ILUV767 From United States of America, joined May 2000, 3141 posts, RR: 7
Reply 4, posted (13 years 1 month 4 days 5 hours ago) and read 1112 times:
Yes, United is the largest 777 operator in the world. Since december, United has recieved ships 2824, 2825, 2826, 2827, 2828 and 2829. Ship 2825 is the only one that has yet to go into service. Right now, she is in her final test flight stages up at PAE. As soon as the engineering pilots accept the plane, there will be one 777 left to be delivered. That will be 2830 which wont join the fleet until 2004.
Rydawg82 From United States of America, joined Sep 2001, 870 posts, RR: 7
Reply 5, posted (13 years 1 month 4 days 1 hour ago) and read 1049 times:
OK, one last question about UA's 777s....
I get that United has 2-class 777s and the 3-class 777s. I understand that N210UA-N215UA (2510-2515) are the 2-class birds used from mainland to Hawaii. These are 777-222 with the PW4077s.
I was always told the remaining fleet of 777s were 777-222 (ER) with PW4090s in 3-class config with PVTs. Looking at Bill Harms' site, I notice this is true with the exception of N766UA-N781UA (2366-2381) which are 777-222 with PW4077s. Having flown many times on N770UA I can confirm this is a 3-class bird with PVTs. What is the story behind these 16 birds, why "A Market"? Are all 16 3-class with PVTs?
Any information about this would be greatly apreciated....And yes I have read all previous posts regarding United's 777s and do not feel conviendent this has been answered before...Thank you in advance! Ryan
You can take the pup out of Alaska, but you can't take the Alaska out of the pup.
FLY777UAL From United States of America, joined May 1999, 4512 posts, RR: 3
Reply 6, posted (13 years 1 month 4 days 1 hour ago) and read 1042 times:
All aircraft are certified to a certain MTOW when they are delivered. Generally, the difference in the MTOW is only on paper, therefore allowing customers to customize the 'limits' of their aircraft to suit their own needs. Any increase in MTOW by an operator requires a significant payment to be made to the manufacturer as originally, the aircraft was delivered at a lower designated MTOW, and therefore was cheaper to buy.
The reason that there are "A Market" 777's in United's fleet is because these first aircraft were designated to serve the shorter trans-Atlantic and domestic flights, most under 7 1/2-8 hours in duration, therefore negating the purpose of having the additional fuel tanks and beefed up structure which is present on the -ER model. With the additional structure and fuel tanks on the -ER, the MTOW was subsequently increased, which would have been a great additional cost for United, who didn't even need the -ER features for those routes! (also why the non-ER aircraft have de-rated engines--has to do with MTOW).
All 16 of the "A Market" 777's do have PTV's, as they were the aircraft originally delivered with the GEC Marconi systems installed.
A little more about the 777's for you to give the same point on a different issue:
One of the biggest "wants" on these aircraft now by flight attendants and pilots alike is enhanced crew rest features. Currently, there are a handful of new -ER aircraft with the LLCR (Lower Lobe Crew Rest) for the flight attendants, as well as two bunks just aft of the cockpit for the pilots. Other -ER aircraft have an "enhanced" flight attendant rest in Economy, including 39" pitch, legrest, footrest, lumbar support, and a sound deadening curtain, with a United First Suite reserved for pilots. And lastly, the "A Market" 3-Class aircraft have regular Economy Class seats and a United First Suite seat for pilots.
Both Flight Attendant and Pilot unions would like to see all 777 aircraft equipped with LLCR and main deck bunk facilities, however there are very few routes which contractually require these types of rest areas. Just as in the case of ordering an -ER 777 aircraft to fly a 6-hour long flight, refitting each 777 with these facilities is a waste of money, as the upgrades are pointless (E. Coast-Europe crew rest can be as little as :30).