Moderators: richierich, ua900, PanAm_DC10, hOMSaR
CALTECH wrote:Looks like 2 A-320s will join the fleet soon, looks like they were previously operated by
hkcanadaexpat wrote:763(Polaris):
N644UA exiting HKG this afternoon 2775/4Sep with polaris seats & winglets
CALTECH wrote:AA737-823 wrote:FlyHossD wrote:
Your search results were apparently different than mine.
But in any case, in over 10 years flying 737NGs, I knew of a few tail strikes, most of which resulted in damage forward of the skid. As I understand it, in a bounce from a hard landing, the natural reaction was to try to re-flare the aircraft. However, at that point, the airspeed is too low and he aft fuselage makes contact with the runway (5+ feet ahead of the skid). The skid is most certainly not a cure-all!
I'm not sure whether we're arguing or not (kind of seems like it, but maybe we're just backing each other up?), but if you'll take note, I've said in BOTH of my posts that sometimes the tail skid doesn't prevent damaged airplane. Which is the same thing you're saying. So I think we're just repeating each other.
That said, oddly, Boeing recently decided on their 777-3ER product to remove the tail skid altogether. The weight savings outweigh the unlikely tail strikes, since the FBW system "usually" prevents a strike.
For what that's worth!AA737-823 wrote:FlyHossD wrote:
In a hard landing from a bounce, doesn't the aft fuselage actually make contact well ahead of the tail skid? IOW, the tail skid is actually more effective for take offs than landings.
No- that would completely defeat the purpose of the tail skid.
It's positioned in such a way as to be the first point of contact across multiple attitudes.
That said, sometimes it can't contain the damage wholly within itself, and you've still got damaged airplane!
The tailskid will normally provide complete protection on Takeoff.
On Landing is another matter, as the main landing gear compresses and the clearance goes away if the strut fully compresses, allowing the belly to strike the runway rather than the tailskid.
That is the crux of the argument ?
For those who may care,
767-322ERs
United is modifying the 14 767-300ER aircraft to reconfigure them from a 3-class configuration to the new 2-class “Polaris” configuration. This modification will replace the galleys, lavatories, economy seats, and first class seats on the planes, and installs the new United décor. These aircraft will be modified over the next 18 months in HAECO Hong Kong as the 14 candidate aircraft come due for their heavy checks. During this installation, the planes will be equipped with blended winglets, NGS, and the cabin reconfiguration. Upon completion of this modification, the planes will enter revenue service as the 76A fleet code. These airplanes will also undergo the maintenance harmonization program to bring them onto the common optimized maintenance program.
The first aircraft to undergo this modification is 6444 and it is set to release back to revenue service in late August. The airplanes that will undergo this modification are 6444, 6448, 6449, 6455, 6456, 6451, 6459, 6443, 6446, 6442, 6441, 6460, 6447, 6454.
Interior Cabin Differences:
Cabin:
New Polaris First Class seats.
New leather B/E Economy Seats.
New carpet throughout.
IFE
Panasonic eX3 System has been installed.
New Crew terminal installed at door 1L.
New Provisional Gate to Gate switch installed on the P5 panel in the flight deck.
Crew Rest Facilities
New Flight Crew facilities installed at 1A for Pilot rest.
Flight Attendant Facilities
New Millennium seats are installed in the last two rows of Economy on the RHS of the aircraft.
They are equipped with a crew rest curtain to allow for F/A rest.
They have new décor leather surfaces and are reclining with footrests. Lavatories
New JAMCO lavatories that feature the new United Polaris décor. Brand Panels
New lighted brand panels are installed in the Polaris Business cabin.
Economy Plus Brand Plaques in Economy Plus cabin. Galleys
New Zodiac Sell Galleys that feature the new United Polaris décor.
New NTF material on the floor to match the new Polaris décor.
777-322ERs
United Airlines has taken delivery of 14 777-300ERs from Dec 2016 through June 2017 (revenue service started in February 2017); aircraft nose number 2131 through 2144. Four additional 777-300ERs will be delivered in 2018.
• The fuselage is 33 ft. 3 in. longer than a 777-200: totaling 242 ft. 4 in.
• The wing span is 12 ft. 8 in. longer than a 777-200: wing span is 212 ft. 7 in.
• 366 passenger seats
• Additional cargo. The 777-300ER can hold an additional six LD3s in the forward cargo compartment and six additional LD3s in the aft cargo compartment.
• 207 Minute ETOPS
Galleys
• Door 1 has a standard galley.
• Door 2 has a cross aisle galley (with branding panels) and also a bar unit.
• Door 4 has a cross aisle galley but is considered dry as there are no sinks / coffee makers.
• Door 5 has the large aft galley.
• Ovens are steam ovens, and Door 1 and Door 5 galley have bun warmers.
Lavs
• All Lav doors with the exception of the DOT Lav at Door 2 LH have the traditional bi-fold door. The Lavs are manufactured by Jamco, and have the new branding scheme.
• Front Row Furniture (FRF) units are relatively similar to other FRF but are different p/n’s.
Off Wing Escape System
• Located at Doors 3L/R – slide inflates in aft direction to clear the wing.
• No slide bustle due to slide housed in fuselage.
Seats
• Seat count is - 60 BFirst / 102 Econ+ / 204 Economy
• Seat monitors are all HD.
• BFirst Polaris All Aisle Access seats are brand new design and manufactured by Zodiac Seats UK (ZSUK).
• Coach seats are manufactured by BE Aerospace and are in 3-4-3 layout. They are GEXX series.
Closets
• There is a large centerline closet by the flight deck and two small closets on the aisle sides of the bar unit at Door 2.
Crew Rest Facilities
• Pilot crew rest (OFCR) is located in the fwd section of the aircraft, with the entrance by Door 1L. It is an upper crew rest consisting of two bunks and two recliners.
• Flight attendant crew rest (OFAR) is located in the aft section of the aircraft, with the entrance by Door 5L. It is an upper crew rest consisting of six bunks
Ground Maneuver Camera System
• Ground maneuver camera light switch is located in the flight deck on the left wiper panel (P5).
• Equipped with 3 ground maneuver cameras, and video feed is displayed in flight deck.
Electrical Power
• No major changes compared to 777-200.
Page 6 of 13
Communications
• Originally delivered with Inmarsat Satellite Communications (SATCOM) and High Frequency (HF) radios as primary means of long range communication in remote / oceanic regions.
• Iridium Satcom is being installed on this fleet due to plan operate in polar region where Inmarsat SATCOM coverage is unavailable (currently, 2134 and 2138 have system installed).
Landing Gear
• Not interchangeable with 777-200, as major components were strengthened, or made larger, to handle additional weight / loads.
• Gear pin kit located in EE bay, in plastic box with translucent cover.
• 777-300ER MLG uses a hydraulic strut assembly, whereas 777-200 uses truck tilt positioner actuator.
• 777-300ER NLG has dual chambered strut instead of single chamber strut.
Fuel and Nitrogen Generation System (NGS)
• Fuel indicating: 300ER has 10 fuel quantity measuring sticks per wing; 200ER has 8 sticks.
• 300ER has 76 tank units; 200ER has 60 tank units.
• 300ER fuel tank capacity is 323,740 lbs., approx. 17,740 lbs. more than 200ER capacity.
• NGS is installed. Dangerous System, obey precautions.
Air Conditioning
• Each crew rest area has its own air conditioning control.
Engine / Cowlings
• GE90-115 – 115,300 lbs. of thrust.
• Composite fan blades.
• 128 inch fan diameter.
• Spinner is one, not two, pieces.
• Exit duct on inlet cowl is different location.
• No blow out door on these fan cowls.
• T-bolt latch (Location Number 12) to hold thrust reverser halves together is new.
Avionics
777-300ER Cabin Systems Highlights
The 777-300ER will be delivered from Boeing configured with the Panasonic eX3 In-Flight Entertainment and eXconnect Broadband Systems, which streams audio and video on demand to each passenger seat and provides internet connection. Games, and other flight and United related information, are also available on demand to each passenger.
The 777-300ER will also be delivered with Gate-to-Gate WiFi, including a WiFi antenna that is powered on and transmitting all the time (including on the ground). There is a “Broadband Comm” switch in the flight deck P5 Overhead Panel that powers off the antenna during events when work may be occurring in the RF safety exclusion zone. Pilots turn this switch ON at Preflight and OFF at Parking / De-Icing.
NOTE: Current Panasonic WiFi aircraft have the antenna transmission off on the ground and automatically turned on at Weight off Wheels.
Video Control Station (VCS)
The VCS is located at Door 1R, on the outboard side of the center galley.
gwrudolph wrote:1) If the sidewalls are being replaced?
gwrudolph wrote:2) If lighting will be upgraded to LED/Mood?
gwrudolph wrote:3) If the overhead bins in economy will be replaced with the newer 777/787 style as show in the Polaris cabin?
gwrudolph wrote:4) If lav improvements are throughout vs. just Polaris cabin?
atcsundevil wrote:gwrudolph wrote:1) If the sidewalls are being replaced?
Yesgwrudolph wrote:2) If lighting will be upgraded to LED/Mood?
I'm almost positive the answer is nogwrudolph wrote:3) If the overhead bins in economy will be replaced with the newer 777/787 style as show in the Polaris cabin?
Yesgwrudolph wrote:4) If lav improvements are throughout vs. just Polaris cabin?
Throughout
Just like the previous two class mods, it's a nose to tail do-over. Everything old comes out, and everything that goes in is new. While mood lighting would be nice, I'm willing to bet it's pretty expensive, and not entirely necessary. Things like new bins, sidewalls, bulkheads, seats, carpets, lavs, galleys, etc. will make a far greater impact. For all intents and purposes, this aircraft is brand new from a passenger perspective.
jetblastdubai wrote:As the 78J arrives on property in the coming years, what are the chances that UA might convert some 777ERs (PW) to high density versions and add some more domestic capacity to the fleet? Now that even EWR-FLL is going to 10X, it seems like capacity-restricted EWR could use bigger planes instead of more planes.
CriticalPoint wrote:
I would bring the 764 into the domestic operation and let the 777ER upgauge the 764s. In my opinion it would be a waste to put a good long haul aircraft on domestic. The 777A however is perfect for domestic and Hawaii.
calpsafltskeds wrote:If the 764 wasn't converted to Polaris it would be fine to save the money and place on domestic - that is if UA has a surplus of intl aircraft and needs the domestic lift. Maybe some of the 2 class 763s could do the same job and leave the 764 on International by adding Polaris. Note that the 764, with a higher dispatch reliability and just slightly less range than the 763ER, has a passenger door behind BF, so that might restrict a good Polaris configuration while the 763 has no passenger door to deal with. Age and size may also make a difference as the 764 has 38 more seats, which could be too much lift for adding 16 domestic aircraft and add cycles to a newer aircraft vs. the 763ER.
The 772ER on domestic seems like a waste. However, the 772A can't make EWR/IAD-HNL, so maybe a small fleet of ERs that could also do charter operations. ORD -HNL does take an occasional weight restriction. While the PW fleet might be best, it would depend on how far along in the Polaris conversion process. sUA 772ER should go first, so maybe the sCO 772ER would save a configuration change. The 774 has only 10 more total seats than the Domestic 772. If a 772ER were in Domestic configuration it could do military charters at a bigger profit than the 744.
I've thought the 772A could do charters to Europe, but they might need an extra fuel stop on some routes or due to baggage/cargo needs of the charters.
319:
N896UA exited VCV 2776/4Sep, revenue flights will come soon. Ex China Southern #8.
73G:
N14735 entered MIA 428/4Sep, should be for slimlines/new F seats
77W:
N2644U shows first revenue flight as 794/5Sep SFO-ORD, that will put the first 14 77Ws in revenue service.
UAX Update
2 more ZW CR2s are ready and waiting in Globe livery for UAX service to begin on 6 September: (total is now 6)
N419AW (2002 build)
N423AW (2002 build)
fun2fly wrote:With the announcement of IAH>SYD, we know where 2 of the 4 new 789's due in Dec/Jan/Feb are headed for UA. Two more to figure out. Next bunch of routes will have to coincide with 4x77W and 3x78J in 2H2018.
flight152 wrote:fun2fly wrote:With the announcement of IAH>SYD, we know where 2 of the 4 new 789's due in Dec/Jan/Feb are headed for UA. Two more to figure out. Next bunch of routes will have to coincide with 4x77W and 3x78J in 2H2018.
What's really interesting is that the IAH 787 crew base is closing.
flight152 wrote:fun2fly wrote:With the announcement of IAH>SYD, we know where 2 of the 4 new 789's due in Dec/Jan/Feb are headed for UA. Two more to figure out. Next bunch of routes will have to coincide with 4x77W and 3x78J in 2H2018.
What's really interesting is that the IAH 787 crew base is closing.
FSDan wrote:flight152 wrote:fun2fly wrote:With the announcement of IAH>SYD, we know where 2 of the 4 new 789's due in Dec/Jan/Feb are headed for UA. Two more to figure out. Next bunch of routes will have to coincide with 4x77W and 3x78J in 2H2018.
What's really interesting is that the IAH 787 crew base is closing.
I'm sure the 789 will rotate to IAH from LAX-SYD or SFO-SYD. Otherwise, there are enough 789s sitting on the ground at LAX and SFO during the day to do a SFO-IAH or LAX-IAH rotation.
calpsafltskeds wrote:The entire Q300 Fleet has now been returned to lessors. CommutAir is now flying an entirely E45 and Q200 fleet.
FSDan wrote:calpsafltskeds wrote:The entire Q300 Fleet has now been returned to lessors. CommutAir is now flying an entirely E45 and Q200 fleet.
Are there any plans for the Q200 fleet to go in the near future?
calpsafltskeds wrote:CALTECH, do you have a version of the photo that shows more of the configuration that might include measurements across the aircraft. Do you have same diagrams for 77W? From what I see, 308 inches is for 4 units, meaning each unit takes 77 inches front to back. It would be interesting to get a measurement of total length and total width of a seat pair for the each type of equipment UA has revealed so far.
It would have made more sense to number the outside seats 1AB through 5AB and 1KL through 5KL, that would make it pretty consistent with the 2 class units - I'm sure there will be swaps between 2 class and Polaris units for over a ear.
As for center section which is all D now, I think 1DE through 5DE would be more accommodating to current 2 class. Who care if that shows that the configuration is "8 across"?
Do you know what's going on with 752 N19117? It's been in MCN since 5/31/17.
calpsafltskeds wrote:Do you know what's going on with 752 N19117? It's been in MCN since 5/31/17.
aaflyer222 wrote:c5 q200 n368ph is out of service and stored
calpsafltskeds wrote:763:
N644UA showing first Polaris flight 110/8Sep EWR-LHR
iahcsr wrote:789
N26970 has been in SEA for two weeks now. Induction was done in DEN before going north. Any info on what's going on with it?
calpsafltskeds wrote:I would think there would be a different Polaris seat for 1.) 767-300/400, 2.) 772/77W, 3.) 788/789/7810 - all these aircraft have different fuselage widths.
A Polaris product should fit in the 752, but it may be either too expensive to install, or lose too many seats to install. The biggest reason it may not happen is that if you do the 41 sCO units, which are used on International and on lots of Transcons, then wouldn't you have to do it on sUA ps units for consistency?
My guess is UA will keep them with sCO style flat beds and try their best to keep them on international markets that are not as competitive or have a lower premiums seat demand.
aaflyer222 wrote:when will c5 start removing q200 aircraft?
UAinAUS wrote:aaflyer222 wrote:c5 q200 n368ph is out of service and stored
Are you sure about this? I only ask because Halifax is where the Dash-8 fleet goes for maintenance. Over the past few months there has always been at least one Q200 there, usually for about 3 weeks at a time.
VC10er wrote:The 787 will be spectacular with that aircraft's windows and higher cabin pressure etc. I don't know how UA could do it, but the sooner the 787s that fly the ULH flights (with IAH/SYD coming) get the real hard product- United won't be the dread of the premium business flier any longer. But the 772's need them bad as well. If I had to go to HK from EWR, I'd go through SFO for the 77W at the expense of a nonstop!
Privacy is as critical as sleeping. Once I had a seat mate who was a missionary who read the Bible to me the moment my eyeshades were off. I have no issue with faith but there are times when a stranger can seriously impact your 12 hour experience!
Polaris is private enough without being claustrophobic - and the bed comfort is amazing for a lie flat seat.