A321 aircraft. The carrier is scheduled to receive 20 to 35 Airbus aircraft each year between 2013 and 2017.

Ten "new-engine option" Airbus are scheduled be delivered to American in 2017 with 20 to 250 AirbusNEOs scheduled for delivery between 2018 and 2022.

American also has 70 options and 15 purchase rights for additional Airbus current generation A320 aircraft, which if exercised, would be delivered between 2014 and 2017. There are also options for 280 additional A320NEOs, which if exercised, would be delivered between 2017 and 2025.

Summary of AMR CORP - Yahoo! Finance

The Fokker 70 was a shrink of the Fokker 100. Fokker 100 flew for the first time in 1986 and Fokker 70 flew for the first time 7 years later.

Hasn't the 737 got some 'grandfather rights' about the number of exits, that enable an extra row of seats, compared to an Airbus 320 of the same length?

If Boeing change the the 737 too radically they loose these grandfather rights and have to put two more exits in each A/C.

Vague rumblings in my grey matter :8

It seems obvious that Boeing have been panicked into action to prevent Airbus from gaining the total order.

According to a leading aviation magazine, the Boeings CEO talked at the Paris Airshow about an all-new aircraft with new technology which already exists, as a replacement for the B737 which could enter service by 2019. He also said they would make the right decision at the right time.

The chairman of leasing company ALC also unofficially dubbed the new aircraft as the B797.

That was at the airshow when Boeing officially said they would not re-engine.

When Boeing announced the 737 re-engine, they stated that they pushed the new aircraft off until at least mid decade (2025)