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UA Crossfleeting At IAH...747coming?  
User currently onlinedrerx7 From United States of America, joined Jun 2000, 5189 posts, RR: 8
Posted (2 years 8 months 3 weeks 4 days 9 hours ago) and read 16070 times:

Merry CHRISTmas a.net -

Per the good fellows at houstonspotters.net:
"So I talked to my man at United operations this morning, and I asked,"Hey when is United gonna bring some 747s or 777s in here?" And he said that the 3rd quarter of next year 747s will be flying the Narita route outta either gate C14,C16 or D3..they already have begun to draw the gate outlines and will soon redo the service roads.."

I am anxious to see if this comes to fruition and what the breakdown of UA birds at IAH will be come this spring. Also I wonder if PMUA birds will begin to utilize the rest of the IAH terminal complex?


Third Coast born, means I'm Texas raised
76 replies: All unread, showing first 25:
 
User currently offlineavi8 From United States of America, joined Jun 2011, 659 posts, RR: 0
Reply 1, posted (2 years 8 months 3 weeks 4 days 6 hours ago) and read 15552 times:
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I would also ask which planes are coming to IAH to perform any type of route. By that I mean how many of each aircraft will be based there and if UA will choose to leave a large fleet of 737's there.


avi8
User currently offlinekiwiandrew From New Zealand, joined Jun 2005, 8565 posts, RR: 13
Reply 2, posted (2 years 8 months 3 weeks 4 days 5 hours ago) and read 15473 times:
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I guess if they put it onto IAH-NRT they won't actually need to base aircraft or crews in IAH, they can simply take one of the existing NRT 744 arrivals and instead of turning around back to it's original destination they can fly NRT-IAH-NRT with it. Obviously this might result in changes to the current operating time, but it may be the most efficient way to put the aircraft on the route.


Moderation in all things ... including moderation ;-)
User currently offlinewashingtonian From , joined Dec 1969, posts, RR:
Reply 3, posted (2 years 8 months 3 weeks 4 days 5 hours ago) and read 15459 times:

Wouldn't surprise me. NRT or HKG-EWR on the 747 would be at a competitive disadvantage; NRT-IAH seems like a good choice.

User currently offlinejustloveplanes From United States of America, joined Jul 2004, 1055 posts, RR: 1
Reply 4, posted (2 years 8 months 3 weeks 4 days 5 hours ago) and read 15368 times:

Quoting washingtonian (Reply 3):
Wouldn't surprise me. NRT or HKG-EWR on the 747 would be at a competitive disadvantage; NRT-IAH seems like a good choice

Curious as to why the 744 as a disadvantage... Fuel Burn or something else? 77E is better?


User currently offlinewashingtonian From , joined Dec 1969, posts, RR:
Reply 5, posted (2 years 8 months 3 weeks 4 days 5 hours ago) and read 15354 times:

Quoting justloveplanes (Reply 4):
Curious as to why the 744 as a disadvantage... Fuel Burn or something else? 77E is better?

I meant in terms of the product being offered. While the premium product is competitive with other carriers, the back cabin in the 747 is very dated. It probably wouldn't be a big deal on NRT-IAH, but I doubt United can compete well against JAL, ANA, American, and Delta on NRT-NYC with the dated product. They also will probably want some consistency going forward such as all longhaul flights out of Newark having AVOD or something like that.


User currently offlineLAXdude1023 From India, joined Sep 2006, 7599 posts, RR: 24
Reply 6, posted (2 years 8 months 3 weeks 4 days 5 hours ago) and read 15330 times:

I dont know. CO's 777's are much nicer than UA's 744's. I would want to keep the 777 on IAH-NRT if I were a Houston based flyer.


Stewed...Lewd...Crude...Irreverent...Belligerent
User currently onlinedrerx7 From United States of America, joined Jun 2000, 5189 posts, RR: 8
Reply 7, posted (2 years 8 months 3 weeks 4 days 4 hours ago) and read 14966 times:

Quoting LAXdude1023 (Reply 6):
I dont know. CO's 777's are much nicer than UA's 744's. I would want to keep the 777 on IAH-NRT if I were a Houston based flyer.

True...but its all about that 3 class.



Third Coast born, means I'm Texas raised
User currently offlinesac From United States of America, joined Feb 2006, 98 posts, RR: 2
Reply 8, posted (2 years 8 months 3 weeks 4 days 3 hours ago) and read 14022 times:

Just because an aircraft has three classes on it does not mean it will make money on a certain route. How many first class seat are filled by full fare paying customers versus upgrades?

User currently offlineTOMMY767 From United States of America, joined Aug 2003, 6584 posts, RR: 8
Reply 9, posted (2 years 8 months 3 weeks 4 days 1 hour ago) and read 12916 times:

I don't think Jeff really cares if the UA 744 is a downgrade from the CO 777 from a coach perspective. If the economics permit, expect them to start up the route. IAH-NRT on the 747 is a great call.


"Folks that's the news and I'm outta here!" -- Dennis Miller
User currently onlinedrerx7 From United States of America, joined Jun 2000, 5189 posts, RR: 8
Reply 10, posted (2 years 8 months 3 weeks 4 days ago) and read 12817 times:

Quoting sac (Reply 8):
Just because an aircraft has three classes on it does not mean it will make money on a certain route. How many first class seat are filled by full fare paying customers versus upgrades?

Out of IAH...90% of them most likely.



Third Coast born, means I'm Texas raised
User currently offlineTdan From United States of America, joined Nov 2011, 432 posts, RR: 3
Reply 11, posted (2 years 8 months 3 weeks 3 days 23 hours ago) and read 12379 times:

Quoting drerx7 (Reply 10):

Not at all. Business class is only about 50% paid, depending on the LOPA for most longhaul routes (even out of IAH) and first is much much lower. First is mainly filled with upgrades and fares discounted to near business class levels



We will ride this thunderbird, silver shadows on the earth, a thousand leagues away our land of birth... -Captain Bruce
User currently offlineAA737-823 From United States of America, joined Mar 2000, 5809 posts, RR: 11
Reply 12, posted (2 years 8 months 3 weeks 3 days 23 hours ago) and read 12071 times:

Quoting Tdan (Reply 11):
Not at all. Business class is only about 50% paid, depending on the LOPA for most longhaul routes (even out of IAH) and first is much much lower. First is mainly filled with upgrades and fares discounted to near business class levels

You have access to that proprietary info? Because, on this particular route, my suspicion is that your numbers are way off.
On many routes, sure. But not this one, if you ask me.


User currently offlineSonomaFlyer From United States of America, joined Apr 2010, 1789 posts, RR: 0
Reply 13, posted (2 years 8 months 3 weeks 3 days 22 hours ago) and read 11881 times:
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IAH with its energy sector is a potential cash cow to business markets with connections to the energy sector. I'd agree that the coach product in the 744 is poor but the biz and first product is great and is the reason why the 744 would rotate to that route.

User currently offlineaznmadsci From United States of America, joined Dec 2007, 3666 posts, RR: 5
Reply 14, posted (2 years 8 months 3 weeks 3 days 21 hours ago) and read 11370 times:

Quoting drerx7 (Thread starter):
either gate C14,C16 or D3

I don't see D3 functioning as a widebody gate. C14 and C16 makes sense because PMUA is based on that end of the terminal.

Quoting drerx7 (Thread starter):
I am anxious to see if this comes to fruition and what the breakdown of UA birds at IAH will be come this spring. Also I wonder if PMUA birds will begin to utilize the rest of the IAH terminal complex?

I think it will mainly be the widebodies going through IAH based out of C and D. I would give the airbuses a couple of years till they shuffling them in larger numbers through IAH.

Quoting SonomaFlyer (Reply 13):
IAH with its energy sector is a potential cash cow to business markets with connections to the energy sector. I'd agree that the coach product in the 744 is poor but the biz and first product is great and is the reason why the 744 would rotate to that route.

Other than NRT, LHR, GIG, and probably FRA what other cities could see the 744 from IAH?



The journey of life is not based on the accomplishments, but the experience.
User currently offlineCALPSAFltSkeds From United States of America, joined Dec 2006, 2631 posts, RR: 9
Reply 15, posted (2 years 8 months 3 weeks 3 days 21 hours ago) and read 11146 times:

IMHO the nuts and bolts of IAH-NRT going 744 depends on a combination of total passenger loads, aircraft maintenance and whether the 744 would fly any other IAH routes.
The IAH-NRT sked is locked into the aircraft not being able to turn at IAH, meaning either IAH becomes a 744 maintenance point (21 hour layover) or the addition of service IAH to South America (which would take three aircraft). If UA feels it desirable to reduce the utilization of the 744 fleet, a South American route could increase utilization on the 764 or 772 fleet.
It is also not possible to operate LHR-IAH or FRA-IAH in front of the IAH-NRT flight. I don't think UA will start operating 744 equipment between hub to hub stations like SFO-IAH or ORD-IAH to make the turns work on IAH-NRT, especially since it would take aircraft time away from SFO or ORD.

[Edited 2011-12-25 20:02:37]

User currently onlinedrerx7 From United States of America, joined Jun 2000, 5189 posts, RR: 8
Reply 16, posted (2 years 8 months 3 weeks 3 days 21 hours ago) and read 11103 times:

Quoting aznmadsci (Reply 14):
Other than NRT, LHR, GIG, and probably FRA what other cities could see the 744 from IAH?

Unless another Asian route is started from IAH...that's pretty much it. Of course I could see positioning flights.

Quoting CALPSAFltSkeds (Reply 15):
or the addition of service IAH to South America (which would take three aircraft).

Very possibly to GIG.

Quoting CALPSAFltSkeds (Reply 15):
I don't think UA will start operating 744 equipment between hub to hub stations like SFO-IAH or ORD-IAH to make the turns work on IAH-NRT, especially since it would take aircraft time away from SFO or ORD.

Why not. We would have to see what/if any routes from EWR would see the 744...I could very well see the 744 rotate between hubs. Also, what about it turning at NRT vs IAH as another poster mentioned? I don't see any of the points you mentioned (all valid points) being a roadblock.



Third Coast born, means I'm Texas raised
User currently offlineUAL747DEN From United States of America, joined Dec 2003, 2392 posts, RR: 11
Reply 17, posted (2 years 8 months 3 weeks 3 days 19 hours ago) and read 10518 times:

Quoting Tdan (Reply 11):
Not at all. Business class is only about 50% paid, depending on the LOPA for most longhaul routes (even out of IAH) and first is much much lower. First is mainly filled with upgrades and fares discounted to near business class levels

You are completely wrong. United does very well selling First and it is not sold anywhere near business class prices on a major longhaul route like that. I would like to know where exactly you came up with this information?

Quoting AA737-823 (Reply 12):
You have access to that proprietary info? Because, on this particular route, my suspicion is that your numbers are way off.
On many routes, sure. But not this one, if you ask me.

I do have that access and he couldn't be more wrong!



/// UNITED AIRLINES
User currently offlineCALPSAFltSkeds From United States of America, joined Dec 2006, 2631 posts, RR: 9
Reply 18, posted (2 years 8 months 3 weeks 3 days 18 hours ago) and read 10276 times:

Quoting drerx7 (Reply 16):
Why not. We would have to see what/if any routes from EWR would see the 744...I could very well see the 744 rotate between hubs. Also, what about it turning at NRT vs IAH as another poster mentioned? I don't see any of the points you mentioned (all valid points) being a roadblock.

To maintain connections, NRT -IAH leaves at 1700, 20 mins after the first flight east (IAD). The IAD flight has 1:45 connections from BKK, SIN and 2:15 from ICN. If the IAH flight left at 1640 and had a two hour turn at IAH, it would arrive back into NRT 4:35 later than today (2020), which would blow the BKK, ICN, TPE connections and delay probably the SIN flight about 3.5 hours, ruining connections from the rest of the US-SIN.
Taking a TATL arrival at EWR and moving it to IAH to make up a 1045 NRT flight is impossible. However if one EWR-TLV went 744, the early morning EWR arrival could operate a 0600 EWR-IAH to turn to a slightly delayed IAH-NRT. The NRT-IAH flight could shuttle up to EWR in time for the 2251 EWR-TLV flight. I don't know if CO uses TLV as a maint base, but the aircraft would get about 7 hours on the ground in TLV every three days. Otherwise the aircraft would be swapped out at NRT to get a breather. But, tying TLV and IAH-NRT together would short EWR and aircraft from 4am to 11pm, causing other problems.
While shuttling aircraft between hubs may provide seats, it takes up valuable aircraft time.


User currently offlinekiwiandrew From New Zealand, joined Jun 2005, 8565 posts, RR: 13
Reply 19, posted (2 years 8 months 3 weeks 3 days 18 hours ago) and read 10124 times:
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Quoting CALPSAFltSkeds (Reply 18):
To maintain connections, NRT -IAH leaves at 1700, 20 mins after the first flight east (IAD). The IAD flight has 1:45 connections from BKK, SIN and 2:15 from ICN. If the IAH flight left at 1640 and had a two hour turn at IAH, it would arrive back into NRT 4:35 later than today (2020), which would blow the BKK, ICN, TPE connections and delay probably the SIN flight about 3.5 hours, ruining connections from the rest of the US-SIN.
Taking a TATL arrival at EWR and moving it to IAH to make up a 1045 NRT flight is impossible. However if one EWR-TLV went 744, the early morning EWR arrival could operate a 0600 EWR-IAH to turn to a slightly delayed IAH-NRT. The NRT-IAH flight could shuttle up to EWR in time for the 2251 EWR-TLV flight. I don't know if CO uses TLV as a maint base, but the aircraft would get about 7 hours on the ground in TLV every three days. Otherwise the aircraft would be swapped out at NRT to get a breather. But, tying TLV and IAH-NRT together would short EWR and aircraft from 4am to 11pm, causing other problems.

Wow, thanks for that very comprehensive post.   

I always figured that scheduling aircraft must be a complex business as in my mind it is effectively a 4 dimensional jigsaw puzzle, but you have confirmed it beyond any doubt.



Moderation in all things ... including moderation ;-)
User currently onlinedrerx7 From United States of America, joined Jun 2000, 5189 posts, RR: 8
Reply 20, posted (2 years 8 months 3 weeks 3 days 11 hours ago) and read 8604 times:

Quoting CALPSAFltSkeds (Reply 18):

Quoting drerx7 (Reply 16):
Why not. We would have to see what/if any routes from EWR would see the 744...I could very well see the 744 rotate between hubs. Also, what about it turning at NRT vs IAH as another poster mentioned? I don't see any of the points you mentioned (all valid points) being a roadblock.

To maintain connections, NRT -IAH leaves at 1700, 20 mins after the first flight east (IAD). The IAD flight has 1:45 connections from BKK, SIN and 2:15 from ICN. If the IAH flight left at 1640 and had a two hour turn at IAH, it would arrive back into NRT 4:35 later than today (2020), which would blow the BKK, ICN, TPE connections and delay probably the SIN flight about 3.5 hours, ruining connections from the rest of the US-SIN.
Taking a TATL arrival at EWR and moving it to IAH to make up a 1045 NRT flight is impossible. However if one EWR-TLV went 744, the early morning EWR arrival could operate a 0600 EWR-IAH to turn to a slightly delayed IAH-NRT. The NRT-IAH flight could shuttle up to EWR in time for the 2251 EWR-TLV flight. I don't know if CO uses TLV as a maint base, but the aircraft would get about 7 hours on the ground in TLV every three days. Otherwise the aircraft would be swapped out at NRT to get a breather. But, tying TLV and IAH-NRT together would short EWR and aircraft from 4am to 11pm, causing other problems.
While shuttling aircraft between hubs may provide seats, it takes up valuable aircraft time.

Thanks for that analysis! How would GIG going 744 or a turn from SFO be factored in? It would seem that adding 744 mx in IAH would solve that issue? If the source of the rumor is correct, then there could be something in the works seeing as they anticipate the start in 3Q12.



Third Coast born, means I'm Texas raised
User currently onlinedrerx7 From United States of America, joined Jun 2000, 5189 posts, RR: 8
Reply 21, posted (2 years 8 months 3 weeks 3 days 10 hours ago) and read 8353 times:

Quoting aznmadsci (Reply 14):
I don't see D3 functioning as a widebody gate. C14 and C16 makes sense because PMUA is based on that end of the terminal.

Sidenote - IAH is making D2 a widebody gate in lieu of the A380 taking up D11 and D12.



Third Coast born, means I'm Texas raised
User currently offlineLAXdude1023 From India, joined Sep 2006, 7599 posts, RR: 24
Reply 22, posted (2 years 8 months 3 weeks 3 days 10 hours ago) and read 8329 times:

Quoting drerx7 (Reply 20):
Thanks for that analysis! How would GIG going 744 or a turn from SFO be factored in? It would seem that adding 744 mx in IAH would solve that issue? If the source of the rumor is correct, then there could be something in the works seeing as they anticipate the start in 3Q12.

I think a 744 is going to be overkill on IAH-GIG. A 3 class 777 would be a much better fit.



Stewed...Lewd...Crude...Irreverent...Belligerent
User currently offlineUnited_fan From United States of America, joined Nov 2000, 7494 posts, RR: 7
Reply 23, posted (2 years 8 months 3 weeks 3 days 10 hours ago) and read 8293 times:

On another side note on cross-fleeting;Any idea when they will begin flying PMCO 737's out of ORD to ROC? We get get PMUA A319/20's ,now. Thanks.


'Empathy was yesterday...Today, you're wasting my Mother-F'ing time' - Heat.
User currently onlinedrerx7 From United States of America, joined Jun 2000, 5189 posts, RR: 8
Reply 24, posted (2 years 8 months 3 weeks 3 days 10 hours ago) and read 8178 times:

Quoting United_fan (Reply 23):

On another side note on cross-fleeting;Any idea when they will begin flying PMCO 737's out of ORD to ROC? We get get PMUA A319/20's ,now. Thanks.

I don't know the ins and outs of the PMUA route economics up north...but I would think that would be a while. I would guess that United going forward would utilize the 737s on medium and long range runs out of ORD and DEN before sending them to the smaller stations.



Third Coast born, means I'm Texas raised
25 Post contains images Tdan : No I don't, but I have seen this kind of data before for another airline and there is no longhaul route that I have ever seen that has averaged a 90%
26 drerx7 : You demonstrate good knowledge of the industry...but not quite as much about Houston's economy. With the 2nd highest number of foreign consulates and
27 CALPSAFltSkeds : NRT-IAH-NRT would work with current timings, but the return LHR-IAH-NRT can't work as the inbound at IAH arrives at 1345 and the NRT departs at 1045.
28 LAXdude1023 : Thats a pretty sweeping generalization and not entirely accurate. True there are a lot of destinations (mostly the oil ones) where that is very much
29 drerx7 : True...I forgot which forum I was on. You do have to be spot on with the semantics. To qualify, UA would not have a problem making a profit on a 3 cl
30 Coronado : could they get maintenance done at GIG?, as far as I know no airline has been successful in the USA - Brazil market unless they suck it up and let the
31 CALPSAFltSkeds : I was assuming it would be the standard 2100 departures in each direction. I don't know if maintenance checks are done in GIG, but there is 11 hours
32 Post contains images Tdan : Oh, don't get me wrong, Houston is a fantastic generator of front cabin international traffic! All I am saying is that 90% paid front cabin load fact
33 kgaiflyer : As an analogy, when AC moved some of its Narita flights from Vancouver -- 426 sm inland to Calgary, Alberta -- people snickered . . . until full plan
34 Rising : Are ex-Continental crews flying old-United metal and vice-versa?
35 Post contains images nycdave : Agreed. A lot of people not in the area or business have no idea just how much traffic that industry generates -- and how readily they pay for premiu
36 Flighty : I thought UA 744 was refurbished nose to tail. Why is CO considered so much better? In any case, the two airlines should have the exact same standard,
37 Cubsrule : UA - or any other carrier - probably isn't wise to develop business on the assumption that energy (or any other industry) will never get wise about c
38 kiwiandrew : Nose, yes ( ie F and J) tail, no .. as far as I am aware economy is still without PTVs.
39 usairways85 : Is the ground equipment for the 772 compatable with the 744? Correct, F and J have been refurbed but Y has not. So outside of E+, the 744's aren't ex
40 Max Q : No, not at all, a contract has not been reached allowing this.
41 CO777DAL : If this happens, I know some CO pilots that are not going to be happy. There are only so many 777 routes out of IAH. If they lose NRT and not add anot
42 TOMMY767 : I think IAH getting the 747 is less likely than EWR getting it. EWR-TLV would be a ballin' route for the 744. A very likely prediction if you ask me.
43 Post contains images kgaiflyer : I flew two UA legs on Sunday (a 320 and a 757). One thing for sure -- I've never seen UA planes so squeaky clean.
44 nycdave : Aren't the first two 787 routes planned out of IAH? To AKL and LOS?
45 CALPSAFltSkeds : If TLV-EWR one the late night flight each way went 744, it could hook up quite nicely with the EWR-NRT schedule. The 2 aircraft would have 11 hours e
46 rdh3e : It depends on your definition of "Anywhere near" but currently on ORD-NRT a biz ticket for RT JAN13-JAN20 is $10,165, and a First ticket is $13,471.
47 FlyCaledonian : Why? UA could quite easily utilise any PMCO 772 on a W flight ex-IAH (as PMCO is doing with 752s ex-IAD and PMUA is doing with 763s ex-EWR). It has b
48 slider : Departures can be out of C14 or 16, but not arrivals for FIS purposes. Certainly some of the E gates are being striped for 747 ops and taking into ac
49 Tdan : I see your point, but you can't just look at published fares for the premium cabins. Most corporate contracts are made with a percentage discount off
50 LAXdude1023 : Maybe step one would be to put a 3 class 777 on it and go up from there.
51 TOMMY767 : Sounds like a good plan to me. I wonder if LAX-SYD would get a 787 in time? Rumor has it that LAX will see the 787 upon delivery.
52 klwright69 : I can't see the 744 going to TLV right now... Don't forget there is another flight. A PMUA 744 and a PMCO777 on the same route seems like a less than
53 rdh3e : I think they're saying as a replacement for the CO777...
54 Max Q : First of all, why would management replace CO 777 Pilots with UA Pilots to fly the same equipment ? makes no sense. Secondly, you don't understand, c
55 CO777DAL : I'm not saying replace one set of 777 pilots with another. I'm talking about replacing CO 777 pilots with UA 747 pilots because of equimpent change.
56 CALPSAFltSkeds : It looks to me that a 744 could fit on E5, E7, E18 & E20. The 744 can pull forward on those gates and the wing difference is only 14 feet. This m
57 nycdave : I would have imagined getting 744s into EWR would be a higher priority than IAH, if only because capacity is so limited at EWR... no real way to expan
58 CALPSAFltSkeds : I'm sure this will be taken into consideration. Just like CO pilots, UA pilots would be moved around if IAH gets 744s. If something like this happens
59 Cubsrule : At DL (and particularly at PMNW), that type of trip tended to be pretty popular - a pilot can fly two of those and just about be done for the month.
60 DualQual : That's because DL actually has work rules.
61 Post contains images laca773 : . Is there really that much demand for P (F) in this market since CO has flown in with BizFirst and Y for so many years as is? What's the load factor
62 kfitz : The reality is the 744 is operated on some the new airline's flagship intl. routes. The lack of PTVs doesn't hurt demand to the sometimes alarmist nat
63 drerx7 : Yes there is that much demand. There was no alternative at CO prior to the merger. Like kfitz said - the wifi and laptop/apple solutions are becoming
64 LAXdude1023 : IAH-NRT is a 51 PDEW a day market. How much of that is F/J?
65 United1 : Indeed..... although the I thought I read on here that the WiFi will be anything but simple. I thought they were going to offer streaming video along
66 drerx7 : Well, there are 12 first class and 52 Business Class seats in the 744. I don't know specifically how much per day is F/J; but I have no doubt connect
67 justloveplanes : I wonder if this will be an issue, IAH from early merger talks is slated to grow? Unless that is just narrow bodies....
68 Tdan : LAX-SYD is likely doing fine for all parties involved. The US-Australia market has grown and the strength of the AUD has helped to fill the huge capa
69 aznmadsci : Sidenote - I still think it would make more sense to make D4/D4A and D5 the A380 gate. Interesting to see HAS make D2 into a widebody gate esp for po
70 drerx7 : Well, D2 is closest to the C north concourse and other UA flights. At the same time they will need the added gate to recapitulate space lost with the
71 Post contains images iahcsr : Hmm.... Gates D1/2/3 used to be C1/2/3 before Term. D was built. the lobby space is VERY limited. Put a full A380 there and it's going to be SRO for
72 CO777DAL : I have flown in coach of all things a few times to HKG on CO 777s and once on a UA 747 just to try it. Never will I fly a UA 747 in coach ever again
73 Post contains images laca773 : Thank you, LAXdude1023. That's what I thought. !!! Thanks, CO777DAL!!! I'm glad there are a few of us out there who are willing to say how horrible U
74 drerx7 : Remember that is not including the amount of transfer pax at NRT and IAH - that's only O/D.
75 laca773 : Thanks, drex7. I had already thought about that.
76 AADC10 : That might work out for UA on IAH-NRT. The proportion of front cabin seats on the new configuration 747 is lower than the PMUA 772 and there is less
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