The “high J” 767s, Eg; the ex-Hawaiian birds, how many more Polaris seats are in those 763’s vs others? Why would UA have or need different 763 configurations? Do certain routes for the 763 call for a higher Polaris seat count?
On the surface it would just seem to be more of a headache to have a sub-high premium fleet of 763’s that would be problematic to switch out.
As he asked is there a seat map anywhere, not on United's website yet?
Yes there are many routes with more premium demand than others. I would imagine a lot of the LHR and GVA flights are good candidates for the first frames.
United has a large enough fleet for a subfleet to be worth it.
That high J configuration doesn't make any sense, especially if its gong to be a small 3 aircraft fleet.
UA is currently using the remaining 3 class 763s to cover most of ORD-LHR and aircraft are being occasionally positioned on specific ORD-IAH-ORD flights for maintenance visits. That has occurred 14 times since the middle of June, so about 1/3 of the time and doesn't appear to be something like every third day. So, UA can't rope 3 763s onto ORD-LHR on a regular basis. Since seat counts on the loaded 3 ORD-LHR flights are lower than other 763s, swaps don't create an oversale situation on the TATL legs and I haven't looked to see if the maintenance legs ORD-IAH-ORD have a oversale issue when 3 class units are subbed. TATL swaps to 2 class units may not provide enough time to sell the extra seats. Surely a temporary situation with some drawbacks.
The HA 763s don't look any different than UA 763s - no door 2. However, it will take equally major changes to go into the Polaris or high J Polaris configuration. So, why the high J?
Do the HA units have reduced payload capacity?
Is there a maintenance reason to have a separate sub-fleet?
Why would UA have a special configuration for a max of 3 TATL roundtrips daily?
Could these aircraft be flown on a high premium routing that would include routine maintenance built into the schedule without positioning trips? LHR, EWR?
How would potential oversales be handled on flights where a high J aircraft was rerouted?
While the high J offers high premium potential, the total seat size of the aircraft is 16 seats below the current 3 class units, which are very premium heavy and being eliminated?
Could these aircraft be placed on transcons (EWR-SFO) where maintenance would be built into the scheduled?
OK, my best shot would be a 3 aircraft routing on current GVA flights that would have a built in 12:50 maintenance visit in SFO every third day.
SFO 0800 EWR 1628, EWR 1830-GVA 0835 (EWR-GVA reschedule 35 minutes later to make work)
GVA 1145 IAD 1445, IAD 1745 GVA 0740
GVA 1035 EWR 1325, EWR 1550 SFO 1910 (GVA-EWR rescheduled 1:15 to allow swapout in GVA of 2 units on the ground)
Maybe UA will make more high J units and load them onto LHR? But 3 won't do it.
I don't think they only plan on 3. They never said that. I'm sure more will be configured in the High-J config.