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STT757
Posts: 13862
Joined: Tue Mar 28, 2000 1:14 am

Re: United Fleet/Network Thread - 2019

Fri Jan 04, 2019 10:56 pm

How many used A319s/ A320s this year?
Eastern Air lines flt # 701, EWR-MCO Boeing 757
 
fun2fly
Posts: 1483
Joined: Tue Dec 26, 2006 8:44 am

Re: United Fleet/Network Thread - 2019

Fri Jan 04, 2019 11:49 pm

Sitting in DEN this evening watching planes due to a delayed flight and noticed a UA772 with the star alliance livery and it dawned on me there are no 787’s in the star alliance livery. Will we ever see one?
 
iahcsr
Posts: 4777
Joined: Fri Jun 04, 1999 2:59 pm

Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 3:28 am

CALTECH wrote:
Future additions

4301 A319-111 301 2495 N2301U N/A 2005 301 TBD 16 G-EZIM/Easyjet
4302 A319-111 302 2565 N2302U N/A 2005 302 TBD 16 G-EZIV/Easyjet
4303 A319-111 303 2578 N3303U N/A 2005 303 TBD 16 G-EZIW/Easyjet
4304 A319-111 304 2605 N3304U N/A 2005 304 TBD 16 G-EZIX/Easyjet
4305 A319-111 305 2636 N3305U N/A 2005 305 TBD 16 G-EZIY/Easyjet
4306 A319-111 306 2646 N4306U N/A 2006 306 TBD 16 G-EZIZ/Easyjet
4307 A319-111 307 2677 N5307U N/A 2006 307 TBD 16 G-EZAA/Easyjet
4308 A319-111 308 2691 N6308U N/A 2006 308 TBD 16 G-EZAC/Easyjet
4309 A319-111 309 2715 N6309U N/A 2006 309 TBD 16 G-EZAF/Easyjet
4310 A319-111 310 2742 N6310U N/A 2006 310 TBD 16 G-EZAJ/Easyjet
4311 A319-111 311 2744 N6311U N/A 2006 311 TBD 16 G-EZAK/Easyjet
4312 A319-111 312 2754 N9312U N/A 2006 312 TBD 16 G-EZAL/Easyjet
4313 A319-111 313 2765 N9313U N/A 2006 313 TBD 16 G-EZAN/Easyjet
4314 A319-111 314 2769 N3314U N/A 2006 314 TBD 16 G-EZAO/Easyjet
4315 A319-111 315 2777 N3315U N/A 2006 315 TBD 16 G-EZAP/Easyjet
4316 A319-111 316 2779 N3316U N/A 2006 316 TBD 16 G-EZAS/Easyjet
4317 A319-111 317 2782 N5317U N/A 2006 317 TBD 16 G-EZAT/Easyjet
4318 A319-111 318 2795 N6318U N/A 2006 318 TBD 16 G-EZAU/Easyjet
4319 A319-111 319 2803 N8319U N/A 2006 319 TBD 16 G-EZAV/Easyjet
4320 A319-111 320 2818 N8320U N/A 2006 320 TBD 16 G-EZAX/Easyjet

4866 A319-132 866 2404 N4866U N/A 2005 866 WV002 17 SHAHEEN/AP-BNI
4867 A319-132 867 2631 N5867U N/A 2005 867 WV002 17 SHAHEEN/AP-BNL
4868 A319-132 868 2655 N4868U N/A 2006 868 WV002 17 SHAHEEN/AP-BNM
4869 A319-132 869 2738 N4869U N/A 2006 869 WV002 17 SHAHEEN/AP-BNN

7515 737MAX-9 515 43452 N27515 7463 19 None 1D115 42 / 61 UA
7516 737MAX-9 516 43454 N37516 7498 19 None 1D116 42 / 61 UA
7517 737MAX-9 517 43456 N47517 7523 19 None 1D117 42 / 61 UA
7518 737MAX-9 518 64495 TBD 7548 19 None 1D118 42 / 61 UA
7519 737MAX-9 519 43459 TBD 7585 19 None 1D119 42 / 61 UA
7520 737MAX-9 520 64498 TBD 7612 19 None 1D120 42 / 61 UA
7521 737MAX-9 521 64497 TBD 7636 19 None 1D121 42 / 61 UA
7522 737MAX-9 522 64496 TBD 7664 19 None 1D122 42 / 61 UA
7523 737MAX-9 523 43461 TBD 7673 19 None 1D123 42 / 61 UA
7524 737MAX-9 524 64501 TBD 7686 19 None 1D124 42 / 61 UA
7525 737MAX-9 525 64500 TBD 7695 19 None 1D125 42 / 61 UA
7526 737MAX-9 526 64499 TBD 7711 19 None 1D126 42 / 61 UA
7527 737MAX-9 527 43463 TBD 7744 19 None 1D127 42 / 61 UA
7528 737MAX-9 528 64502 TBD 7752 19 None 1D128 42 / 61 UA
7529 737MAX-9 529 64503 TBD 7803 19 None 1D129 42 / 61 UA
7530 737MAX-9 530 43465 TBD 7818 19 None 1D130 42 / 61 UA
7751 737MAX-10 751 66122 TBD 7644 TBD None 1G001 43 / 61 UA
7752 737MAX-10 752 66123 TBD 7705 TBD None 1G002 43 / 61 UA

1015 787-10 015 TBD N17015 TBD TBD N/A TBD 10 CO
1016 787-10 016 TBD N14016 TBD TBD N/A TBD 10 CO
1017 787-10 017 TBD N17017 TBD TBD N/A TBD 10 CO
1018 787-10 018 TBD N13018 TBD TBD N/A TBD 10 CO
1019 787-10 019 TBD N14019 TBD TBD N/A TBD 10 CO
1020 787-10 020 TBD N12020 TBD TBD N/A TBD 10 CO
1021 787-10 021 TBD N12021 TBD TBD N/A TBD 10 CO
1022 787-10 022 TBD N17022 TBD TBD N/A TBD 10 CO
1023 787-10 023 TBD N14023 TBD TBD N/A TBD 10 CO
1024 787-10 024 TBD N12024 TBD TBD N/A TBD 10 CO
1025 787-10 025 TBD N12025 TBD TBD N/A TBD 10 CO

I just love knowing this sort of thing.... I’m such a nerd... :bigthumbsup: :wave:
Working Hard, Flying Right Friendly....
 
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drerx7
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 6:05 am

Those EasyJet birds have the double overwing exits...that'll make for some challenging spotting and marshallering
HOUSTON, TEXAS
 
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intotheair
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 6:13 am

Thanks for sharing. Are those 787-10s confirmed, or just registrations that UA has already reserved for potential deliveries in the future?
300 319 320 321 332 333 345 346 380 717 733 734 735 73G 738 739 744 752 753 762 763 772 77W 788 789 CR2 CR7 CR9 CRK Q400 E175 DC10 MD82 MD90
AA AF AS AY AZ B6 BA BR DL F9 FI GA HA KF LH MI QX SK SN SQ UA US VY WN
 
iahcsr
Posts: 4777
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 7:01 am

drerx7 wrote:
Those EasyJet birds have the double overwing exits...that'll make for some challenging spotting and marshallering

I’ve heard the second exits will be deactivated during conversion.... we’ll see..
Working Hard, Flying Right Friendly....
 
iahcsr
Posts: 4777
Joined: Fri Jun 04, 1999 2:59 pm

Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 7:11 am

intotheair wrote:
Thanks for sharing. Are those 787-10s confirmed, or just registrations that UA has already reserved for potential deliveries in the future?

To my limited knowledge nothing is officially confirmed as of yet. But both parties have an understanding it’s all but a done deal ... ATM at least.
Working Hard, Flying Right Friendly....
 
tpaewr
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 8:04 am

cosyr wrote:
tpaewr wrote:
calpsafltskeds wrote:
763:
N686UA, former N592UA ferried GYR-VCV 2703/3Jan. Storage or Paint?

772:
N76010 entered AMA paint 2736/2Jan, first pmCO repaint in years.



Thank God! So much of the sCO fleet looks and feels like it hasn’t been touched since the merger. The 752 are likely the worst. But I flew a sCO 777 HKG-EWR last year and it was peeling paint inside and out. Clearly nothing had been done for it in years. I would love to see these plane get the TLC the 763 I flew with Polaris had. Beautiful nose to tail.

It is good to see more attention being paid there. Since the merger, an attitude of sCO planes were ahead of the sUA planes led to all attention being paid to sUA. Obviously, sUA planes needed more dramatic paint changes, and the newly merged airline adopted more of sCO's onboard products, but now that Polaris has replaced the Diamond's going forward, in the future I see the fleets being treated as more like one fleet.



I get that was a valid point in 2012. I remember getting on a 757-222 with the girl I was seeing at the time and even while in F, being so embarrassed at how awful the aircraft was inside and out. (thankfully she didn’t really know better so no harm)

But all these year later it is now the sCO fleet that is crying for a refresh after 7 years of neglect.

Most important for a pax who has no idea about all the back story of the merger it makes a wildly inconsistent product. You fly one way in a beautiful Polaris 763 and come back in an exhausted 752. It does the brand no favors. I hope you are correct and it is treated as one fleet going forward
 
B737900ER
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 2:01 pm

tpaewr wrote:
cosyr wrote:
tpaewr wrote:


Thank God! So much of the sCO fleet looks and feels like it hasn’t been touched since the merger. The 752 are likely the worst. But I flew a sCO 777 HKG-EWR last year and it was peeling paint inside and out. Clearly nothing had been done for it in years. I would love to see these plane get the TLC the 763 I flew with Polaris had. Beautiful nose to tail.

It is good to see more attention being paid there. Since the merger, an attitude of sCO planes were ahead of the sUA planes led to all attention being paid to sUA. Obviously, sUA planes needed more dramatic paint changes, and the newly merged airline adopted more of sCO's onboard products, but now that Polaris has replaced the Diamond's going forward, in the future I see the fleets being treated as more like one fleet.



I get that was a valid point in 2012. I remember getting on a 757-222 with the girl I was seeing at the time and even while in F, being so embarrassed at how awful the aircraft was inside and out. (thankfully she didn’t really know better so no harm)

But all these year later it is now the sCO fleet that is crying for a refresh after 7 years of neglect.

Most important for a pax who has no idea about all the back story of the merger it makes a wildly inconsistent product. You fly one way in a beautiful Polaris 763 and come back in an exhausted 752. It does the brand no favors. I hope you are correct and it is treated as one fleet going forward

Treated as one fleet yes, but as we’ve seen the pattern since the merger has been to a adopt the lowest common denominator between the two. I would expect more exhausted looking, beat up airplanes was they age. The new UA just doesn’t care about cabin appearance.
 
VC10er
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 2:20 pm

tpaewr wrote:
cosyr wrote:
tpaewr wrote:


Thank God! So much of the sCO fleet looks and feels like it hasn’t been touched since the merger. The 752 are likely the worst. But I flew a sCO 777 HKG-EWR last year and it was peeling paint inside and out. Clearly nothing had been done for it in years. I would love to see these plane get the TLC the 763 I flew with Polaris had. Beautiful nose to tail.

It is good to see more attention being paid there. Since the merger, an attitude of sCO planes were ahead of the sUA planes led to all attention being paid to sUA. Obviously, sUA planes needed more dramatic paint changes, and the newly merged airline adopted more of sCO's onboard products, but now that Polaris has replaced the Diamond's going forward, in the future I see the fleets being treated as more like one fleet.



I get that was a valid point in 2012. I remember getting on a 757-222 with the girl I was seeing at the time and even while in F, being so embarrassed at how awful the aircraft was inside and out. (thankfully she didn’t really know better so no harm)

But all these year later it is now the sCO fleet that is crying for a refresh after 7 years of neglect.

Most important for a pax who has no idea about all the back story of the merger it makes a wildly inconsistent product. You fly one way in a beautiful Polaris 763 and come back in an exhausted 752. It does the brand no favors. I hope you are correct and it is treated as one fleet going forward


If I were king, I would call a meeting at Willis Tower of my top folks and demand that a First Class/Business Class plan for fixing the 752 Premium cabin be on my desk in a week, propose at least two scenarios 1: a totally perfect renovation using current diamond BF, but new walls and bulkheads and entry. 2: a totally brand new (Polaris inspired), lie flat concept that could work on both the 752 & 737MAX10, so I could choose one based on how many more years, how many thousands of Premium Pax these birds have left in them and put the 752 Premium Cabin at the top of the URGENT column.
The last handful of 752 flights I’ve taken this year have gotten progressively worse than just a year ago.
Perhaps it is not that bad if you find a junky 752 from EWR to Denver- and you get a bed seat and AVOD vs a 737-800, but charging a Polaris fare across the Atlantic is simply unacceptable, as is a very pricy transcon (p.s.) flight.
Separate: Last night I was on a very new and perfect looking 737-900, the one with the larger more oval/ rounded windows, sky ceiling and those “micro-lavs” (how to overweight people fit in them???)...despite the mini Lav, she really looked and smelled brand new and the seat was comfortable in F (although not the new F seat) However, it was NOT the MAX. I have questions: the 739 I was on last night, clearly the newest of the non-MAX UA 737-900s;
1: how old are they?
2: When were they ordered?
3: I assume they are sCO ordered?
4: How many of these new nice 739’s are there?
5: I assume they won’t see the new F seat/interior design for a long time?

THANKS- and super thanks to those for all the hard work put into the 2019 United thread for all of us!
Last edited by VC10er on Sat Jan 05, 2019 2:31 pm, edited 1 time in total.
To Most the Sky is The Limit, For me, the Sky is Home.
 
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Amwest2United
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 2:30 pm

iahcsr wrote:
drerx7 wrote:
Those EasyJet birds have the double overwing exits...that'll make for some challenging spotting and marshallering

I’ve heard the second exits will be deactivated during conversion.... we’ll see..


They should be deactivated like the 737-900's, but you will still see the 2nd overwing exit from the outside, but not from the inside
Life is what happens to you while you making plans to live it!
 
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antoniemey
Posts: 1400
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 3:48 pm

Amwest2United wrote:
iahcsr wrote:
drerx7 wrote:
Those EasyJet birds have the double overwing exits...that'll make for some challenging spotting and marshallering

I’ve heard the second exits will be deactivated during conversion.... we’ll see..


They should be deactivated like the 737-900's, but you will still see the 2nd overwing exit from the outside, but not from the inside


But it won't have the outlining paint.

VC10er wrote:
I have questions: the 739 I was on last night, clearly the newest of the non-MAX UA 737-900s;
1: how old are they?
2: When were they ordered?
3: I assume they are sCO ordered?
4: How many of these new nice 739’s are there?
5: I assume they won’t see the new F seat/interior design for a long time?


Actually some of the newest 739ERs were ordered to replace sUA 757s. There have been well over 100 739s delivered since the merger, the ones with registrations in the CO style in the 8xx series were specifically ordered as those 757 replacements and started showing up around 2014, giver or take a few months. I don't recall at the moment if the order was made post-merger or during the process of agreeing on it, but it was a sUA order. I believe there were then some top-up orders to keep new planes coming until the MAX deliveries started.
Make something Idiot-proof, and the Universe will make a more inept idiot.
 
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hOMSaR
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 4:08 pm

The last 737-900s were ordered post-merger.
The plural of Airbus is Airbuses. Airbii is not a word.
There is no 787-800, nor 787-900 or 747-800. It's 787-8, 787-9, and 747-8.
A321neoLR is also unnecessary. It's simply A321LR.
Airplanes don't have isles, they have aisles.
 
fun2fly
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 4:54 pm

What are the retirement dates for the P.S. pmUA 757's? In 2020 when the 737Max10 arrives? Noted earlier by UA that these would be lie flat P.S. units. If that's the case, no need to refresh for 12-18 months of life left?

What are the retirement dates for the pmCO757's? Same as above? Only about 20 year old vs. approaching 30 on many of the UA units. Not too many doing TATL these days. Could see a refresh or sold to freighters for decent $$?
 
77H
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Re: United Fleet/Network Thread - 2019

Sat Jan 05, 2019 10:18 pm

antoniemey wrote:
Amwest2United wrote:
iahcsr wrote:
I’ve heard the second exits will be deactivated during conversion.... we’ll see..


They should be deactivated like the 737-900's, but you will still see the 2nd overwing exit from the outside, but not from the inside


But it won't have the outlining paint.

VC10er wrote:
I have questions: the 739 I was on last night, clearly the newest of the non-MAX UA 737-900s;
1: how old are they?
2: When were they ordered?
3: I assume they are sCO ordered?
4: How many of these new nice 739’s are there?
5: I assume they won’t see the new F seat/interior design for a long time?


Actually some of the newest 739ERs were ordered to replace sUA 757s. There have been well over 100 739s delivered since the merger, the ones with registrations in the CO style in the 8xx series were specifically ordered as those 757 replacements and started showing up around 2014, giver or take a few months. I don't recall at the moment if the order was made post-merger or during the process of agreeing on it, but it was a sUA order. I believe there were then some top-up orders to keep new planes coming until the MAX deliveries started.


Even without the outlining paint it’s atill very easy to spot a deactivated exit door plug. Again, the 739ER plug is clearly visible and some of the new 21N deliveries for BA and NZ have deactivated plugs that can be clearly seen.

77H
 
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antoniemey
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Re: United Fleet/Network Thread - 2019

Sun Jan 06, 2019 4:41 am

77H wrote:
antoniemey wrote:
Amwest2United wrote:

They should be deactivated like the 737-900's, but you will still see the 2nd overwing exit from the outside, but not from the inside


But it won't have the outlining paint.



Even without the outlining paint it’s atill very easy to spot a deactivated exit door plug. Again, the 739ER plug is clearly visible and some of the new 21N deliveries for BA and NZ have deactivated plugs that can be clearly seen.

77H


Depends on the lighting and exact shade of paint. Standing on the ramp, I can see where the plug is on the 900, yes, but not generally from a distance. The overwing might be more obvious, but from the perspective we're talking, identifying the aircraft as being a 319 or 320 for the ramp crew, the lack of outline will make it easy to tell that it's a 319.
Make something Idiot-proof, and the Universe will make a more inept idiot.
 
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atcsundevil
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Re: United Fleet/Network Thread - 2019

Sun Jan 06, 2019 4:48 am

The fleet changes, fleet status, and glossary posts at the start of this thread have been updated.

If anyone is interested in helping to contribute to a Recent News section or help expand the glossary, please PM me. calpsafltskeds has put in a lot of work on the existing info, so it would be great if someone helped out to expand on his excellent work. Thanks to him and to anyone interested in helping to enhance the quality of this thread.

✈️ atcsundevil
 
77H
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Re: United Fleet/Network Thread - 2019

Sun Jan 06, 2019 7:57 am

antoniemey wrote:
77H wrote:
antoniemey wrote:

But it won't have the outlining paint.



Even without the outlining paint it’s atill very easy to spot a deactivated exit door plug. Again, the 739ER plug is clearly visible and some of the new 21N deliveries for BA and NZ have deactivated plugs that can be clearly seen.

77H


Depends on the lighting and exact shade of paint. Standing on the ramp, I can see where the plug is on the 900, yes, but not generally from a distance. The overwing might be more obvious, but from the perspective we're talking, identifying the aircraft as being a 319 or 320 for the ramp crew, the lack of outline will make it easy to tell that it's a 319.


UA denotes plane type under the radome of every aircraft.

77H
 
VC10er
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Re: United Fleet/Network Thread - 2019

Sun Jan 06, 2019 12:26 pm

Thanks for the information on 737 orders. I cannot believe I missed the delivery of so many brand new 737-9s since the merger!?! Have these deliveries over the past few years been announced here as they have come on line? WB, yes, but I’ve never seen postings about new 737 deliveries?
I actually had 2 flights last week on a 737-900 and one was clearly older, most evident in the rectangular window and older side walls, and the NEWER 737-900 with much larger, more oval shaped windows, really nice, clean sidewalls and larger window wells (which I love, ala 787s).
I was in F parked at the gate I wanted to use the Lav while at the gate. The F Lav was blocked by an open flight deck door, so I used the first Lav just past the curtain. It was my very first “mini Lav” or “slimline Lav” (not sure of the official name). The brief to the designers and engineers had to say in bold type: as narrow as possible for humans, and every millimeter counts. Aesthetically speaking all the actual elements looked modern and nice, but it was no bigger than a mid 20th Century phone booth. Toilet on an angle, a sink the size of small oval mixing bowl, a door that curves outward. I am 6’ and roughly 200-210lbs. I’m embarrassed to say it’s not all muscle. That said, I’m not fat, but not thin either, but I could barely do one full turn in place.
1: I get why this Lav is desirable to an airline, but really does this new “Slimlav” actually allow for additional seating, or is it just lighter?
2: what do considerably overweight people do? A few of my closest friends would be classified by a Dr as obese. I love them dearly I sympathize with the issues their weight cause them daily. They and have been fighting this battle it as long as I know them. One of my dearest friends is at least 300+ lbs, about 5’ 10” He could never make through the door frame much less maneuver inside.

How does an airline (like United) who have chosen to install these new lavs deal with passengers in need of one (potentially reaching very uncomfortable levels), even passengers who’ve actually bought 2 seats for themselves, can’t use a lavatory? How can an FA help them? Is there least one Lav in the back sized for very large framed people? -or even someone with a disability?

Please tell me these new “slimlavs” are not being delivered on Long Haul WB’s?
To Most the Sky is The Limit, For me, the Sky is Home.
 
jetmatt777
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Re: United Fleet/Network Thread - 2019

Sun Jan 06, 2019 2:10 pm

77H wrote:
antoniemey wrote:
77H wrote:

Even without the outlining paint it’s atill very easy to spot a deactivated exit door plug. Again, the 739ER plug is clearly visible and some of the new 21N deliveries for BA and NZ have deactivated plugs that can be clearly seen.

77H


Depends on the lighting and exact shade of paint. Standing on the ramp, I can see where the plug is on the 900, yes, but not generally from a distance. The overwing might be more obvious, but from the perspective we're talking, identifying the aircraft as being a 319 or 320 for the ramp crew, the lack of outline will make it easy to tell that it's a 319.


UA denotes plane type under the radome of every aircraft.

77H


It’s hard to read under the nose when the airplane is about 400 feet away taxiing down the alley. It’s also hard to read the tail number. Pilots don’t always pull into the right gate so it’s important to at least make sure the aircraft type is correct for what you’re expecting.
Lighten up while you still can, don't even try to understand, just find a place to make your stand and take it easy
 
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antoniemey
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Re: United Fleet/Network Thread - 2019

Sun Jan 06, 2019 3:39 pm

77H wrote:
antoniemey wrote:
77H wrote:

Even without the outlining paint it’s atill very easy to spot a deactivated exit door plug. Again, the 739ER plug is clearly visible and some of the new 21N deliveries for BA and NZ have deactivated plugs that can be clearly seen.

77H


Depends on the lighting and exact shade of paint. Standing on the ramp, I can see where the plug is on the 900, yes, but not generally from a distance. The overwing might be more obvious, but from the perspective we're talking, identifying the aircraft as being a 319 or 320 for the ramp crew, the lack of outline will make it easy to tell that it's a 319.


UA denotes plane type under the radome of every aircraft.

77H


Yes, they do. That has nothing to do with the visibility of a deactivated plug door and thus spotting your aircraft type before it turns down the J-line.
Make something Idiot-proof, and the Universe will make a more inept idiot.
 
jayunited
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Re: United Fleet/Network Thread - 2019

Sun Jan 06, 2019 6:47 pm

antoniemey wrote:
77H wrote:
antoniemey wrote:

But it won't have the outlining paint.



Even without the outlining paint it’s atill very easy to spot a deactivated exit door plug. Again, the 739ER plug is clearly visible and some of the new 21N deliveries for BA and NZ have deactivated plugs that can be clearly seen.

77H


Depends on the lighting and exact shade of paint. Standing on the ramp, I can see where the plug is on the 900, yes, but not generally from a distance. The overwing might be more obvious, but from the perspective we're talking, identifying the aircraft as being a 319 or 320 for the ramp crew, the lack of outline will make it easy to tell that it's a 319.


The ramp should be identifying their arriving aircraft by the inbound paperwork and/or by the EFID screen. I understand what you are saying using plug doors or over wing exits to identify aircraft type. The problem with your method is the 737-900 has no plug door, the 737-900ER does however they are both the same size there are even repots or ramp agents being confused about the A320s we acquired from China that have 3 doors to access the pits. Which is why UA paint the nose number of the aircraft in pretty large font on the front landing gear so that as the aircraft approaches the gate you can see the nose number. In over 18 years of working the ramp at ORD I never had an issue identifying my aircraft using either my arrival paperwork or the EFID screen and that even applies to on the ground gate changes. The problem that I noticed before I left the ramp is people can no longer identify the aircraft type by the aircraft nose number (and I'm not saying this applies to you personally so please don't take it as a personal attack). Personally I've always found the easiest way to identify the aircraft type is by the nose number but more specifically the first two numbers of the every nose number will tell you what type of aircraft is coming to your gate then reading that nose number on the landing gear doors is how I use to always identify which aircraft I should be marshaling into the gate. If there was an on the ground gate change I would always ask either the zone controller for aircraft number just in case the they hadn't yet updated the EFID screen.
 
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antoniemey
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Re: United Fleet/Network Thread - 2019

Sun Jan 06, 2019 10:14 pm

jayunited wrote:
antoniemey wrote:
77H wrote:

Even without the outlining paint it’s atill very easy to spot a deactivated exit door plug. Again, the 739ER plug is clearly visible and some of the new 21N deliveries for BA and NZ have deactivated plugs that can be clearly seen.

77H


Depends on the lighting and exact shade of paint. Standing on the ramp, I can see where the plug is on the 900, yes, but not generally from a distance. The overwing might be more obvious, but from the perspective we're talking, identifying the aircraft as being a 319 or 320 for the ramp crew, the lack of outline will make it easy to tell that it's a 319.


The ramp should be identifying their arriving aircraft by the inbound paperwork and/or by the EFID screen. I understand what you are saying using plug doors or over wing exits to identify aircraft type. The problem with your method is the 737-900 has no plug door, the 737-900ER does however they are both the same size there are even repots or ramp agents being confused about the A320s we acquired from China that have 3 doors to access the pits. Which is why UA paint the nose number of the aircraft in pretty large font on the front landing gear so that as the aircraft approaches the gate you can see the nose number. In over 18 years of working the ramp at ORD I never had an issue identifying my aircraft using either my arrival paperwork or the EFID screen and that even applies to on the ground gate changes. The problem that I noticed before I left the ramp is people can no longer identify the aircraft type by the aircraft nose number (and I'm not saying this applies to you personally so please don't take it as a personal attack). Personally I've always found the easiest way to identify the aircraft type is by the nose number but more specifically the first two numbers of the every nose number will tell you what type of aircraft is coming to your gate then reading that nose number on the landing gear doors is how I use to always identify which aircraft I should be marshaling into the gate. If there was an on the ground gate change I would always ask either the zone controller for aircraft number just in case the they hadn't yet updated the EFID screen.


And you're looking at it from a hub perspective with all the latest bells and whistles working.

Yes, the aircraft number should always be verified before marshaling the aircraft in. But in smaller outstations (where I have worked, but no longer do thanks to a better opportunity outside the industry) it is not uncommon to have flights arriving close to the same time with similar aircraft types and part or all of a ramp crew needing to help set up for and/or park both. When you're out setting up your gate at these small stations, sometimes your first indicator that one of your aircraft is on the ground is seeing it taxi around the end of the next concourse. If you're expecting 2 flights close together and one is an A319 and the other an A320, looking towards the overwing exits can quickly tell you which of your gates you need to move towards to be prepared to park the thing, before it's close enough to read any numbers.

Naturally, it doesn't always work, because if you're expecting 2 A319s (or worse, 2 CRJs or ERJs) there's no way to distinguish them until they are close enough to read numbers. As far as a 900A vs a 900ER, at the station I worked that got them they were handled the same way for pretty much all purposes on our end. Same parking line, same equipment needed set up before arrival, etc. Load and unload order might be different, but, again, that comes after you're actually close enough to see the ship number. Well after.

But, the original comment that sparked this discussion was how one would tell an A319 from an A320 where the 319 has extra overwing exits... leading to the fact that if the exit is deactivated, that exit, while visible for someone near the plane, will not have the outlining paint ring and thus not be a factor in aircraft identification from a distance.
Make something Idiot-proof, and the Universe will make a more inept idiot.
 
Okcflyer
Posts: 557
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 1:55 am

The Easyjet A319’s have CFM engines ... which look radically different from IAE’s the rest of the fleet has. Until/if an Easyjet A320 shows up, that’ll be pretty easy give away for the nerds looking from a distance. For what it’s worth, there is enough length difference between A319 and A320, I find it easy to tell. The A319 is very stubby.
 
codc10
Posts: 2529
Joined: Sat Jul 08, 2000 7:18 am

Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 2:28 am

Okcflyer wrote:
The Easyjet A319’s have CFM engines ... which look radically different from IAE’s the rest of the fleet has. Until/if an Easyjet A320 shows up, that’ll be pretty easy give away for the nerds looking from a distance. For what it’s worth, there is enough length difference between A319 and A320, I find it easy to tell. The A319 is very stubby.


Yeah, I wouldn’t get too caught up in worrying about mixing up 319/320 plugged exits when the ex-EZY 319s have a completely different engine...
 
jayunited
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 3:02 am

antoniemey wrote:
And you're looking at it from a hub perspective with all the latest bells and whistles working.

Yes, the aircraft number should always be verified before marshaling the aircraft in. But in smaller outstations (where I have worked, but no longer do thanks to a better opportunity outside the industry) it is not uncommon to have flights arriving close to the same time with similar aircraft types and part or all of a ramp crew needing to help set up for and/or park both. When you're out setting up your gate at these small stations, sometimes your first indicator that one of your aircraft is on the ground is seeing it taxi around the end of the next concourse. If you're expecting 2 flights close together and one is an A319 and the other an A320, looking towards the overwing exits can quickly tell you which of your gates you need to move towards to be prepared to park the thing, before it's close enough to read any numbers.

Naturally, it doesn't always work, because if you're expecting 2 A319s (or worse, 2 CRJs or ERJs) there's no way to distinguish them until they are close enough to read numbers. As far as a 900A vs a 900ER, at the station I worked that got them they were handled the same way for pretty much all purposes on our end. Same parking line, same equipment needed set up before arrival, etc. Load and unload order might be different, but, again, that comes after you're actually close enough to see the ship number. Well after.

But, the original comment that sparked this discussion was how one would tell an A319 from an A320 where the 319 has extra overwing exits... leading to the fact that if the exit is deactivated, that exit, while visible for someone near the plane, will not have the outlining paint ring and thus not be a factor in aircraft identification from a distance.


Your post is almost laughable if you were being so serious. I will give you line stations have to cover both above and below wing and have flights arriving at the same time the same equipment type but so do hubs. Now days and even before I left the ramp, people on the ramp no longer worked just one gate you are working multiple gates, you're parking one aircraft and the supervisor or ROC is telling you go to the next gate to park that arrival. Which is why I stated the best way to identify your aircraft type is first by aircraft number the second number after the "4" will tell you whether you should be expecting a A319 or an A320 not over wing exits. The number "4" tells you its an Airbus the number after the "4" will tell you which type and its doesn't matter whether your at a hub or line station, whether you have an EFID screen or not everyone has access to the ALR (arrival loading record) which give you the aircraft number. My ramp trainer years ago taught my class many things however the two things we had to learn and had to pass when the test came around was the city codes test and the aircraft recognition test using only the aircraft nose number. Now that I'm at Willis I don't physically see or touch aircraft but I know what type of aircraft I'm either working or reading about in a report from the nose number. Learn what those nose numbers mean and you will never again have a problem identifying the type of aircraft you should be parking. This method can also be applied to the sCO fleet even though the first number on the nose of that entire fleet starts with a "3" knowing what that second or third number means will tell you exactly the type of aircraft to expect at your gate. Nose numbers might seem random and may not make a lot of sense to the flying public but for people who work for the airline especially people on the ramp who are marshaling these aircraft in to gates they need to be able to identify aircraft types by nose number. People should be able to pull up their arrival paperwork and know if they are meeting a A319, A320, 737-700/800/900, sUA 752, sCO 752/3, 763/4, 772/3, 788/9/10. Learn what those numbers mean and you will know what to expect before the aircraft is even approaching the gate or lead in line.
 
77H
Posts: 1458
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 3:30 am

codc10 wrote:
Okcflyer wrote:
The Easyjet A319’s have CFM engines ... which look radically different from IAE’s the rest of the fleet has. Until/if an Easyjet A320 shows up, that’ll be pretty easy give away for the nerds looking from a distance. For what it’s worth, there is enough length difference between A319 and A320, I find it easy to tell. The A319 is very stubby.


Yeah, I wouldn’t get too caught up in worrying about mixing up 319/320 plugged exits when the ex-EZY 319s have a completely different engine...



Will any of UA’s second hand 319/20 purchases be sharklet equipped ?

77H
 
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antoniemey
Posts: 1400
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 4:15 am

jayunited wrote:
antoniemey wrote:
And you're looking at it from a hub perspective with all the latest bells and whistles working.

Yes, the aircraft number should always be verified before marshaling the aircraft in. But in smaller outstations (where I have worked, but no longer do thanks to a better opportunity outside the industry) it is not uncommon to have flights arriving close to the same time with similar aircraft types and part or all of a ramp crew needing to help set up for and/or park both. When you're out setting up your gate at these small stations, sometimes your first indicator that one of your aircraft is on the ground is seeing it taxi around the end of the next concourse. If you're expecting 2 flights close together and one is an A319 and the other an A320, looking towards the overwing exits can quickly tell you which of your gates you need to move towards to be prepared to park the thing, before it's close enough to read any numbers.

Naturally, it doesn't always work, because if you're expecting 2 A319s (or worse, 2 CRJs or ERJs) there's no way to distinguish them until they are close enough to read numbers. As far as a 900A vs a 900ER, at the station I worked that got them they were handled the same way for pretty much all purposes on our end. Same parking line, same equipment needed set up before arrival, etc. Load and unload order might be different, but, again, that comes after you're actually close enough to see the ship number. Well after.

But, the original comment that sparked this discussion was how one would tell an A319 from an A320 where the 319 has extra overwing exits... leading to the fact that if the exit is deactivated, that exit, while visible for someone near the plane, will not have the outlining paint ring and thus not be a factor in aircraft identification from a distance.


Your post is almost laughable if you were being so serious. I will give you line stations have to cover both above and below wing and have flights arriving at the same time the same equipment type but so do hubs. Now days and even before I left the ramp, people on the ramp no longer worked just one gate you are working multiple gates, you're parking one aircraft and the supervisor or ROC is telling you go to the next gate to park that arrival. Which is why I stated the best way to identify your aircraft type is first by aircraft number the second number after the "4" will tell you whether you should be expecting a A319 or an A320 not over wing exits. The number "4" tells you its an Airbus the number after the "4" will tell you which type and its doesn't matter whether your at a hub or line station, whether you have an EFID screen or not everyone has access to the ALR (arrival loading record) which give you the aircraft number. My ramp trainer years ago taught my class many things however the two things we had to learn and had to pass when the test came around was the city codes test and the aircraft recognition test using only the aircraft nose number. Now that I'm at Willis I don't physically see or touch aircraft but I know what type of aircraft I'm either working or reading about in a report from the nose number. Learn what those nose numbers mean and you will never again have a problem identifying the type of aircraft you should be parking. This method can also be applied to the sCO fleet even though the first number on the nose of that entire fleet starts with a "3" knowing what that second or third number means will tell you exactly the type of aircraft to expect at your gate. Nose numbers might seem random and may not make a lot of sense to the flying public but for people who work for the airline especially people on the ramp who are marshaling these aircraft in to gates they need to be able to identify aircraft types by nose number. People should be able to pull up their arrival paperwork and know if they are meeting a A319, A320, 737-700/800/900, sUA 752, sCO 752/3, 763/4, 772/3, 788/9/10. Learn what those numbers mean and you will know what to expect before the aircraft is even approaching the gate or lead in line.


Did you read my post? Doesn't seem like you did. I literally said that it was simply a visual difference that COULD be used at a distance to give you an idea in a very specific situation, not that it's what anyone does or should use as an actual method of verification. I know UA's fleet number system decently well, though not perfectly. Most of my ramp time was spent dealing with RJs, so those numbers I can still tell you huge amounts just by seeing a ship number, including for some aircraft if I had trouble servicing its lav or there was a funny or stupid comment scrawled in the bin somewhere.

But, if you want to be patronizing about points I was not making, have a good time.
Make something Idiot-proof, and the Universe will make a more inept idiot.
 
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calpsafltskeds
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 5:44 am

Just checked photos for all the 319s from CALTECH's list and almost all photos are from 2018 and all just have wing fences.
 
sircygnus
Posts: 53
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 4:56 pm

Sort of random but does anyone have any insight into why United has zero non stops between PDX and LAX? Seems like a pretty glaring hole in their west coast network. They just must not want to battle other airlines in the route.
 
LAXdude1023
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 5:07 pm

sircygnus wrote:
Sort of random but does anyone have any insight into why United has zero non stops between PDX and LAX? Seems like a pretty glaring hole in their west coast network. They just must not want to battle other airlines in the route.


For the same reason they gave up DFW-LAX. Huge market but ridiculous amounts of competition and service from other airlines.
"I dance and laugh among the rotten"
 
VC10er
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 5:31 pm

I have a scheduling question! Last Friday night I had to fly from Boston to EWR. The LAST nonstop was 6pm!?! I was quite surprised! I couldn’t make that after my meeting so I had to go to IAD, then EWR.
Would UA really not be able to fill an A319 or 73G at 7 or 7:30pm on a Friday night after close of business (which is usually 5 or 5:30pm)
Naturally I flew while everyone else in my group got the train.
To Most the Sky is The Limit, For me, the Sky is Home.
 
codc10
Posts: 2529
Joined: Sat Jul 08, 2000 7:18 am

Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 5:57 pm

LAXdude1023 wrote:
sircygnus wrote:
Sort of random but does anyone have any insight into why United has zero non stops between PDX and LAX? Seems like a pretty glaring hole in their west coast network. They just must not want to battle other airlines in the route.


For the same reason they gave up DFW-LAX. Huge market but ridiculous amounts of competition and service from other airlines.


+1. It would seem that UA has slowly been leaving LAX markets where it is the 4th (MSP), 5th (MSY) or even 6th (DFW/DAL) player, especially ones that overfly a hub. Instead, UA has been adding UAX into underserved markets like MSN, EUG, PSC, RDM, etc. Mainline service is to hubs, large UA stations (CLE/SAN/BOS/MCO), Hawaii and international.

VC10er wrote:
I have a scheduling question! Last Friday night I had to fly from Boston to EWR. The LAST nonstop was 6pm!?! I was quite surprised! I couldn’t make that after my meeting so I had to go to IAD, then EWR.
Would UA really not be able to fill an A319 or 73G at 7 or 7:30pm on a Friday night after close of business (which is usually 5 or 5:30pm)
Naturally I flew while everyone else in my group got the train.


Ordinarily, the last nonstop BOS-EWR is around 8pm, and often leaves later than that with the usual slate of traffic management delays into EWR. I'm guessing it dropped off the schedule during the holiday weeks.

If I missed the last BOS-EWR... Acela (or even Regional) looks WAY more appealing than a backtracking Dulles connection, but that's just me!
 
UAinAUS
Posts: 130
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 7:34 pm

UAX Update:

CR2:
N925EV (2003 build) has entered the UAX fleet with Skywest (globe)
N421ZW (1999 build) has entered the UAX fleet with Air Wisconsin (globe)
 
flyguy84
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 8:03 pm

sircygnus wrote:
Sort of random but does anyone have any insight into why United has zero non stops between PDX and LAX? Seems like a pretty glaring hole in their west coast network. They just must not want to battle other airlines in the route.

United is severely gate constrained at LAX (thanks SMI/J) so until they have access to more gates, they are focusing on higher yielding routes.
SFO
 
VC10er
Posts: 4073
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 10:22 pm

codc10 wrote:
LAXdude1023 wrote:
sircygnus wrote:
Sort of random but does anyone have any insight into why United has zero non stops between PDX and LAX? Seems like a pretty glaring hole in their west coast network. They just must not want to battle other airlines in the route.


For the same reason they gave up DFW-LAX. Huge market but ridiculous amounts of competition and service from other airlines.


+1. It would seem that UA has slowly been leaving LAX markets where it is the 4th (MSP), 5th (MSY) or even 6th (DFW/DAL) player, especially ones that overfly a hub. Instead, UA has been adding UAX into underserved markets like MSN, EUG, PSC, RDM, etc. Mainline service is to hubs, large UA stations (CLE/SAN/BOS/MCO), Hawaii and international.

VC10er wrote:
I have a scheduling question! Last Friday night I had to fly from Boston to EWR. The LAST nonstop was 6pm!?! I was quite surprised! I couldn’t make that after my meeting so I had to go to IAD, then EWR.
Would UA really not be able to fill an A319 or 73G at 7 or 7:30pm on a Friday night after close of business (which is usually 5 or 5:30pm)
Naturally I flew while everyone else in my group got the train.


Ordinarily, the last nonstop BOS-EWR is around 8pm, and often leaves later than that with the usual slate of traffic management delays into EWR. I'm guessing it dropped off the schedule during the holiday weeks.

If I missed the last BOS-EWR... Acela (or even Regional) looks WAY more appealing than a backtracking Dulles connection, but that's just me!


Well, it was one of those knee jerk things- I had already bought the tickets, was really bummed about the stop at IAD, but I hit “purchase” anyway- then days later realized how dumb that was, and should have gone home by train. It wasn’t bad, both flight’s left on time and arrived early, but I was beat when I got home. I hope they add a later EWR flight back...I’ll be doing Boston a lot. Happy New Year!
To Most the Sky is The Limit, For me, the Sky is Home.
 
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LAXintl
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 11:01 pm

Here is another angle.

Size differences between variants quite apparent.

Image

https://pbs.twimg.com/media/DwU4UX6WkAAg09K.jpg
From the desert to the sea, to all of Southern California
 
fun2fly
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 11:03 pm

Will we ever see a 787 in Star Alliance livery?
 
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cosyr
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Re: United Fleet/Network Thread - 2019

Mon Jan 07, 2019 11:55 pm

fun2fly wrote:
Will we ever see a 787 in Star Alliance livery?

I don't have numbers from years past, but it seems like all Star Alliance carriers have a lower percentage of Star Alliance livery planes from maybe 10 years ago.
 
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intotheair
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 12:21 am

Maybe if UA tries to pull a Lufthansa Cityline and have ExpressJet pilots fly them as a cost-cutting move :duck: (I know, there's no chance in hell that would ever happen, thank god.)
300 319 320 321 332 333 345 346 380 717 733 734 735 73G 738 739 744 752 753 762 763 772 77W 788 789 CR2 CR7 CR9 CRK Q400 E175 DC10 MD82 MD90
AA AF AS AY AZ B6 BA BR DL F9 FI GA HA KF LH MI QX SK SN SQ UA US VY WN
 
VC10er
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 12:44 am

LAXintl wrote:
Here is another angle.

Size differences between variants quite apparent.

Image

https://pbs.twimg.com/media/DwU4UX6WkAAg09K.jpg


Like a handful of other famous aviation photos, I think this one will last for many decades. I hope United can find a way to make this photo, or its 787 fleet of all 3 types meaningful to more than just av geeks...stir up something in the hearts of regular passengers about the miracle of flight, and get those goosebumps to translate into something great for United. A brand that had more than it’s share of a hard time and mismanagement. I simply cannot wait to fly the 787-10!
To Most the Sky is The Limit, For me, the Sky is Home.
 
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FA9295
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 1:44 am

LAXdude1023 wrote:
sircygnus wrote:
Sort of random but does anyone have any insight into why United has zero non stops between PDX and LAX? Seems like a pretty glaring hole in their west coast network. They just must not want to battle other airlines in the route.


For the same reason they gave up DFW-LAX. Huge market but ridiculous amounts of competition and service from other airlines.

I wonder how long they'll continue to fly SEA-LAX. That's a much larger market than PDX-LAX is. However, during the holiday rush, they did have mainline A320s and 737-800s on the route (SEA-LAX, that is)--so I guess it's doing just fine despite insane competition, which makes me think they would do even better on PDX-LAX.
 
Briancw
Posts: 65
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 1:12 pm

Is UA no longer operating non-stop EWR-DUS? ITA Matrix shows it, but I can't find it on United's site...

And for anyone else interested in this route, LH no longer operates it and has moved EW to cover in its place.
 
codc10
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 2:10 pm

Briancw wrote:
Is UA no longer operating non-stop EWR-DUS? ITA Matrix shows it, but I can't find it on United's site...

And for anyone else interested in this route, LH no longer operates it and has moved EW to cover in its place.


Not for almost 20 years... IIRC it went away not long after 9/11.
 
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cosyr
Posts: 1355
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 2:30 pm

VC10er wrote:
LAXintl wrote:
Here is another angle.

Size differences between variants quite apparent.

Image

https://pbs.twimg.com/media/DwU4UX6WkAAg09K.jpg


Like a handful of other famous aviation photos, I think this one will last for many decades. I hope United can find a way to make this photo, or its 787 fleet of all 3 types meaningful to more than just av geeks...stir up something in the hearts of regular passengers about the miracle of flight, and get those goosebumps to translate into something great for United. A brand that had more than it’s share of a hard time and mismanagement. I simply cannot wait to fly the 787-10!

Yeah, it reminds me a bit of the original UA 772 with the Boeing 247 photo from 95.
 
iahcsr
Posts: 4777
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 2:38 pm

39M
N27511 This aircraft has been “Ready for Delivery” for almost ten days, yet it still sits at BFI. It’s been suggested that due to the government shutdown the FAA is not doing any required inspections or paperwork sign offs at this time, hence all such things are at a standstill. Anyone have any knowledge as to this?
Working Hard, Flying Right Friendly....
 
Briancw
Posts: 65
Joined: Thu Mar 02, 2017 12:55 pm

Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 3:32 pm

codc10 wrote:
Briancw wrote:
Is UA no longer operating non-stop EWR-DUS? ITA Matrix shows it, but I can't find it on United's site...

And for anyone else interested in this route, LH no longer operates it and has moved EW to cover in its place.


Not for almost 20 years... IIRC it went away not long after 9/11.



Hmmm...I thought I flew with UA (on UA metal) 4 or 5 years ago out of EWR to DUS...perhaps it was only LH.
 
FSDan
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 5:24 pm

Briancw wrote:
codc10 wrote:
Briancw wrote:
Is UA no longer operating non-stop EWR-DUS? ITA Matrix shows it, but I can't find it on United's site...

And for anyone else interested in this route, LH no longer operates it and has moved EW to cover in its place.


Not for almost 20 years... IIRC it went away not long after 9/11.



Hmmm...I thought I flew with UA (on UA metal) 4 or 5 years ago out of EWR to DUS...perhaps it was only LH.


CO (and then maybe UA for a while after the merger?) flew EWR-CGN for a number of years. I think EWR-DUS was always LH, though.
This is my signature until I think of a better one.
 
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intotheair
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 5:36 pm

iahcsr wrote:
39M
N27511 This aircraft has been “Ready for Delivery” for almost ten days, yet it still sits at BFI. It’s been suggested that due to the government shutdown the FAA is not doing any required inspections or paperwork sign offs at this time, hence all such things are at a standstill. Anyone have any knowledge as to this?


According to this AP story, that is correct:

Safety inspectors aren't even on the job. A Federal Aviation Administration spokesman said Monday that inspectors are being called back to work on a case-by-case basis, with a priority put on inspecting airline fleets.

...

FAA spokesman Gregory Martin said the agency has been recalling inspectors for certain jobs including assignments at the airlines, as it did in previous government shutdowns.

"We're going to continue to prioritize with the resources that we have," Martin said. "Our focus is on the commercial air carriers and volumes of people they carry."

Martin did not say how many inspectors are working or how the number of inspections being done compared with pre-shutdown levels.

Chuck Banks, one of those furloughed inspectors, said colleagues are being called in when an airline needs something, like a plane certified for flight. The routine, normal oversight of operations at airlines and repair shops is not being done, leaving companies to regulate themselves, he said.

"Do you like the fox watching the hen house?" he said. "Every day the government stays shut down, it gets less safe to fly."


https://www.usatoday.com/story/travel/f ... 511468002/
300 319 320 321 332 333 345 346 380 717 733 734 735 73G 738 739 744 752 753 762 763 772 77W 788 789 CR2 CR7 CR9 CRK Q400 E175 DC10 MD82 MD90
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wn676
Posts: 1692
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Re: United Fleet/Network Thread - 2019

Tue Jan 08, 2019 5:39 pm

iahcsr wrote:
39M
N27511 This aircraft has been “Ready for Delivery” for almost ten days, yet it still sits at BFI. It’s been suggested that due to the government shutdown the FAA is not doing any required inspections or paperwork sign offs at this time, hence all such things are at a standstill. Anyone have any knowledge as to this?


That’s likely what’s going on. I was in TLS to take delivery of an aircraft when the government shut down in 2013 and ran into a similar issue.
Tiny, unreadable text leaves ample room for interpretation.
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Military Aircraft Every type from fighters to helicopters from air forces around the globe

Classic Airliners Props and jets from the good old days

Flight Decks Views from inside the cockpit

Aircraft Cabins Passenger cabin shots showing seat arrangements as well as cargo aircraft interior

Cargo Aircraft Pictures of great freighter aircraft

Government Aircraft Aircraft flying government officials

Helicopters Our large helicopter section. Both military and civil versions

Blimps / Airships Everything from the Goodyear blimp to the Zeppelin

Night Photos Beautiful shots taken while the sun is below the horizon

Accidents Accident, incident and crash related photos

Air to Air Photos taken by airborne photographers of airborne aircraft

Special Paint Schemes Aircraft painted in beautiful and original liveries

Airport Overviews Airport overviews from the air or ground

Tails and Winglets Tail and Winglet closeups with beautiful airline logos