Boeing Threads

We all know that Boeing has been unable to really challenge the Airbus A321neo. I think it's difficult to undersell just how big of an issue this is; with almost 8,000 sales, the A321neo on its own has outsold the entire 737 MAX family, and it's the most popular commercial aircraft variant of all time by a wide margin. They're also expensive, and Airbus has been able to extract even more profits from the program through the A321LR and A321XLR, variants that didn't cost that much to develop but which sell for a hefty premium. Airbus is making money hand over fist with the A321neo while Boeing has sold a few hundred 737 MAX 9s. The 737 MAX 10 is supposed to be coming later this year, and I find it to be a much bigger deal than I think people are giving it credit for. Boeing is promising that per-seat costs will be competitive or even better than the A321neo (which was always the main fault with the 737-900/MAX 9). The 737 MAX 10 has already received over 1,400 orders, despite the fact t

Earlier this week, a Delta Air Lines passenger had the unfortunate experience of flushing their phone down the toilet on a Boeing 757-200. The jet was flying from Las Vegas to Atlanta, and the incident was confirmed in its logbook. Given the comical and curious nature of the incident, it would be interesting to hear about the most unusual things that you've left on planes or at airports over the years. I've personally not got much to offer on this topic. I'm quite vigilant with my belongings, so the best I can come up with is a jumper left on my seat on a British Airways Airbus A320 upon arrival in Glasgow from London back in 2021. Luckily, I was still on the jet bridge when I realized it, and was able to return to the jet and retrieve it from the cabin crew. What about you? Have you left anything out of the ordinary on an aircraft or in an airport? Let us know your thoughts and experiences in the comments!

A little over two weeks ago, I asked you guys 'How would you fix American Airlines', and in it, I outlined that my first order of business would be to order seatback screens for the 737 MAX 10 and future A321neos, while also installing a more premium layout on these planes. You can imagine my surprise a week later when American announced that they'll be doing just that. Hallelujah, I called that one! American aims to have all mainline aircraft equipped with screens by the early 2030s. The Airbus A319s and A320s will be retired by then, which means that the airline will be retrofitting the A321s, A321neos, and 737s. I'm quite curious about the 737s, because these aircraft feature 172 total seats, six more than United's 737 MAX 8s/737-800s, and 12 more than Delta's 737-800s. American promised more Main Cabin Extra seating, but it won't be able to achieve this on the 737s by just repitching the economy cabin. If the airline wants to add more MCE seating to the 737s, then it'll have to cu

Simple Flying has just looked at how Singapore Airlines has removed the Airbus A380 from 11 routes, another reminder that the upper end of its long-haul fleet is gradually changing. Meanwhile, Reuters reported in June that SIA is discussing an order for at least 50 large widebodies, potentially with dozens more options. The competition reportedly comes down to additional Boeing 777Xs or the Airbus A350-1000. That creates a fascinating choice. Singapore Airlines already has 31 777-9s on firm order, but the repeatedly delayed aircraft has still not entered passenger service. Conversely, SIA already operates a huge fleet of A350-900s, so the larger A350-1000 would introduce a new variant without introducing an entirely unfamiliar aircraft family. Ordering it could also reduce SIA's reliance on the 777X for its future highest-capacity long-haul flying. So what should Singapore Airlines do? Double down on the 777-9, or hedge its bet by ordering the A350-1000 as well?

Simple Flying reported just last week that American Airlines expects 48 new aircraft deliveries in 2026, part of a huge backlog that includes the Airbus A321neo and A321XLR, Boeing 737 MAX and 787-9. But one of the biggest decisions about American's future fleet has still not been made. CEO Robert Isom confirmed in June that the airline has an RFP in the market and is actively talking to both Airbus and Boeing about its next widebody order, with its 777s expected to begin retiring in the 2030s. Sticking with the 787 would seem the obvious answer. American already operates the 787-8 and -9, has another 19 widebodies on firm order and has options for a further 28. But asking Airbus to compete opens the intriguing possibility of the A350 finally joining American's fleet, giving the carrier an alternative to Boeing as it replaces dozens of 777s. That diversification has advantages, but so does the simplicity of staying exclusively with Boeing for long-haul flying. So what would you do: k

Simple Flying recently rolled back the years and looked at Qantas's decision to order the Airbus A330, A380, and Boeing 747-400ER rather than the 777, despite being involved in the Triple-Seven's consultation process. Former Qantas CEO Alan Joyce said long ago that this is a decision that he wished he could go back in time and change, but, with passenger production of the 777 having now shifted to the 777X, should Qantas order this next-generation version instead? I think the 777X would be a good fit for Qantas. While its future ultra-long-haul operations will be looked after by the A350-1000ULR, and it does have orders for the standard A350-1000 and 787-10, the 777X is the closest match capacity-wise to its Airbus A380s, and those certainly aren't getting any younger. What do you think? Should Qantas order the 777X? Have you ever flown with the Australian flag carrier? Let us know your thoughts and experiences in the comments!

This short-to-medium-haul aircraft is the smallest and least produced of the Next Generation 737 family. The first flight took place on January 22, 1998, and the plane itself has a capacity for up to 132 passengers. This aircraft was built to succeed the older 737-500 in the Boeing classic series, and a total of 69 units were ever built before the program ended in 2006. With a range of up to 3,235 nautical miles (5,650 km), the aircraft had a cruise speed of Mach 0.82 (850 kmph). Major operators included Scandinavian Airlines and WestJet. Who is your favorite operator of the 737-600 (past and present)? I've listed my top five below: - Air Algérie (present) - Janet Airlines (present) - Scandinavian Airlines (past) - WestJet (past) - Tunisair (past)

This year has been a big one for Alaska Airlines, as it looks to grow its intercontinental network following its merger with Hawaiian Airlines. The Boeing 787 is at the heart of this expansion, with Seattle-Tacoma International Airport (SEA) being the geographical focal point. The carrier currently flies its 787s from Seattle to London (LHR), Rome (FCO), and Seoul (ICN), as well as domestically to Honolulu. However, recent reports suggest that its cabin crew feel like they can't deliver good service levels due to understaffing. Specifically, flight attendants have filed a formal grievance against the airline due to it increasing the onboard offering in economy class on the 787 without providing the extra crew needed to deliver it. With this in mind, do you think that Alaska Airlines has fallen into the trap of trying to do too much too soon with its new Boeing 787 flights? Have you ever traveled on one, and, if so, did the understaffing issue stand out? Let us know your thoughts and e

Everyone who grew up loving aviation has one: the aircraft that first got you hooked, whether it was a family holiday flight, an air show flypast, or a poster on a bedroom wall. For some it's the Concorde, for others the unmistakable hump of a 747, or a scrappy regional turboprop that happened to fly out of a local airport. That first favorite rarely survives adulthood unchanged; understanding fuel efficiency, cabin comfort, or a type's specific history and quirks often shifts the answer entirely once you know more about the industry. What was your favorite aircraft when you were young, and is it still your favorite now? If it changed, what changed it, a specific flight, a piece of aviation history you learned, or just growing up and seeing the industry differently? Pull up the Simple Flying Flight Tracker and see if you can spot yours in the air right now. Mine's the Boeing 737, as a kid and now as an adult. I've been on more of them than I can count, and it's never lost its appeal

This is a follow-up to my prior Thread about 'fixing' American Airlines and an article I wrote about American's upcoming widebody order. The gist of my Thread is that American Airlines is having fnancial difficulties for a wide variety of reasons, and in my Thread I argued that it should focus first on improving its onboard narrowbody product. This is because domestic represents the majority of American's business, and I think this is probably the company's biggest weak point. However, I think most of us can agree that a lack of widebody capacity is also a major problem for the company. American has issued an RFP to Boeing and Airbus for new widebody aircraft. I argued that I have a difficult time seeing this order as consisting of anything but 787-9s and 787-10s, because American already has the 787, the 777-200ERs that these new planes may replace primarily operate transatlantic routes, and I don't know how hard Airbus is willing to fight for the order given its massive backlogs. Ab

The Lufthansa Group has an order for several Boeing 737 MAX 8 aircraft, having put its name down for 40 (plus 60 options) back in December of 2023. However, it has not yet decided which of the group's airlines the aircraft will be given to. Which Lufthansa Group airline do you believe these aircraft should be used for? Are there any that would be especially bad fits? Share your thoughts in the comments! This is user-generated content. The views and opinions expressed here are not necessarily those of Simple Flying.

Today, pretty much every mainline flight is operated by an Airbus A319/A320/A321, A330, A350, Boeing 737, 777, or 787. It therefore makes it a very special occasion when you're at the gate and you do see a rare aircraft type at the gate. Sometimes it's the type itself that's special, like a 747, while other times it may be a specific variant of a popular type, like an A318. For me, two planes in my travel history stick out, one of which was an American Airlines Boeing 767-200ER from JFK to Miami in late 2010 I flew on as a child. I unfortunately have lost the exact date or registration, but it was a shock when I found out years later, given how rare they were even back then. The other was more recent: in June 2024, I traveled on N210UA, a United Airlines Boeing 777-200 from SFO to Newark. Have you flown on any types that were rare during the period that you flew it on? A 767-200ER was certainly unremarkable in the late 1980s or 1990s, but they were already on their way out by 2010. L

At the time of writing, a US Air Force Boeing C-40C, registration 05-4613, is over the North Sea on a transatlantic flight originating from Joint Base Andrews (ADW) near Washington, DC. Captured on the Simple Flying Flight Tracker, the aircraft is operating without a published destination, standard procedure for sensitive government flights. The C-40C is a military variant of the Boeing 737-700 Boeing Business Jet (BBJ), operated primarily by the 89th Airlift Wing under Air Mobility Command. Configured as an airborne office and secure communications center, the aircraft transports high-level US leadership, including Cabinet secretaries, congressional delegations, and senior defense officials. Given its vector toward Northern Germany and Denmark, potential destinations include US military bases like Ramstein Air Base, diplomatic facilities in Berlin or Copenhagen, or regional defense hubs across Northern Europe. The aircraft has currently been in the air for over seven hours.  Update

Most passengers probably take a second to look at an aircraft with a special livery and then move on with their day, but as enthusiasts, I think we get extra excited not only to see an aircraft with a special livery, but to fly on one. For me, this wouldn't happen until 2021, when I flew on YL-AAU, an airBaltic A220 with a '100th A220' sticker. Happily, I've since experienced a few more special liveries: N14106: United Airlines 'Her Art Here California' Boeing 757-200 (since repainted) SP-LIO: LOT Polish Airlines 'Star Alliance' Embraer E175 RP-C3510: Philippine Airlines '85th Anniversary' sticker Airbus A350-1000 A7-BEG: Qatar Airways 'Formula One' Boeing 777-300ER Have you ever flown on an airliner with a special livery, and if so, what was it?

Also known as the "Worldliner", the Boeing 777-200LR is one of the longest-range commercial airliners. The plane has been operating for more than two decades and can travel up to 8,555 nautical miles (15,843 km) non-stop.  Compared to the original -200 variant, the LR has added raked wingtips, additional auxiliary fuel tanks, and reinforced landing gear. It has the capacity for up to 441 passengers in a single-class configuration; however, generally in a mixed-class layout can seat up to 301 passengers.  Who is your favorite operator of the Boeing 777-200LR? My top five are below: - Emirates (largest operator) - Qatar Airways - Ethiopian Airlines - Air Canada - Turkmenistan Airlines  

I recently took some time off to go traveling, which meant that my family got the pleasure of me identifying and commenting on every aircraft that we saw for a month. They were, of course, delighted to have in-depth discussions on a range of aviation topics, such as Delta's continued use of the 767-400ER for our ATL-LHR flight. I could tell from the way that they fled to the baggage claim that they were regretful that the flight had only been eight hours.  At some point, my eldest child — the one that recently bought me a T-shirt with the slogan "WARNING: Will spontaneously talk about airplanes" — encouraged me with the question: "What do you remember about your very first flight?" Talking over the cheers (or were they groans?) of the other children, I rolled out the detailed narrative of being a little boy, and going on my very first plane, from Cape Town (CPT) to East London (ELS). My memories of that day are crystal clear, nearly half a century later. Walking out across the hot ta

Alaska has selected older 737-800s as the replacement for Hawaiian Airlines' 717 inter-island fleet beginning in 2028. With this, there will now be 737s in the Hawaiian livery, likely a 737 pilot base in Honolulu, and 737 parts based in Honolulu as well. Once the 737 is firmly established in Honolulu, the carrier's A321neos become redundant because the carrier can more easily allocate 737 MAXs to take over the flying. The A321neo is an excellent aircraft, but Hawaiian only operates 18 examples, compared to the 254 737s flying under the Alaska brand. Leadership has said that they like the plane, but the economics only work if they can grow the size of the fleet; the challenge is then getting more A321neos. New examples will be expensive and won't arrive until the 2030s, while leased units will also be pricey. Instead of paying a premium for the Airbus, why not just deploy the 737 MAX 8 on the A321neo's longest routes and the MAX 10 everywhere else? With delivery rates being what they

Boeing's 767-300F is a popular freighter and is distinguished by a 57-tonne payload, with a range of 3,300 nautical miles (6,111 km). The plane has a main deck capacity for up to 24 standard pallets, and a lower deck of up to 30 LD2 containers. It has an overall cargo volume of 15,469 cubic feet (438 m2).  These aircraft are still in production, with Boeing confirming that the 767-300F production line will remain open until at least 2027, when final orders are completed. FedEx operates more than 150 of the type, while UPS has more than 100. Who is your favorite operator of the Boeing 767 Freighter? I've listed my top three below: - Atlas Air - ANA Cargo - UPS Airlines

Philippine Airlines made waves during the recently concluded 2026 Farnborough International Airshow by signing a memorandum of understanding with Boeing to purchase at least 15 787-10 aircraft to primarily prop up its medium-haul fleet. Currently, the Airbus A330-300 fulfils that role, and PAL has had A330s since 1997. Some have said PAL should have gone for the Airbus A330neo, which it was said to have considered. Personally, I thought it would have been a good choice given that most PAL flight and cabin crew are certified to service A330s already. This makes it efficient in terms of training. Some have indicated geopolitics playing a role. Personally, I am not sure I buy that argument completely. For one, several legacy carriers exist whilst relying on a single manufacturer for all their aircraft needs. Take SAS, Finnair, Iberia, and TAP, all of which rely entirely on Airbus for their fleet needs. Perhaps the one thing that may have tilted the balance in Boeing's favour is PAL's pi

The Boeing 737-900 is a single-aisle twin-engine aircraft that has a stretched fuselage of the 737-800. It can seat up to 189 passengers in a single-class layout, and was first introduced in August 2020. The launch customer was Alaska Airlines, which ordered the aircraft in 1997 and took delivery in 2001.  The type had just 52 baseline units built and was replaced with the higher-capacity and extended-range 737-900ER. The successor added an extra pair of exit doors, which would permit up to 220 passengers, an increase of 31 seats in an all-economy-class layout. While Alaska Airlines retired the 737-900 in 2024, several operators still fly the type: - United Airlines - KLM Royal Dutch Airlines - Korean Air Who is, or was, your favorite 737-900 operator? Let us know in the comments below.