After an hours-long mechanical delay, United Airlines cancelled flight 997 from Accra, Ghana to Washington Dulles on Thursday. Customer baggage was offloaded and returned. Passengers were told to return the next day, but were not provided with hotels for the night.
After about 30 minutes (now after the designated departure time), we were told again that the problem may either be fixed in the next 2 hours, or not at all.
— NOT Dill (@Nimakooo) December 29, 2023
Friday night, another mechanical delay for this flight. And another eventual cancellation. Military was called in. The airline announced that no hotel rooms would be provided, and this time luggage wasn’t returned.
It’s an absolute shame watching @united pit it’s passengers against its flight staff in such a disgusting manner while hiding and dodging real accountability.#disgust #GoodLeadsTheWay pic.twitter.com/Abh3wHJu0J
— NOT Dill (@Nimakooo) December 30, 2023
Four hours after the set departure time, @united cancels its flight to IAD for the 2nd night in a row. No hotel accommodations are made, and there is no update on the next available flight time#DividedUnderUnited #Disgust pic.twitter.com/9iJ3UgdLO2
— NOT Dill (@Nimakooo) December 30, 2023
Two mechanical cancellations for a long haul flight, two days in a row, is bad luck. How the situation is handled, though, is entirely within the control of the airline. Here they didn’t just fail basic customer service, but their legal obligations.
When United Airlines has a controllable cancellation, for instance because the plane goes mechanical, they’ve committed to:
- book passengers on another airline
- provide meal vouchers
- cover hotel accommodations for those who need it (along with the cost of ground transportation to and from the hotel).
It’s currently 3:40AM and @united is taking its passengers hostage. No hotel accommodations, no proper communication, and the staff is keeping our checked bags. Absolutely terrible service.
— NOT Dill (@Nimakooo) December 30, 2023
It appears that they did none of these things. At an outstation, such as in Africa, it can be difficult to accomplish these things lacking the same sort of staffing and infrastructure in place that the airline has at or nearer its hubs.
However given the carrier’s ambitions to be a global airline, it needs to put in place the resources to deliver on its published commitments. (United also committed to limit use of law enforcement in the aftermath of David Dao’s dragging but I guess that didn’t apply to the military.)
While airlines are reluctant to reimburse costs incurred by travelers, and there are hoops to go through to get through the airline’s bureaucracy for this, they certainly should do so when they fail to deliver on their commitments. And anyone experiencing difficulty with this should complain to the Department of Transportation.
I’ve often said that you really don’t want the hotel that an airline will provide to you for free, both because of the time it frequently takes to get one (waiting for the airline to do it, often standing in line) and because of the quality of the accommodations that they’ll provide (you get what you pay for). So for the savvy traveler, an airline’s abdication of its legal responsibilities can be the best of all possible worlds.
Maybe you have credit card trip delay coverage, so that coverage from the card used to pay for your tickets picks up the tab. Maybe you don’t – in which case it’s an opportunity to take better care of yourself and get reimbursed – though of course in both cases you need to be in a position to front the funds.
Isn’t this the same airport where DL was having issues as well, with the government of Ghana going so far as to ban certain older Delta aircraft?
and the flights were supposed to be operated by 787s.
Funny how the $50 billion in capex that UA is spending on new aircraft – more than any other US airline ever – can’t fix problems like this.
Meanwhile, DL’s “ratty” 767s managed to take off and get to JFK both days that UA couldn’t figure it all out.
outpost or not, this should be illegal and they should be held accountable. but fwiw, theres a solid marriott across the street from the airport where you can get 1.5-2 cents/per point any day of the week. marriott pts are completely worthless 😉
Both planes are fixed and all planned flights should operate tonight from ACC
@ Gary — Clearly racist (just to keep my fans happy)…
This type of thing never happens on an ultra-premium airline like Delta. It’s true because I said it and I’m always right and I’m better than Gary.
In most African countries, the military controls airport security. There isn’t a private contractor or TSA-like entity, and ports of entry and / or exit are under military, not police jurisdiction. So, it is natural for United in Accra to request the assistance of airport security if passengers are becoming violent or unruly. There is no one else for United to call. The fact that airport security shows up in a military uniform is completely outside of United’s control. If you have an issue with it, take it up with the Ghanaian Government, but I don’t expect they care what you think.
Gary – question for you
I agree in US airlines are supposed to provide meal vouchers and hotels for cancellations which are their fault but doesn’t this fall to the applicable country’s laws? For example EU has more obligations than the US. Granted they SHOULD provide meals and hotels but are you sure United was legally obligated to do so in Ghana?
Mr. Mocker,
The militant forces were probably called by Delta management to make sure that its flights were able to operate while United was in full meltdown mode – just like Delta managed to keep operating in NYC in June while UA was in meltdown mode over at Newark..
And the line of thunderstorms that started the whole thing might have been worse at EWR for a few yours but it became clear pretty quickly that UA couldn’t get crew into EWR – a heavily commuting crew base – and delays and cancellations were felt in UA’s other hubs over 1000 miles away.
UA might have recovered faster than WN a year ago but UA most definitely melted down.
UA’s replacement flight is supposed to depart in 30 minutes and its scheduled flight in 7 hours about 30 minutes after DL’s flight to JFK.
bonus info: –
the 767 operating DL’s flight from ACC tonight has been in the UK, done a few transcons (JFK-LAX) and in the S. Pacific before heading to Africa – and all flights have been on-time.
and DL’s flights to Lagos have been using the original configuration A350 for the holiday season. African ethnic traffic is strong and valuable during the holidays.
I know of no situation where US airlines provide hotels for originating passengers, which these would all be.
Seriously?
I doubt very seriously that these are UA employees, but rather contractors and there is no chance they had the resouces to book hotels for 100’s of people even if they wanted to.
Do you really think the UA people called in the military? That is cynical even by eyeballs on screens website runner standards.
@Retired Gambler – US airlines have to comply with local laws and regulations as well as their own contracts of carriage. United formally committed to provide hotels and meals in the event of overnight controllable cancellations.
@Goforride – United is obligated to provide hotels, local employees aren’t generally the ones sourcing hotels – that’s an outsourced function
@Gary – not to nitpick (OK guess I am) but are you sure obligations regarding meals and hotels are specified in the contract of carriage? I suspect they are just documented in Mayor Pete’s spreadsheet and I would assume the airlines did anything possible to avoid making them systemwide legal obligations
@Steven – In Ghana, airport security is provided by GACL AvSec which is a private organisation, not military. The military is not involved in the operation of the passenger terminal whatsoever.
Sean,
there is a difference between “Militant” and “military.”
the issue is that anyone other than airline personnel HAD to get involved in this situation – and it is because United did not provide accommodations to get people back out of the airport.
Whether they were required to do so or not is not the point.
UA’s rescue flight (a 788) is now on its way almost 2 hours late with its regularly scheduled flight to follow
Dunn you’re a buffoon. Delta has had their share of problems on this route with their 767’s and its been well documented. I’ve flown both carriers on this route. Ten out of ten times I would take UA and their 787.
@Retired Gambler – yes, United updated its Contract of Carriage to incorporate this in June.
See Rule 24F https://www.united.com/en/us/fly/contract-of-carriage.html
Mr. Mocker,
no, Delta has not had problems on this route because Delta does not fly ACC-IAD.
DL has had problems w/ the 767 just like they and UA and every other airline have had on every other aircraft model.
Let us know how many situations where DL has had 2 days of cancellations for the same flight and then told passengers they were on their own. THAT is the issue.
The whole reason I have enjoyed winding you up on this thread is because so many people love to rag DL’s fleet of 767s even though UA and DL’s fleet of 767s is almost identically aged.
Anyone at that airport would take the first plane out of town given that situation.
Learned not to fly United a long time ago. Still stand by my decision. If something goes wrong, its one of the worst, if not the worst airline to be stranded with.
Any one who had used Amex Platinum could have booked hotels and checked in quickly and reiumbursed later by Amex
Tim, Google “Delta 767 Ghana” and then maybe you’ll stop throwing stones from your glass house. But who are we kidding?
All planes will have maintenance issues. Yes, DL’s 767s will have more than others, due to their age, but even A350s and 787s will have them too.
Sprit should consider bringing in militants in its DTW and FLL hubs when flight be cancelled.
Mark,
feel free to show us DATA that shows that Delta’s 767s have had more maintenance issues and, again, United operates 767s so why is it that so many United people look down their noses at Delta’s 767s?
and again, the issue is NOT that a plane had a mechanical but that United told passengers to figure it out on their own after the 2nd time.
And you do realize that Delta STILL operates a 767-300ER on JFK-ACC and the plane that is operating the flight today is actually older than the one that Ghana banned?
BOTH aircraft have 7 days of flawless operations.
This is typical of United Airlines and exactly what happened to me 12 years ago flying from Seattle, WA to Singapore on business. I wrote a letter at the time to the CEO of United telling him that he had lost a frequent flyer customer due to the antics and, as he had just stepped into the position, suggested he needed to turn it around quickly or United would fall to the bottom of the list as an international carrier. Guess they never got the “memo.”
Tim, that’s the low bar we’re setting? Seven days without causing a delay or cancellation to be deemed reliable?
If the 767s were so uniformly great, there wouldn’t be plans to retire them. UA has hundreds of 787s on order to replace their relatively small number of 767s while still allowing for major growth.
DL has more 767s than they have widebody aircraft on order. If every upcoming aircraft is going to be a 767 replacement, they’ll need to order many more to even have it one plane allocated for growth.
“Militant forces” is pure hyperbole. What I saw was two ordinary airport security guards in vests and two ordinary airport military security in uniform.
Travel is a big risk these days whether it’s by air, land or sea, and expect the worst.
Mark,
I didn’t pull up the entire history for both aircraft but the point is that ALL aircraft can operate quite reliably.
UA got bit. the issue is not the number of delays and cancellations but that UA didn’t offer accommodate the 2nd time but did the first.
UA’s 767 fleet is only 12 smaller than DL’s and almost identical in age. DL just retired a 767 and will retire a few more in 2024 and keep going including using some of their new A339 deliveries to replace 767s.
UA has the world’s largest fleet of 777-200/ERs at 70 plus that all will need to be replaced in the next 5-7 years not just for age but because the economics compared to other aircraft including the 787 are not acceptable.
UA is not going to use all of its 787 for growth; they have 100 widebodies that need to be retired.
DL is expected to announce a widebody order shortly; their execs said 15 months ago they were going to buy the A350-1000s that Qatar didn’t want but QR kissed and made up with Airbus and so DL had to start all over; the economics of a new order are different than taking over the QR A350-1000 order.
DL doesn’t make flashy massive orders like UA but DL manages to grow as much as UA – that was true in 2023 and will be in 2024.
both airlines will replace what they have to when they need to.
the 767 is a perfectly viable aircraft and if it is mechanically vulnerable, it is just as much so for UA as it is for DL.
Yes, UA has planes settled for retirement, but they also have *hundreds* of widebodies on order. Many more than enough to replace the 767s and 777s and still grow significantly.
DL has approximately 12 on order, and there are rumors that the new order will be for…20 planes? That’s not even enough to replace the aging 767 fleet.
And Delta has proven time and again that it doesn’t need to order five years in advance in order to keep growth and replacement going. Delta’s total and wide body fleet age is younger than United’s, you do know?
Let’s see what the Delta order is for but even 20 A350-1000s will dramatically push Delta’s international fleet efficiency and capability far beyond any other US airline
And on that note, will DL’s 35K order force UA to order the same jet or the 777X?
Tim, just want to make sure that, with 200 new aircraft deliveries in the last couple of years, along with hundreds more new aircraft continuing, along with UA retiring older Airbuses, we’re all in agreement that UA will soon have the youngest fleet among the US3.
Mark
I’m not sure why you feel a need to get into a fleet size and age pi234ing contest but:
First, let’s deal with facts. At the end of 2023, American has a mainline fleet of 954 aircraft with an average age of 12.8 years. Delta has a mainline fleet of 961 aircraft with an of 15 years. United has a mainline fleet of 938 aircraft with an average age of 16.3 years. Southwest has a mainline fleet of 821 aircraft with an average age of 11.7 years.
Southwest has been waiting years for the delivery of the MAX 7 and will retire scores if not hundreds of 737-700s within the delivery of the MAX 7. WN also has hundreds of mainline aircraft on order.
Delta already has the largest mainline fleet, will reach 1000 aircraft first in 2024 (likely by summer) and also has hundreds of mainline aircraft on order and a bunch of options as well.
The chances are that United WILL NOT have the newest fleet UNLESS they retire hundreds of older aircraft; you can’t bring the average age down faster than DL and WN If you don’t retire older aircraft.
Second, average fleet age means nothing. AA and UA have nearly identical fuel efficiency even though AA has a much younger fleet.
Third, you are simply smoking SK’s BS if you think UA will use even half of the aircraft it has for growth in the next five years. Hundreds of UA aircraft will need expensive overhauls and still be much less fuel efficient – and that is before replacing hundreds of regional jets which are both near the end of their lives and have much higher costs than mainline aircraft including due to high regional airline costs.
Fourth, United is going to get in the same capacity doom loop that Southwest has been in for 3 years due to delays with the MAX 7 and 10. The MAX 7 will be delivered first and the chances are high that UA’s MAX 10 orders may not even catch up to contract until later in 2025.
Finally, you should read United’s earnings transcript for the 3rd quarter because in it Scott Kirby said that United’s capacity would grow modestly in the first half of 2024 – far less than what the huge number of aircraft scheduled for delivery in their last 10K suggests.
As much as you want to believe otherwise, UA will neither grow as fast as you think nor will have as large or young of a fleet as you want to believe.
@Tim Dunn – are you employed by Delta or just have an unnatural interest in them? No one is as obsessive as you unless they are either (a) paid for it or (b) have an unnatural fetish. In either case you REALLY need to get a life and not constantly spout off things to support Delta. Trust me – they will be OK without your help. SMDH!!
Gambler,
the irony of your statement is that it is actually Scott kirby that is obsessed with Delta. You do realize that he said on one of his first earnings calls as UAL CEO that he would match DL’s profits – and that has yet to happen for even a year and won’t happen this year.
He did the same thing when he was at AA. He was booted because AA’s board finally realized that he was not focused on what matters to business so he has gone to UA to do the same thing all over again.
UA will end up w/ massive debt, might remain the largest across the Pacific but DL could well match UA’s size w/ an A35K order and aggressive growth across the Pacific; either version the newest A350s are larger and more capable than the 787.
Although UA flew more capacity across the Atlantic so far this year, DL generated more revenue. DL will pass UA in Latin America in 2024.
UA is simply not going to grow in the US near as much as Kirby thinks. AA DL and WN are simply not going to have it.
I participate in social media to tell the truth. Some of you can’t stand facts.
I’m going nowhere and will be here in 2024.
Tim, you’re the one who obsesses about fleet age and brings DL into so many stories.
When is your data pulled? Because unless it is from the last few days, it’s already wrong.
UA has taken delivery of hundreds of brand new planes while retiring dozens of 25-30 year old A320s.
Just the math of that alone will rapidly decrease UA’s fleet age.
The brand new deliveries continue in first half of 2024, but growth is modest since more A320s will be retired, decreasing fleet age even more.
If you think DL will have a larger fleet than UA in spite of 500 new UA planes while DL has less than 100 on order (including the potential 20 A350s) and a larger fleet of 767s to retire, I have a bridge to sell you.
But honestly, why do you even care? It doesn’t matter if UA has more planes or a younger fleet or is bigger than DL in so many regions of the world. It would barely register in these comments if you didn’t keep bringing it up and using outdated, or soon to be out of date, information.
Mark,
you yourself got into fleet age. now that I show you actual facts, you get upset at me.
United’s 10K from Feb 2023 shows that UA’s average fleet age at Dec 31, 2022 was 16.7.
Airfleets and other sites track fleets in real time and calculate fleet age. They contain fleet lists and it isn’t hard to verify if their data is right using flight tracking sites.
UA retired about 15 aircraft in 2023, mostly A320s, but nowhere near hundreds.
On May 16, 2023, Gary published an article with internal documents showing that UA intended to have a fleet of 956 at the end of 2023. They missed that by 18 aircraft.
UA said it would receive 149 aircraft in 2023 and that certainly did not happen; they say they will receive 127 aircraft in 2024 and they will not receive that many.
that internal doc says they will have 1088 aircraft at the end of 2024 and that will certainly not happen.
UA’s fleet age declined by just 0.4 years in 2023.
WN’s fleet is 5 years younger than UA’s.
And AA is taking delivery of some aircraft and will retire some aircraft also, as will Delta although DL is taking delivery of more aircraft than AA. DL is activating used aircraft so its fleet age will not fall as fast but they are growing.
This massive fleet growth that Scott Kirby tried to tell you would happen is not happening.
I didn’t say DL will always have a larger fleet than UA. I said that DL has matched UA’s growth this year – and that comes right off their earnings statements.
You have bought into Scott Kirby’s ego-driven need to be the largest/most profitable etc.
He said he would surpass DL in profits 6 years ago and that not only hasn’t happened but won’t.
It is doubtful that UA will have the youngest fleet.
He will succeed at saddling UA more debt than any other US airline which is exactly what he did at AA without becoming more efficient or generating more revenues
The bridge to nowhere is the one you are on.
Happy 2024 – or perhaps you might be disappointed this time a year from now.
Tim, so you’re citing data from almost a year ago and don’t think approximately 130 brand new planes, along with the retirement of approximately 20 25-30 year old planes (I never said hundreds of retirements) changes the calculations?
How about the delivery of another 100+ brand new planes next year, along with the retirement of another 20-ish 25-30 year old planes.
This contrarian attitude is so puzzling (though, is it?) since it really does come down to basic math. It’s completely objective and involves basic averages.
Even falling slightly short of their projected deliveries still has them far ahead. A few dozen retirements along with the delivery of hundreds of planes over a few years.
Simple question. How planes has DL had delivered in the same amount of time UA has brought 250 planes online? How many will DL see delivered next year when UA will have over 100 Boeings and Airbuses join the fleet.
Also, regarding debt from aircraft orders, all of the US3 will need to replace approximately 1,000 planes every 25-30 years. UA is hundreds of planes into their fleet renewal as DL falls behind in their inevitable need to replace a huge number too.
Can you image how incredible the deals UA got are? Not only did they get huge discounts by placing an order on a massive scale, they also ordered the planes during Covid when other airlines were retiring fleets. Delta, ordering 20 planes when the economy is much stronger, will not get that kind of deal.
They’ll get a deal as a big customer, but not like the one UA got, for the reasons stated above.
Mark,
you are arguing out of both sides of your mouth.
On the one hand, you want to argue for lower fleet age but admit that the only way that will happen is by retiring aircraft – not using all deliveries for growth.
I have said all along that UA would retire a whole lot more planes than you and others think – which means the growth rate will not be as high as you think.
I would be surprised if UA receives 100 new aircraft in 2024; they will miss their new deliveries in 2023
In case you don’t realize it, UA has heavily ordered the MAX 10 and it is not certified. Even if Boeing gets it certified, they cannot deliver all of those aircraft in a couple months.
Southwest is going through the exact same issue.
You can’t keep converting orders to the MAX 8 or 9 and not see a reduction in the number of previously scheduled deliveries.
As hard as it is for you to accept, UA will not get anywhere near the number of new aircraft deliveries that they have on their books. You will see them revise their delivery schedule when they release their earnings in a couple weeks.
And the reason to use UA’s own data is to show what they EXPECTED for 2023 and using today’s data is to show what they actually did.
As much as you want to argue otherwise, the data proves my point.
and United got “good deals” on its MAXs and 787s because they are cashing in on years of credits from Boeing for aircraft delays. It is hardly a badge of a great discount if you receive planes years behind schedule.
And since the A350-1000 is a larger and far more capable aircraft, I wouldn’t expect it to be near as cheap as the 787.
Delta will ahve the ability to consistently fly 17+ hour routes; the only way a 787 can do that is payload restrictions or removing any more seats. Supposedly UA is going to do an even more premium configuration of the 787 and be down under 240 seats.
UA pays the same for 4 pilots on a 787 as DL does on an A350. It doesn’t take a rocket scientist to figure out who is a much more cost efficient operator and thus able to make more money – which is consistently what DL does on its international network compared to UA.
and Mark,
as much as you want to argue otherwise, UA has the oldest fleet and also is spending more for new planes – 3X more than DL as of right now.
UA is not making more money which means they will take on debt.
I’m sorry if you can’t see reality because you want desperately to believe this fantasy which Scott told you to believe but everyone knows is not going to happen as he says.
Go out and party. This will wait until next year.
A younger fleet comes from new deliveries and also from retiring older planes. UA is doing both.
If UA takes delivery of 120 planes and retires 20, they have still grown 100 planes.
You didn’t answer the question about how many planes DL will have delivered next year, nor how many they’ll retire.
Even with the MAX10 delays into 2025, the updated UA numbers still have the fleet growing by over 100 planes. Plenty of A321s, 787s, and MAX8s and 9s coming their way in 2025.
And a good deal due to huge ordering scale, opportunistic timing of a COVID-era order, and payments from delays in the last decade is still a good deal. I’m sure DL would love a deal like the one UA got. UA has its fleet plan set up for the next 30 years at a price other airlines would dream of.
So I’ll ask again, how many aircraft will DL receive next year and how many of those will be for growth versus retiring their large 767 fleet?
Mark,
Delta has 66 aircraft scheduled for delivery in 2024 and 67 in 2025. They have at least 15 used aircraft to put into service so they will be at 80 or more additional aircraft.
Southwest is supposed to receive 80 aircraft in each of 2024 and 2025, 85 in 2026 and 90 per year after that.
the MAX 7 will be certified and start being delivered before the MAX 10.
IN other words, UA is not going to add significantly more aircraft than DL or WN next year – even if UA gets 100 new aircraft.
You are fixated on trying to prove UA’s superiority.
Just sit tight but don’t be surprised that this massive growth you THINK will happen doesn’t happen as you expect.
and, contrary to what you believe, UA will not succeed in taking a bunch of share from anyone.
UA already has taken share from others, even at the early stage of their massive growth.
Overtaken WN as number one carrier in local DEN traffic, in addition to total traffic.
Number one carrier in local NYC traffic, to go along with being number one in total traffic thanks to the best single airport hub in the northeast. Thanks to efficiencies in overall flight schedules, EWR is now running more reliably than JFK, operating without a GDP when JFK is experiencing big delays.
Largest US carrier across the Atlantic, overtaking DL. Significantly larger to Asia and Oceania than they were a few years ago, while DL has added some token frequencies.
IAD set for significant growth with the capacity available at the airport and Kirby already saying there would be several banks added.
UA’s lead in Chicago over AA has grown.
UA has 40 gates in IAH that will come online in a few years.
UA in SFO has the best west coast hub, capable of operating two separate TPAC banks, all while DL fights for a couple of percentage points of share over AA, WN, and UA in LAX, a station where all airlines need to be but nobody makes significant profits, due to intense competition.
All while UA has 150 more 787s that will begin delivery next year and DL is rumored to have an order of 20 A350s coming up. Plus 180 A321s and hundreds of additional 737 MAX aircraft.
Just because Kirby says it doesn’t mean it’s wrong. Whatever people might ding him for, he’s very smart. Or are you saying AA is doing better now that Kirby has left and they’re truly stagnating?
Heading out now. Happy new year.
@Tim Dunn – God you are pompous and insufferable. Decided to never read anything you post. You are either a DL employee, paid by them or (even worse) a very sick person.
Gary if you don’t block this clown from posting you will lose me and others. He should never post on here.
Had this happen on a United flight from there earlier. Luckily I had no checked luggage, company paying hotel and per diem, and knew enough to stay at the Kempinski.
Quite a pain but nothing like this.
Hope you had a good and safe celebration
no, Mark, United is NOT the #1 carrier in LOCAL NYC traffic. They carry more total passengers but Delta is the largest carrier in the NYC O&D market.
It’s not hard to win against American in Chicago. Delta did he same thing in NYC, BOS and LAX.
WN is short of aircraft due to the MAX delays. Again, you think that UA will be exempt from the same capacity issues than WN faced. The MAX 10 will get certified AFTER the MAX 7. UA’s growth WILL FOLLOW WN’s.
Scott Kirby and you are fools if you think that UA will fill all of the those planes at all of those hubs with local traffic.
He intends to steal share from every other airline to make UA NEXT work.
You can live in the little bubble of his promises but I can assure you that DL and WN will fight back.
UA can spend billions on expanding airports to accommodate growth but that is the point – UA will be much more indebted than any other US airline ever.
He did the same thing at American and somehow thinks that it will be different at United.
Humor me and tell me how much UA has committed to capex as of its latest 10K and then post that number for DL and AA.
You won’t because it proves my point. UA has $35 billion MORE in spending than DL and AA and doesn’t make more money now.
UA has 75 777-200ERs . You are truly naive if you think that even half of those 150 787s will be used for growth.
DL is going to place an order for A350-1000. Only in the arrogant mind of UA fankids is DL going to be hindered from growth because DL places another widebody order in a couple years.
Scott Kirby loves to brag about how smart he is but he really hasn’t done anything at UA that someone else didn’t do elsewhere first.
gambler,
insufferable is this Mark that doesn’t even know how many aircraft DL and WN have on order – he had to ask – but is convinced that UA will grow the most.
pompous is being convinced that UA will have the youngest fleet when actual deliveries from other carriers prove otherwise.
Scott Kirby said 6 years ago that UA would be more profitable than DL and that still has not happened.
Scott Kirby leaked a document about how face UA will grow and DL is still going to be the first airline to have a mainline fleet of 1000 aircraft while UA’s fleet plan is scores of planes behind schedule.
You believe what you want.
gambler,
you don’t have to read good debates if you don’t want. Mark is at least pleasant.