VC10er From United States of America, joined Feb 2007, 2423 posts, RR: 9 Posted (1 year 11 months 5 days 7 hours ago) and read 9988 times:
I can't find a thread on this. Aside from E+ (which I assume will be installed) will those new 787's due next year have F and C or just C and Y or a mixture? I also assume no new hard product for the new airplane...or could UA be planning a next gen designed seat to match the next gen aircraft?
Do we know if any 787 deliveries for other airlines will upgrade current hard product?
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FriendlySkies From United States of America, joined Aug 2004, 4003 posts, RR: 6 Reply 1, posted (1 year 11 months 5 days 7 hours ago) and read 9962 times:
I believe they were expected to be 2-class, but that was before it was announced F was staying. However given the routes they plan to launch it on I'd be shocked if they put an F cabin in the first rung of 787s. I also wouldn't expect any new seats as both carriers just invested quite a bit in new hard products. Expect the same seats/IFE as planned for the 764s/763s.
pdpsol From United States of America, joined Feb 2004, 998 posts, RR: 6 Reply 4, posted (1 year 11 months 5 days 6 hours ago) and read 9614 times:
I have been wondering about the configuration and the homogeneity of the PMCO and PMUA orders for the B787.
I assume Boeing with maintain CO's customer code, 24, for all future deliveries. Perhaps this something to do with CO assuming responsibility for the single operating certificate ["SOC"] that the new UA will start using by the end of 2011, before the first 787 is delivered.
Also, perhaps one can assume all of the 787 deliveries, including those associated with orders placed by PMUA, will be configured identically. Again, the PMCO BF seats in J may be the hard product selected. Of course, these are just assumptions, although they seem logical for the combined carrier.
washingtonian From , joined Dec 1969, posts, RR: Reply 6, posted (1 year 11 months 5 days 6 hours ago) and read 9580 times:
I bet they'll eventually have a split fleet of 787s, some 3-class and some 2-class. The 787-8s are supposed to eventually replace the 767s on a 1 to 1 basis. Since the 767 fleet will be split between 2-class and 3-class cabins, I think it's a fair bet that United will eventually want some 787s in 2-class and some in 3-class, especially if they want to put the 787s on some Asia routes.
It's funny how all the airlines tried to simplify their fleets over the past decade, but with the DL-NW and UA-CO mergers the fleets are not quite complex!
Drerx7 From United States of America, joined Jun 2000, 4906 posts, RR: 9 Reply 7, posted (1 year 11 months 5 days 6 hours ago) and read 9484 times:
Quoting VC10er (Reply 5): So it's 2 delivered to start? Wouldn't an oil route want F?
Me personally I don't believe IAH-LOS will downgauge from 777. Yes, IAH-LOS is an oil route but it is also very heavy VFR. Houston has like the 2nd or 3rd largest Nigerian population in the U.S. I have several Nigerian friends who's family plus luggage make the pilgrimage twice a year. They themselves have been longing for nonstop service. We'll see if Arik materializes on the route as well. Oil and VFR is why DL originates its ATL-LOS flight number in Houston as well.
IAH-AKL will probably stay 2 class. I am anxious to try this route out.
FriendlySkies From United States of America, joined Aug 2004, 4003 posts, RR: 6 Reply 9, posted (1 year 11 months 5 days 4 hours ago) and read 9033 times:
Quoting pdpsol (Reply 4): I assume Boeing with maintain CO's customer code, 24, for all future deliveries. Perhaps this something to do with CO assuming responsibility for the single operating certificate ["SOC"] that the new UA will start using by the end of 2011, before the first 787 is delivered.
This is off-topic, but I'm extremely curious about this. Does Boeing determine customer codes by operating certificate or just the airline name? Even though CO's certificate is being retained, the SOC will say United Airlines on it, so you could really make the argument either way...
That said, I agree that whatever code the 787s use will be consistent among all future deliveries.
scorpy From United States of America, joined Dec 2006, 398 posts, RR: 1 Reply 10, posted (1 year 11 months 5 days 3 hours ago) and read 8922 times:
Quoting FriendlySkies (Reply 9): ke the argument either way...That said, I agree that whatever code the 787s use will be consistent among all future deliveries.
Have we seen anything stated to that effect? One assumption could be that CO's order will be delivered as 787-x24s and UA's order delivered as 787-x22s, with all new orders delivered as x22s..
United1 From United States of America, joined Oct 2003, 5337 posts, RR: 8 Reply 11, posted (1 year 11 months 5 days 1 hour ago) and read 8590 times:
Quoting scorpy (Reply 10): Have we seen anything stated to that effect? One assumption could be that CO's order will be delivered as 787-x24s and UA's order delivered as 787-x22s, with all new orders delivered as x22s..
We haven't seen anything to that effect yet...I would assume that any orders that are delivered going forward will carry -X22/-X24 depending on whether or not it was part of a PMUA or PMCO order. We are not going to know for sure until UA orders new aircraft.
Quoting FriendlySkies (Reply 9): That said, I agree that whatever code the 787s use will be consistent among all future deliveries.
I would not assume that at all....Boeing rarely if ever changes customer codes on aircraft after they are ordered.
Quoting pdpsol (Reply 4): I assume Boeing with maintain CO's customer code, 24, for all future deliveries. Perhaps this something to do with CO assuming responsibility for the single operating certificate ["SOC"] that the new UA will start using by the end of 2011, before the first 787 is delivered.
Has nothing to do with SOC...I have no idea if it will be 22 or 24 going forward but the operating certificate has no bearing on it.
United1 From United States of America, joined Oct 2003, 5337 posts, RR: 8 Reply 12, posted (1 year 11 months 5 days 1 hour ago) and read 8563 times:
Quoting pdpsol (Reply 4): Also, perhaps one can assume all of the 787 deliveries, including those associated with orders placed by PMUA, will be configured identically. Again, the PMCO BF seats in J may be the hard product selected. Of course, these are just assumptions, although they seem logical for the combined carrier.
Forgot to add this into my previous post..
AFAIK the initial 788s will be delivered in a J/Y+/Y configuration with PMCOs J class seats up front and a new Y class seat (eX3) in the back (the same J/Y seats will be retrofitted to the 764s and domestic 763s.) I would bet that we will start to see a F class cabin starting with the 789s.
dlphoenix From United States of America, joined Aug 2007, 412 posts, RR: 0 Reply 14, posted (1 year 11 months 4 days 18 hours ago) and read 4889 times:
Quoting VC10er (Reply 13): What is all this I am reading about the new CO business seat with tiny foot rests and shorter compared to UA's back/front version? Is it that bad?
Don't know where you heard this.
CO's BF seat is long enough for a 6'4" (193 cm) person with a shoe size of 12. It is also significantly wider than the UA seat.
United1 From United States of America, joined Oct 2003, 5337 posts, RR: 8 Reply 15, posted (1 year 11 months 4 days 18 hours ago) and read 4794 times:
Quoting dlphoenix (Reply 14): It is also significantly wider than the UA seat.
Well that kind of depends...the model on the 757 is narrower then UAs seat but the model installed on the 777s are a little wider then the UA seat. They are both about the same length but I have heard the complaint about the foot well feeling tight on COs seat. Either way both are outstanding hard products...
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