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ikolkyo
Posts: 3000
Joined: Tue Nov 05, 2013 8:43 pm

Re: United Fleet/Network Thread - 2019

Mon May 27, 2019 4:01 pm

KVH68 wrote:
CALTECH wrote:
NOSE # TYPE
0001-0022 777-224ER

0051-0066 767-424

0101-0141 757-224

0201-0299 737-824
0401-0412 737-924
0413-0479 737-924ER
0501-0542 737-824
0701-0750 737-724

0751-0752 737-71Q
0753-0754 737-7V3

0801-0849 737-924ER

0851-0859 757-324

0860-0871 757-33N

0880-0899 737-924ER

0901-0913 787-8
0950-0974 787-9
1001-1025 787-10

2018-2029 777-222B
2131-2152 777-322ER
2368-2515 777-222A
2704-2897 777-222B

4001-4055 A319-131
4101-4173 A320-232
4214-4298 A320-232
4301-4320 A319-111
4615-4713 A320-232
4866-4899 A319-132
4901-4913 A320-232

5302-5997 757-222

6441-6677 767-322

6684-6686 767-3CB

7501-7515 737MAX-9
7751-77XX 737MAX-10

8404-8497 747-422


Do you know if there are any plans to change all 787-8 and 787-9 nose numbers to the 1XXX format?


What for?
 
GmoneyCO
Posts: 166
Joined: Sun Oct 29, 2017 4:42 pm

Re: United Fleet/Network Thread - 2019

Mon May 27, 2019 5:52 pm

Cmac787 wrote:
So they are doing the Mods in GYR??? not LCQ??


That is the current assumption. There are some sizable MRO operations at GYR.
 
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KVH68
Posts: 265
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Re: United Fleet/Network Thread - 2019

Mon May 27, 2019 6:00 pm

ikolkyo wrote:
KVH68 wrote:
CALTECH wrote:
NOSE # TYPE
0001-0022 777-224ER

0051-0066 767-424

0101-0141 757-224

0201-0299 737-824
0401-0412 737-924
0413-0479 737-924ER
0501-0542 737-824
0701-0750 737-724

0751-0752 737-71Q
0753-0754 737-7V3

0801-0849 737-924ER

0851-0859 757-324

0860-0871 757-33N

0880-0899 737-924ER

0901-0913 787-8
0950-0974 787-9
1001-1025 787-10

2018-2029 777-222B
2131-2152 777-322ER
2368-2515 777-222A
2704-2897 777-222B

4001-4055 A319-131
4101-4173 A320-232
4214-4298 A320-232
4301-4320 A319-111
4615-4713 A320-232
4866-4899 A319-132
4901-4913 A320-232

5302-5997 757-222

6441-6677 767-322

6684-6686 767-3CB

7501-7515 737MAX-9
7751-77XX 737MAX-10

8404-8497 747-422


Do you know if there are any plans to change all 787-8 and 787-9 nose numbers to the 1XXX format?


What for?


It helps employees identify the type of aircraft. For example, if I were a mechanic working at the terminal and the computer tells me the next aircraft coming to my gate is 4101, then I know it will be an Airbus A320 based on the first number of the nose number. The "4" tells me it is an Airbus A320/319. sCO aircraft all have nose numbers that begin with a zero, "0". That zero doesn't give me much information about the aircraft type. It could be a 777, 757, 737, ... As employees, we all identify each aircraft by the nose number and not the "N" registration number.
 
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ikolkyo
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Re: United Fleet/Network Thread - 2019

Mon May 27, 2019 7:17 pm

KVH68 wrote:
ikolkyo wrote:
KVH68 wrote:

Do you know if there are any plans to change all 787-8 and 787-9 nose numbers to the 1XXX format?


What for?


It helps employees identify the type of aircraft. For example, if I were a mechanic working at the terminal and the computer tells me the next aircraft coming to my gate is 4101, then I know it will be an Airbus A320 based on the first number of the nose number. The "4" tells me it is an Airbus A320/319. sCO aircraft all have nose numbers that begin with a zero, "0". That zero doesn't give me much information about the aircraft type. It could be a 777, 757, 737, ... As employees, we all identify each aircraft by the nose number and not the "N" registration number.


I’m aware of this, you could just identify the aircraft by the 2nd number. It’s not that big of a difference to reidentify a whole fleet. Especially since other fleet types are the same way.
 
VC10er
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Re: United Fleet/Network Thread - 2019

Mon May 27, 2019 8:50 pm

I have a question that will reveal my ignorance (which you all are well aware of Lol)

If there are PW and GE engined 772’s, what is it that makes the difference? (Aside from different engine manufacturers) -example: why cant a 772 with PW engines be changed to GE engines? Is there something different about the wing mounts? Or the 772 itself that match them up permanently?

As for the used Airbus 319’s. I’ve flown the newly refurbished A319/20. In F each time because I really love the seat. (Same for 73G) not just because I find the recline better, but the interiors are also (IMHO) very attractive. (Conversely, IF I have no choice but to be on the 737-800, it’s not worth the money v E+ because the F seat is so uncomfortable) but my Question is: when UA takes delivery of a used Airbus, anyone have any idea how much it costs UA to overhaul them, mechanically and the new interiors?

It just makes me wonder how long it take one overalled Airbus to return to positive revenue generation. Thanks zillions
To Most the Sky is The Limit, For me, the Sky is Home.
 
Coalways
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Re: United Fleet/Network Thread - 2019

Mon May 27, 2019 8:57 pm

Any news on the 737 MAX10? Delivery in first quarter of 2020? I know there was a picture of it on a train.
 
VC10er
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Re: United Fleet/Network Thread - 2019

Mon May 27, 2019 9:16 pm

Oh! Another thought! And question! Probably absurd! BUT:

If United went ahead and created these unusually high premium 763’s, is there a possibility that they would consider doing something similar to a handful of 772’s that will still fly ULH p2p High Premium routes?

I keep forgetting how big a 772 actually is, because the 777-300 considerably bigger- and when next to each other, the 772 does looks a lot smaller.
But, in fact a 772 ain’t small either- everything is relative! SO, if a certain number of them had a larger than usual Polaris and PE sections, and large E+, could that 772 not be a big revenue generator between 2 very premium UHL destinations? (Or go really bold with a 772 in Polaris and PE only (no Y section and name it the snoot-route! Lol)
Just guessing, but could a high premium 772 work to Asia or possibly European destination where the High J 767 is not quite big enough?

Or is a high premium configuration 772 simply just stupid?
To Most the Sky is The Limit, For me, the Sky is Home.
 
United1
Posts: 4195
Joined: Wed Oct 08, 2003 9:21 am

Re: United Fleet/Network Thread - 2019

Mon May 27, 2019 10:02 pm

VC10er wrote:
I have a question that will reveal my ignorance (which you all are well aware of Lol)

If there are PW and GE engined 772’s, what is it that makes the difference? (Aside from different engine manufacturers) -example: why cant a 772 with PW engines be changed to GE engines? Is there something different about the wing mounts? Or the 772 itself that match them up permanently?

As for the used Airbus 319’s. I’ve flown the newly refurbished A319/20. In F each time because I really love the seat. (Same for 73G) not just because I find the recline better, but the interiors are also (IMHO) very attractive. (Conversely, IF I have no choice but to be on the 737-800, it’s not worth the money v E+ because the F seat is so uncomfortable) but my Question is: when UA takes delivery of a used Airbus, anyone have any idea how much it costs UA to overhaul them, mechanically and the new interiors?

It just makes me wonder how long it take one overalled Airbus to return to positive revenue generation. Thanks zillions


Re the engines:

Software, cabling, engine pylons are all specific to that particular engine type. Boeing did convert one 772 from GE to RR (one of the early Cathay birds that was used for test flights) however it is prohibitively expensive to do that. It is far cheaper to simply operate two different types of engines.
I know the voices in my head aren't real but sometimes their ideas are just awesome!!!
 
VC10er
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Re: United Fleet/Network Thread - 2019

Tue May 28, 2019 12:39 am

United1 wrote:
VC10er wrote:
I have a question that will reveal my ignorance (which you all are well aware of Lol)

If there are PW and GE engined 772’s, what is it that makes the difference? (Aside from different engine manufacturers) -example: why cant a 772 with PW engines be changed to GE engines? Is there something different about the wing mounts? Or the 772 itself that match them up permanently?

As for the used Airbus 319’s. I’ve flown the newly refurbished A319/20. In F each time because I really love the seat. (Same for 73G) not just because I find the recline better, but the interiors are also (IMHO) very attractive. (Conversely, IF I have no choice but to be on the 737-800, it’s not worth the money v E+ because the F seat is so uncomfortable) but my Question is: when UA takes delivery of a used Airbus, anyone have any idea how much it costs UA to overhaul them, mechanically and the new interiors?

It just makes me wonder how long it take one overalled Airbus to return to positive revenue generation. Thanks zillions


Re the engines:

Software, cabling, engine pylons are all specific to that particular engine type. Boeing did convert one 772 from GE to RR (one of the early Cathay birds that was used for test flights) however it is prohibitively expensive to do that. It is far cheaper to simply operate two different types of engines.


Wow! THANKS! I guess I was thinking that if a 744 and a 767 had interchangeable engines, yet such DIFFERENT airplanes- why couldn’t 2 772’s just swap? I knew there had to be a good answer, but I didn’t have a clue.
Thanks again
To Most the Sky is The Limit, For me, the Sky is Home.
 
United1
Posts: 4195
Joined: Wed Oct 08, 2003 9:21 am

Re: United Fleet/Network Thread - 2019

Tue May 28, 2019 1:05 am

VC10er wrote:
United1 wrote:
VC10er wrote:
I have a question that will reveal my ignorance (which you all are well aware of Lol)

If there are PW and GE engined 772’s, what is it that makes the difference? (Aside from different engine manufacturers) -example: why cant a 772 with PW engines be changed to GE engines? Is there something different about the wing mounts? Or the 772 itself that match them up permanently?

As for the used Airbus 319’s. I’ve flown the newly refurbished A319/20. In F each time because I really love the seat. (Same for 73G) not just because I find the recline better, but the interiors are also (IMHO) very attractive. (Conversely, IF I have no choice but to be on the 737-800, it’s not worth the money v E+ because the F seat is so uncomfortable) but my Question is: when UA takes delivery of a used Airbus, anyone have any idea how much it costs UA to overhaul them, mechanically and the new interiors?

It just makes me wonder how long it take one overalled Airbus to return to positive revenue generation. Thanks zillions


Re the engines:

Software, cabling, engine pylons are all specific to that particular engine type. Boeing did convert one 772 from GE to RR (one of the early Cathay birds that was used for test flights) however it is prohibitively expensive to do that. It is far cheaper to simply operate two different types of engines.


Wow! THANKS! I guess I was thinking that if a 744 and a 767 had interchangeable engines, yet such DIFFERENT airplanes- why couldn’t 2 772’s just swap? I knew there had to be a good answer, but I didn’t have a clue.
Thanks again


The 744 and 767 don't have interchangeable engines the way your initial query was presented......ie you can't switch from RR, PW to GE on the same airframe. A 744 with PW powered engines could swap with a 767 with PW powered engines, with a few changes to the engine, as both aircraft types use the same engine. Basically once an engine manufacturer is chosen for that airframe you are stuck with that choice.
I know the voices in my head aren't real but sometimes their ideas are just awesome!!!
 
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cosyr
Posts: 1483
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Re: United Fleet/Network Thread - 2019

Tue May 28, 2019 2:21 am

VC10er wrote:
United1 wrote:
VC10er wrote:
I have a question that will reveal my ignorance (which you all are well aware of Lol)

If there are PW and GE engined 772’s, what is it that makes the difference? (Aside from different engine manufacturers) -example: why cant a 772 with PW engines be changed to GE engines? Is there something different about the wing mounts? Or the 772 itself that match them up permanently?

As for the used Airbus 319’s. I’ve flown the newly refurbished A319/20. In F each time because I really love the seat. (Same for 73G) not just because I find the recline better, but the interiors are also (IMHO) very attractive. (Conversely, IF I have no choice but to be on the 737-800, it’s not worth the money v E+ because the F seat is so uncomfortable) but my Question is: when UA takes delivery of a used Airbus, anyone have any idea how much it costs UA to overhaul them, mechanically and the new interiors?

It just makes me wonder how long it take one overalled Airbus to return to positive revenue generation. Thanks zillions


Re the engines:

Software, cabling, engine pylons are all specific to that particular engine type. Boeing did convert one 772 from GE to RR (one of the early Cathay birds that was used for test flights) however it is prohibitively expensive to do that. It is far cheaper to simply operate two different types of engines.


Wow! THANKS! I guess I was thinking that if a 744 and a 767 had interchangeable engines, yet such DIFFERENT airplanes- why couldn’t 2 772’s just swap? I knew there had to be a good answer, but I didn’t have a clue.
Thanks again

While the 777's can't, Boeing did make a big deal about the fact that the 787 can change engine type. I was just thinking about that today, as we learned that Air New Zealand ordered 78J's with different engine than their 789's. I doubt they would change either fleet, but they would be the first airline with a logical reason to do so.
 
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calpsafltskeds
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Re: United Fleet/Network Thread - 2019

Tue May 28, 2019 2:55 am

RE smaller fleet of 772ERs:
Yes, a nice small fleet could provide ORD-HNL, HNL-GUM and EWR-HNL or IAH-HNL. Not sure if IAH-HNL takes a weight restriction or if EWR-HNL needs the lift. However, the HNL-GUM departs prior to some arrivals so swaps wouldn't work out well without rescheduling, which could miss connects at ORD, EWR or GUM. It might make sense to rotate a HNL to LAX or SFO RT to get maint visit, unless HNL could maintain the small 4 unit fleet. CO used to operate a fleet of 2 DC10-30s that flew LAX-HNL-NZ/OZ on a daily basis.
 
codc10
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Re: United Fleet/Network Thread - 2019

Tue May 28, 2019 3:51 am

4 77E in domestic configuration would enable greater payload on ORD-HNL/OGG, 777 on EWR-HNL and more cargo uplift on GUM-HNL.
 
77H
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Re: United Fleet/Network Thread - 2019

Tue May 28, 2019 11:54 am

codc10 wrote:
4 77E in domestic configuration would enable greater payload on ORD-HNL/OGG, 777 on EWR-HNL and more cargo uplift on GUM-HNL.


While the 77E would vastly improve payload on ORD-HNL there would be relatively little value add in terms of cargo uplift on HNL-GUM (the busier of the two segments). The HNL-GUM flight “bulks out” far more frequently than it weight restricts. You’d need to run the 77W on the route to see any appreciable difference in cargo uplift as you’d need the extra positions. If the 78X ever ends up replacing the HD 77As you’d have a real winner in terms of cargo.

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

Tue May 28, 2019 11:55 am

calpsafltskeds wrote:
RE smaller fleet of 772ERs:
Yes, a nice small fleet could provide ORD-HNL, HNL-GUM and EWR-HNL or IAH-HNL. Not sure if IAH-HNL takes a weight restriction or if EWR-HNL needs the lift. However, the HNL-GUM departs prior to some arrivals so swaps wouldn't work out well without rescheduling, which could miss connects at ORD, EWR or GUM. It might make sense to rotate a HNL to LAX or SFO RT to get maint visit, unless HNL could maintain the small 4 unit fleet. CO used to operate a fleet of 2 DC10-30s that flew LAX-HNL-NZ/OZ on a daily basis.


IAH-HNL does see its fair share of weight restrictions but nothing like ORD-HNL. My first thought when I noticed the 4 PW 77Es missing was UA would not derate them and they instead might convert them to high density aircraft for use on ORD/IAH-HNL and HNL-GUM . However it never occurred to me to even think about EWR-HNL which as you state could use the uplift. If these frames are going to be converted I could see EWR/ORD-HNL and HNL-GUM while leaving IAH-HNL as is with the current 77A. UA has in-house maintenance at HNL and they do perform routine maintenance on the 777s that rotate through HNL so they could maintain this small fleet of 77Es.
 
jayunited
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Re: United Fleet/Network Thread - 2019

Tue May 28, 2019 12:14 pm

77H wrote:
codc10 wrote:
4 77E in domestic configuration would enable greater payload on ORD-HNL/OGG, 777 on EWR-HNL and more cargo uplift on GUM-HNL.


While the 77E would vastly improve payload on ORD-HNL there would be relatively little value add in terms of cargo uplift on HNL-GUM (the busier of the two segments). The HNL-GUM flight “bulks out” far more frequently than it weight restricts. You’d need to run the 77W on the route to see any appreciable difference in cargo uplift as you’d need the extra positions. If the 78X ever ends up replacing the HD 77As you’d have a real winner in terms of cargo.

77H


What I've noticed (and I could be wrong) with HNL-GUM is this when UA runs 77As NRT-GUM-NRT that get rid of the weight restriction on HNL-GUM because most of the freight can be routed via NRT leaving the bulk of mail to be routed via GUM. It also gives non revs plenty of options. However when UA downguages NRT-HNL to all 738s, now the freight has to be routed via HNL because most of it is either to bulk or to heavy fit or be lifted onto a 738 which causes weight restrictions. Also the bulk of the non revs decided to try and reach GUM via HNL once NRT flights are downguaged. Another problem is the shear number of bags, because Guam is a U.S. territory PPBM is not required and HNL doesn't do it. When you have 80 non revs listed they can have upwards of 170 bags without PPBM HNL-GUM will have more than 600 bags on the flight. Personally I would like for UA to keep the 77A on NRT-GUM-NRT year around but I know after the busy season flying 2X daily 77As out of NRT to GUM is to much lift for this route and those 77As can be put to better use either on other routes within the contiguous U.S. on hub to hub routes, or to provide extra capacity on SFO to HNL/OGG routes.
 
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cosyr
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Re: United Fleet/Network Thread - 2019

Tue May 28, 2019 5:18 pm

jayunited wrote:
calpsafltskeds wrote:
RE smaller fleet of 772ERs:
Yes, a nice small fleet could provide ORD-HNL, HNL-GUM and EWR-HNL or IAH-HNL. Not sure if IAH-HNL takes a weight restriction or if EWR-HNL needs the lift. However, the HNL-GUM departs prior to some arrivals so swaps wouldn't work out well without rescheduling, which could miss connects at ORD, EWR or GUM. It might make sense to rotate a HNL to LAX or SFO RT to get maint visit, unless HNL could maintain the small 4 unit fleet. CO used to operate a fleet of 2 DC10-30s that flew LAX-HNL-NZ/OZ on a daily basis.


IAH-HNL does see its fair share of weight restrictions but nothing like ORD-HNL. My first thought when I noticed the 4 PW 77Es missing was UA would not derate them and they instead might convert them to high density aircraft for use on ORD/IAH-HNL and HNL-GUM . However it never occurred to me to even think about EWR-HNL which as you state could use the uplift. If these frames are going to be converted I could see EWR/ORD-HNL and HNL-GUM while leaving IAH-HNL as is with the current 77A. UA has in-house maintenance at HNL and they do perform routine maintenance on the 777s that rotate through HNL so they could maintain this small fleet of 77Es.

My first thought is that any of these ideas could be true, and that UA is simply deferring a decision, so they can analyze what will make the most sense.
 
77H
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Re: United Fleet/Network Thread - 2019

Tue May 28, 2019 9:32 pm

jayunited wrote:
77H wrote:
codc10 wrote:
4 77E in domestic configuration would enable greater payload on ORD-HNL/OGG, 777 on EWR-HNL and more cargo uplift on GUM-HNL.


While the 77E would vastly improve payload on ORD-HNL there would be relatively little value add in terms of cargo uplift on HNL-GUM (the busier of the two segments). The HNL-GUM flight “bulks out” far more frequently than it weight restricts. You’d need to run the 77W on the route to see any appreciable difference in cargo uplift as you’d need the extra positions. If the 78X ever ends up replacing the HD 77As you’d have a real winner in terms of cargo.

77H


What I've noticed (and I could be wrong) with HNL-GUM is this when UA runs 77As NRT-GUM-NRT that get rid of the weight restriction on HNL-GUM because most of the freight can be routed via NRT leaving the bulk of mail to be routed via GUM. It also gives non revs plenty of options. However when UA downguages NRT-HNL to all 738s, now the freight has to be routed via HNL because most of it is either to bulk or to heavy fit or be lifted onto a 738 which causes weight restrictions. Also the bulk of the non revs decided to try and reach GUM via HNL once NRT flights are downguaged. Another problem is the shear number of bags, because Guam is a U.S. territory PPBM is not required and HNL doesn't do it. When you have 80 non revs listed they can have upwards of 170 bags without PPBM HNL-GUM will have more than 600 bags on the flight. Personally I would like for UA to keep the 77A on NRT-GUM-NRT year around but I know after the busy season flying 2X daily 77As out of NRT to GUM is to much lift for this route and those 77As can be put to better use either on other routes within the contiguous U.S. on hub to hub routes, or to provide extra capacity on SFO to HNL/OGG routes.


The presence or absence of the NRT-GUM 77A flights has little impact on below deck capacity on HNL-GUM throughout the year. With the exception of pax bags, the mail has the run of that flight, 365. The mail tends to bulkier than it is heavy which is why I posit that switching from 77A to 77E would have limited effect. You need more positions (78X/77W) vs strictly more payload. Hell, the 77W gives you both, but is far too premium heavy and has too many seats overall. As you state, there are 80 SAs at times.

Additionally, the majority of freight coming from ConUS is routed over ICN/NRT and is Interlined into GUM.
Feel free to pvt message if you want more insight.

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

Wed May 29, 2019 12:49 pm

763:
N653UA exited MIA maint 2751/28May
N663UA entered MIA maint 2750/28May

788:
N29907 exited XMN maint 2757/29May

Note that ORD was hammered by bad weather 5/27 and EWR got the same treatment last night. Let's hope this summer will not continue with heavy storms and tornadoes of the last week.
 
UAinAUS
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Re: United Fleet/Network Thread - 2019

Thu May 30, 2019 9:12 am

UAX Update:

CR2:
N908EV has left service with ExpressJet and is now flying Skywest for UAX

ER4X:
N23139 has left service with ExpressJet and is now flying CommutAir for UAX
 
jetmatt777
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Re: United Fleet/Network Thread - 2019

Thu May 30, 2019 4:06 pm

UA will official break 500 departures at DEN on June 7. Company will be offering snacks and refreshments to employees to celebrate the milestone. Big day for DEN.
 
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calpsafltskeds
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Re: United Fleet/Network Thread - 2019

Fri May 31, 2019 3:51 am

763:
N684UA (ex HA) took a test hoip or two a few days ago - maybe will exit HKG soon with High J Polaris/PE

772:
N774UA exited RFD 2748/30May with ADS-B installed

78X:
N91007 sked to exit IAD Induction 2750/31May, then 1st revenue flight 751/31May
 
UAinAUS
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Re: United Fleet/Network Thread - 2019

Sat Jun 01, 2019 12:51 pm

UAX Update

CR2:
N903EV has left service with ExpressJet and is now flying Skywest for UAX
N905EV has left service with ExpressJet and is now flying Skywest for UAX

E75:
N604UX has been delivered to ExpressJet
 
LAXdude1023
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Re: United Fleet/Network Thread - 2019

Sat Jun 01, 2019 2:05 pm

I see that UA put IAH-CAE/LEX back in the fall. Must just be aircraft related.
FOR THE LOVE OF GOD BRING BACK THE PAYWALL!!!!
 
GmoneyCO
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Re: United Fleet/Network Thread - 2019

Sat Jun 01, 2019 6:09 pm

CRJ700:

N153GJ - Entered YUL on 31-May. Looks to be the first aircraft to be part of the CRJ-550 conversion program. Date of entry corresponds with Express Jet commencing E175 service this coming week.
 
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hOMSaR
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Re: United Fleet/Network Thread - 2019

Sat Jun 01, 2019 8:03 pm

Are the new ExpressJet 175s going to be in the new 70-seat configuration, or the old 76-seat config?
I was raised by a cup of coffee.
 
Cmac787
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Re: United Fleet/Network Thread - 2019

Sat Jun 01, 2019 8:15 pm

The Express Jet 175’s will be 70 seats to comply with scope
 
jayunited
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Re: United Fleet/Network Thread - 2019

Sat Jun 01, 2019 9:32 pm

VC10er wrote:
Oh! I did not realize that the 789 order were planned replacements for 767s!
I was under the impression that all the new orders, and the 78-10 were incremental fleet growth- and that seemed like a lot of seats added to the sky in relatively short time. (At least to me, but I consider myself far less aviation savvy than others)
I will say this about my flight to Geneva Saturday night, 6pm departure: the Polaris Lounge was PACKED! My friend and I could not find 2 soft seats together- so we had to sit at a cocktail table.
So, since my first time there, soon after opening and thinking how huge it was, yet very restricted, today it is now full...with a few folks even waiting for one of the very swanky bathroom lights to go from red to green!
What will happen when every single WB departing having been fitted with 48-60 Polaris seats, plus additional summer flights?


As far as I know they aren't planned replacements for any 767s at this time. What Kirby stated was UA may replace some 763s with a potential future 788 order.

As far as the Polaris lounge at EWR what is the end result your hoping for a half empty lounge? From all your post over the years on this site I think its safe to assume you are either a Platinum, 1K or GS passengers and as an employee I appreciate your business but as often as you've traveled with UA you had to know to expect a crowd in the time leading up to GVA's departure. EWR has one of the largest Polaris Lounges at over 27,000 square feet. I've been in the EWR lounge several times (as a paying passenger not a non rev, non revs are not allowed in any Polaris Lounges) and yes it does get busy and crowded during the evening rush but I didn't see it as a negative. What I saw was UA is finally doing something right. In my soon to be 24 years with UA I've never seen UA pay so much attention to try and get something right as they have with these Polaris Lounges, so much so they stopped all construction and went back to the drawing board after realizing ORD's Polaris Lounge was way to small. However that being said there is only so much square footage UA can devote to one particular space at an airport even a space as important as the Polaris Lounge. In UA's network EWR is the largest business market followed closely by SFO, there is demand for business travel UA isn't about to reduce the overall number of business class seats in these markets but at the same time there I think they have devoted as much space as they reasonably can to Polaris Lounges at these airports.
 
danipawa
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Re: United Fleet/Network Thread - 2019

Sat Jun 01, 2019 10:31 pm

and they stopped repainting the fleet ???
 
Cmac787
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Re: United Fleet/Network Thread - 2019

Sat Jun 01, 2019 10:55 pm

Yes until the fall. Because of the MAX groundings
 
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STT757
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Re: United Fleet/Network Thread - 2019

Sun Jun 02, 2019 1:05 am

Regarding EWR and Lounge space, since Polaris took over what was a former Unites club space they are short space for non Polaris United club flyers at EWR. So much so that they’re making pop up clubs.

With the construction of the new Terminal One well under way perhaps it’s an opportunity for UA. I was thinking they could Move their Trans con flights to new gates at the new Terminal One. and build a large dedicated lounge for trans con flyers. That would alleviate space at the Terminal C United clubs.

If UA could also get the DL gates at Terminal B when DL moves to Terminal One then UA could move UAX to those gates and build a club room.

Terminal One:
Trans-con United Club

Terminal B:
UAX United club

Terminal C:
Concourse 1 United club

Concourse 2 United club

Polaris lounge


Sent from my iPhone using Tapatalk Pro
Eastern Air lines flt # 701, EWR-MCO Boeing 757
 
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cosyr
Posts: 1483
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Re: United Fleet/Network Thread - 2019

Sun Jun 02, 2019 3:22 am

STT757 wrote:
Regarding EWR and Lounge space, since Polaris took over what was a former Unites club space they are short space for non Polaris United club flyers at EWR. So much so that they’re making pop up clubs.

With the construction of the new Terminal One well under way perhaps it’s an opportunity for UA. I was thinking they could Move their Trans con flights to new gates at the new Terminal One. and build a large dedicated lounge for trans con flyers. That would alleviate space at the Terminal C United clubs.

If UA could also get the DL gates at Terminal B when DL moves to Terminal One then UA could move UAX to those gates and build a club room.

Terminal One:
Trans-con United Club

Terminal B:
UAX United club

Terminal C:
Concourse 1 United club

Concourse 2 United club

Polaris lounge


Sent from my iPhone using Tapatalk Pro

I don't think Port Authority has any plans for United at new Terminal One. What I have always thought would make sense is if United could take over Delta's wing, and unofficially use all of Terminal B, but share the International concourses with existing international airlines. It would give United a few extra gates during off peak times for international flights. Also, they could build a bridge between B and C, as an alternative to the buses, like DL did at LGA between Terminal's C and D.
 
codc10
Posts: 2911
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Re: United Fleet/Network Thread - 2019

Sun Jun 02, 2019 3:34 am

cosyr wrote:
STT757 wrote:
Regarding EWR and Lounge space, since Polaris took over what was a former Unites club space they are short space for non Polaris United club flyers at EWR. So much so that they’re making pop up clubs.

With the construction of the new Terminal One well under way perhaps it’s an opportunity for UA. I was thinking they could Move their Trans con flights to new gates at the new Terminal One. and build a large dedicated lounge for trans con flyers. That would alleviate space at the Terminal C United clubs.

If UA could also get the DL gates at Terminal B when DL moves to Terminal One then UA could move UAX to those gates and build a club room.

Terminal One:
Trans-con United Club

Terminal B:
UAX United club

Terminal C:
Concourse 1 United club

Concourse 2 United club

Polaris lounge


Sent from my iPhone using Tapatalk Pro

I don't think Port Authority has any plans for United at new Terminal One. What I have always thought would make sense is if United could take over Delta's wing, and unofficially use all of Terminal B, but share the International concourses with existing international airlines. It would give United a few extra gates during off peak times for international flights. Also, they could build a bridge between B and C, as an alternative to the buses, like DL did at LGA between Terminal's C and D.



United will be the major tenant at Terminal One. Gates haven’t been allocated but the design is already being modified to accommodate UA’s long-term strategic plans at EWR, which involve larger gauge and less UAX flying. I would expect UA to end up with at least half of the gates at the facility.
 
CO787EWR
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Re: United Fleet/Network Thread - 2019

Sun Jun 02, 2019 1:24 pm

Doesn't United own both Terminal A and C. I would assume they'd be involved in the plans for the new Terminal "One" (is that the official name for it?).
 
wn676
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Re: United Fleet/Network Thread - 2019

Sun Jun 02, 2019 2:20 pm

CO787EWR wrote:
Doesn't United own both Terminal A and C. I would assume they'd be involved in the plans for the new Terminal "One" (is that the official name for it?).


Only Terminal C, they lease the gates at A2.
Tiny, unreadable text leaves ample room for interpretation.
 
codc10
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Re: United Fleet/Network Thread - 2019

Sun Jun 02, 2019 2:36 pm

wn676 wrote:
CO787EWR wrote:
Doesn't United own both Terminal A and C. I would assume they'd be involved in the plans for the new Terminal "One" (is that the official name for it?).


Only Terminal C, they lease the gates at A2.


Terminal C is leased in its entirety from the PANYNJ; UA is just the exclusive tenant and manages the facility. A2 is a patchwork of UA exclusive and common-use/UA preferential gates within a terminal that’s managed by AFCO/AvPorts, though UA maintains its areas in the satellite.

T1 will be all common-use with preferential gates to airlines based on actual use, to limit gate-squatting (in reality AA and DL probably the biggest culprits in terms of %).
 
VC10er
Posts: 4274
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Re: United Fleet/Network Thread - 2019

Sun Jun 02, 2019 7:13 pm

jayunited wrote:
VC10er wrote:
Oh! I did not realize that the 789 order were planned replacements for 767s!
I was under the impression that all the new orders, and the 78-10 were incremental fleet growth- and that seemed like a lot of seats added to the sky in relatively short time. (At least to me, but I consider myself far less aviation savvy than others)
I will say this about my flight to Geneva Saturday night, 6pm departure: the Polaris Lounge was PACKED! My friend and I could not find 2 soft seats together- so we had to sit at a cocktail table.
So, since my first time there, soon after opening and thinking how huge it was, yet very restricted, today it is now full...with a few folks even waiting for one of the very swanky bathroom lights to go from red to green!
What will happen when every single WB departing having been fitted with 48-60 Polaris seats, plus additional summer flights?


As far as I know they aren't planned replacements for any 767s at this time. What Kirby stated was UA may replace some 763s with a potential future 788 order.

As far as the Polaris lounge at EWR what is the end result your hoping for a half empty lounge? From all your post over the years on this site I think its safe to assume you are either a Platinum, 1K or GS passengers and as an employee I appreciate your business but as often as you've traveled with UA you had to know to expect a crowd in the time leading up to GVA's departure. EWR has one of the largest Polaris Lounges at over 27,000 square feet. I've been in the EWR lounge several times (as a paying passenger not a non rev, non revs are not allowed in any Polaris Lounges) and yes it does get busy and crowded during the evening rush but I didn't see it as a negative. What I saw was UA is finally doing something right. In my soon to be 24 years with UA I've never seen UA pay so much attention to try and get something right as they have with these Polaris Lounges, so much so they stopped all construction and went back to the drawing board after realizing ORD's Polaris Lounge was way to small. However that being said there is only so much square footage UA can devote to one particular space at an airport even a space as important as the Polaris Lounge. In UA's network EWR is the largest business market followed closely by SFO, there is demand for business travel UA isn't about to reduce the overall number of business class seats in these markets but at the same time there I think they have devoted as much space as they reasonably can to Polaris Lounges at these airports.


Hello jayunited,
First, I actually didn’t mean to be critical of the EWR Polaris Lounge. It was meant purely as and observation and ultimately a question. My first 5 or 6 times at the EWR PL (Polaris Lounge) it was comfortably full of people.
I’m NOT surprised at all it now gets packed because you are 100% correct, United did a spectacular job designing and implementing it, the club is gorgeous and luxurious down to the smallest detail and best yet speaks strongly to the new revitalized UNITED brand (in many ways more than the livery does). Yes, it is huge, but it is clearly working almost better than intended. Premium international fliers I know all rave about it. I’m very happy for UNITED, it is great that HQ decided to spare nothing and do something as great, and special as the PL.
Yes, I am GS, and a 3 mm flier. That took me 24 years!

My concern for UA is: as HUGE and amazing as the EWR PL is, and even under the strictest of entry rules, obviously (although I have yet to read a 3rd party article about it - other than TPG) it must be helping to draw premium fliers back. That’s a great thing.
I simply was thinking about 2-3 years from now with more and bigger Polaris cabins coming; more international routes like Prague, Naples, Cape Town etc, the high J 763s and more 787-10’s, United might need to build a second floor above PL with a spiral staircase! - just a thought!

I went to a packed United (quite swanky) cocktail party in downtown Manhattan 10 days ago, and a couple of very senior UA executives spoke. They discussed openly that events like the one I was at is going to be just one of many things UA will be doing in Manhattan. Targeting the growth of downtown Manhattan, Hudson Yards and all the new skyscrapers on the NJ side of the Hudson and the close proximity of EWR, well, the opportunity for premium business travelers are virtually endless (and these people do not take public transit, they take black cars, and by road EWR is much closer!). Events like the one I attended cost a fraction of what traditional “advertising” costs, but are far more effective. Getting to have a one-to-one conversation with someone who is the Director of MP or GS or the VP of UA planning for EWR/NYC was fascinating at least and being able to say to the right person “the public lavatories at EWR are horrible and why” felt great- not an email with someone who thanks me for my business, but an accessible executive was amazing. You can’t beat the personal touch with an ad. They struck me as very smart and not as clueless as they are so often accused of.

As for EWR UNITED Clubs. They are not asleep at the switch at all. They know it sucks and they have a long term fix. They just aren’t “Jeannie” and blink their eyes and fix it. A new large UC at EWR TC is underway on the roof top of the concourse with gates 120 though 138. I’m sure it will take a lot of time as everything does- but the “pop-ups” are temporary and I begged for outdoor seating!

As someone who loves branding, especially aviation, when big ideas are being approved and implemented and watching consumer behavior react, it will be so interesting to look back 5+ years from now and see if and how UNITED’s brand perceptions will be impacted. If a “Worst to First Part Deux” book will be written.
To Most the Sky is The Limit, For me, the Sky is Home.
 
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cosyr
Posts: 1483
Joined: Thu Jul 26, 2012 3:23 pm

Re: United Fleet/Network Thread - 2019

Sun Jun 02, 2019 9:47 pm

VC10er wrote:
As for EWR UNITED Clubs. They are not asleep at the switch at all. They know it sucks and they have a long term fix. They just aren’t “Jeannie” and blink their eyes and fix it. A new large UC at EWR TC is underway on the roof top of the concourse with gates 120 though 138. I’m sure it will take a lot of time as everything does- but the “pop-ups” are temporary and I begged for outdoor seating!

I know things are underway, but I wish they could give some timeline. If construction has started, they must have an estimated completion date. I also think it would be helpful if they would open a smaller third permanent United Club on C2. Continental used to have one on that concourse before they built C3, and it would mean less of a walk there to your gate. If IAD can support 3 (or temporarily 4) United Clubs, surely EWR can too.
 
VC10er
Posts: 4274
Joined: Tue Feb 20, 2007 6:25 am

Re: United Fleet/Network Thread - 2019

Sun Jun 02, 2019 11:21 pm

cosyr wrote:
VC10er wrote:
As for EWR UNITED Clubs. They are not asleep at the switch at all. They know it sucks and they have a long term fix. They just aren’t “Jeannie” and blink their eyes and fix it. A new large UC at EWR TC is underway on the roof top of the concourse with gates 120 though 138. I’m sure it will take a lot of time as everything does- but the “pop-ups” are temporary and I begged for outdoor seating!

I know things are underway, but I wish they could give some timeline. If construction has started, they must have an estimated completion date. I also think it would be helpful if they would open a smaller third permanent United Club on C2. Continental used to have one on that concourse before they built C3, and it would mean less of a walk there to your gate. If IAD can support 3 (or temporarily 4) United Clubs, surely EWR can too.


Yes, I thought of that too. I have been told this by a number of UC receptionists I have become a little friendly with. The first time 3 ladies and one gentleman behind the desk told me that they had been briefed on it in a meeting by a visiting Executive from HQ who is in charge of all UC’s. He apparently said that CO had actually just begun to build it so part of the foundation already exists. That was shortly after the Polaris Lounge opened.

Since then I have asked them “So, howz it goin’?” - they said none of them have been up there, but have been told it’s under construction- that the situation with the Pop-Up clubs have been so bad, people really complaining and that UA has it very prioritized.

I’ve read here that it’s true.

The other thing is: I do hope that before I die or too old to fly that the wooden barriers in front of security will come down. Because I’m sure when that enormous space is finally open- it will feel like TC will finally feel complete! Isn’t the completion date arriving soon- or has past?

However, my big SOAPBOX are the INSIDES of the public restrooms and the 2 men’s room in the current UC upstairs. EVERYTHING inside is EXACTLY the same as the day it opened 30ish years ago— and ALL of them do not have an HVAC system and the air stinks like a sewer. When I’m forced to go in I have to breath through my mouth!
This shouldn’t be an issue, powerful air exchangers exist. So much $ invested to fix up TC and someone forgot about the restrooms. Same at IAH and Den!
To Most the Sky is The Limit, For me, the Sky is Home.
 
GmoneyCO
Posts: 166
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Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 2:53 am

738:
N54241 - Revised exit date from SFO of 4-June/358

772:
N777UA - SFO as of 20-May. Likely some more significant maintenance since the aircraft has been on the ground almost two weeks.
 
x1234
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Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 3:19 am

Does UA plan to launch ORD/EWR-ICN or is the presence of Asiana or Korean Air A380's too much!? Does UA plan to code-share on Asiana from JFK (Asiana is exiting ORD)?
 
shaq
Posts: 334
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Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 4:07 am

VC10er wrote:
jayunited wrote:
VC10er wrote:
Oh! I did not realize that the 789 order were planned replacements for 767s!
I was under the impression that all the new orders, and the 78-10 were incremental fleet growth- and that seemed like a lot of seats added to the sky in relatively short time. (At least to me, but I consider myself far less aviation savvy than others)
I will say this about my flight to Geneva Saturday night, 6pm departure: the Polaris Lounge was PACKED! My friend and I could not find 2 soft seats together- so we had to sit at a cocktail table.
So, since my first time there, soon after opening and thinking how huge it was, yet very restricted, today it is now full...with a few folks even waiting for one of the very swanky bathroom lights to go from red to green!
What will happen when every single WB departing having been fitted with 48-60 Polaris seats, plus additional summer flights?


As far as I know they aren't planned replacements for any 767s at this time. What Kirby stated was UA may replace some 763s with a potential future 788 order.

As far as the Polaris lounge at EWR what is the end result your hoping for a half empty lounge? From all your post over the years on this site I think its safe to assume you are either a Platinum, 1K or GS passengers and as an employee I appreciate your business but as often as you've traveled with UA you had to know to expect a crowd in the time leading up to GVA's departure. EWR has one of the largest Polaris Lounges at over 27,000 square feet. I've been in the EWR lounge several times (as a paying passenger not a non rev, non revs are not allowed in any Polaris Lounges) and yes it does get busy and crowded during the evening rush but I didn't see it as a negative. What I saw was UA is finally doing something right. In my soon to be 24 years with UA I've never seen UA pay so much attention to try and get something right as they have with these Polaris Lounges, so much so they stopped all construction and went back to the drawing board after realizing ORD's Polaris Lounge was way to small. However that being said there is only so much square footage UA can devote to one particular space at an airport even a space as important as the Polaris Lounge. In UA's network EWR is the largest business market followed closely by SFO, there is demand for business travel UA isn't about to reduce the overall number of business class seats in these markets but at the same time there I think they have devoted as much space as they reasonably can to Polaris Lounges at these airports.


Hello jayunited,
First, I actually didn’t mean to be critical of the EWR Polaris Lounge. It was meant purely as and observation and ultimately a question. My first 5 or 6 times at the EWR PL (Polaris Lounge) it was comfortably full of people.


As for EWR UNITED Clubs. They are not asleep at the switch at all. They know it sucks and they have a long term fix. They just aren’t “Jeannie” and blink their eyes and fix it. A new large UC at EWR TC is underway on the roof top of the concourse with gates 120 though 138. I’m sure it will take a lot of time as everything does- but the “pop-ups” are temporary and I begged for outdoor seating!

We always speak about how UA is improving its premium side of the business. I also want to highlight how great Terminal C3 looked the last time I flew through there. I was expecting a dump, but it was quite modern. The only downside was the not so friendly gate agent, but apart from that, from the terminal to my arrival in Germany, it was a great experience.
Studying hard, for flying right!
 
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atcsundevil
Moderator
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Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 10:46 am

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

✈️ atcsundevil
 
VC10er
Posts: 4274
Joined: Tue Feb 20, 2007 6:25 am

Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 12:08 pm

shaq wrote:
VC10er wrote:
jayunited wrote:

As far as I know they aren't planned replacements for any 767s at this time. What Kirby stated was UA may replace some 763s with a potential future 788 order.

As far as the Polaris lounge at EWR what is the end result your hoping for a half empty lounge? From all your post over the years on this site I think its safe to assume you are either a Platinum, 1K or GS passengers and as an employee I appreciate your business but as often as you've traveled with UA you had to know to expect a crowd in the time leading up to GVA's departure. EWR has one of the largest Polaris Lounges at over 27,000 square feet. I've been in the EWR lounge several times (as a paying passenger not a non rev, non revs are not allowed in any Polaris Lounges) and yes it does get busy and crowded during the evening rush but I didn't see it as a negative. What I saw was UA is finally doing something right. In my soon to be 24 years with UA I've never seen UA pay so much attention to try and get something right as they have with these Polaris Lounges, so much so they stopped all construction and went back to the drawing board after realizing ORD's Polaris Lounge was way to small. However that being said there is only so much square footage UA can devote to one particular space at an airport even a space as important as the Polaris Lounge. In UA's network EWR is the largest business market followed closely by SFO, there is demand for business travel UA isn't about to reduce the overall number of business class seats in these markets but at the same time there I think they have devoted as much space as they reasonably can to Polaris Lounges at these airports.


Hello jayunited,
First, I actually didn’t mean to be critical of the EWR Polaris Lounge. It was meant purely as and observation and ultimately a question. My first 5 or 6 times at the EWR PL (Polaris Lounge) it was comfortably full of people.


As for EWR UNITED Clubs. They are not asleep at the switch at all. They know it sucks and they have a long term fix. They just aren’t “Jeannie” and blink their eyes and fix it. A new large UC at EWR TC is underway on the roof top of the concourse with gates 120 though 138. I’m sure it will take a lot of time as everything does- but the “pop-ups” are temporary and I begged for outdoor seating!

We always speak about how UA is improving its premium side of the business. I also want to highlight how great Terminal C3 looked the last time I flew through there. I was expecting a dump, but it was quite modern. The only downside was the not so friendly gate agent, but apart from that, from the terminal to my arrival in Germany, it was a great experience.


We might be speaking of the same terminal at Newark, TC could also be construed as T3... the 3rd large Terminal. Apart from the international section between TB and TC?

I have been curious if international passengers (Germans for one example) have flown the “new” UA Polaris & Lounge and were pleasantly surprised? Especially given the perceptions of US airlines. I know that every Israeli I’ve met actually LOVE United!
To Most the Sky is The Limit, For me, the Sky is Home.
 
hereandthere41
Posts: 66
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Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 5:33 pm

x1234 wrote:
Does UA plan to launch ORD/EWR-ICN or is the presence of Asiana or Korean Air A380's too much!? Does UA plan to code-share on Asiana from JFK (Asiana is exiting ORD)?


EWR-ICN is something that's being looked at.
 
hereandthere41
Posts: 66
Joined: Tue Aug 14, 2012 5:31 am

Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 5:42 pm

VC10er wrote:
shaq wrote:
VC10er wrote:

Hello jayunited,
First, I actually didn’t mean to be critical of the EWR Polaris Lounge. It was meant purely as and observation and ultimately a question. My first 5 or 6 times at the EWR PL (Polaris Lounge) it was comfortably full of people.


As for EWR UNITED Clubs. They are not asleep at the switch at all. They know it sucks and they have a long term fix. They just aren’t “Jeannie” and blink their eyes and fix it. A new large UC at EWR TC is underway on the roof top of the concourse with gates 120 though 138. I’m sure it will take a lot of time as everything does- but the “pop-ups” are temporary and I begged for outdoor seating!

We always speak about how UA is improving its premium side of the business. I also want to highlight how great Terminal C3 looked the last time I flew through there. I was expecting a dump, but it was quite modern. The only downside was the not so friendly gate agent, but apart from that, from the terminal to my arrival in Germany, it was a great experience.


We might be speaking of the same terminal at Newark, TC could also be construed as T3... the 3rd large Terminal. Apart from the international section between TB and TC?

I have been curious if international passengers (Germans for one example) have flown the “new” UA Polaris & Lounge and were pleasantly surprised? Especially given the perceptions of US airlines. I know that every Israeli I’ve met actually LOVE United!


You're right about United's perception in the TLV market. IAD launched on 5/22 and loads have been heavy right out of the gate. They're looking at ramping that service up to daily ASAP. Now they have their eye on ORD-TLV next.
 
VC10er
Posts: 4274
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Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 8:23 pm

hereandthere41 wrote:
VC10er wrote:
shaq wrote:
We always speak about how UA is improving its premium side of the business. I also want to highlight how great Terminal C3 looked the last time I flew through there. I was expecting a dump, but it was quite modern. The only downside was the not so friendly gate agent, but apart from that, from the terminal to my arrival in Germany, it was a great experience.


We might be speaking of the same terminal at Newark, TC could also be construed as T3... the 3rd large Terminal. Apart from the international section between TB and TC?

I have been curious if international passengers (Germans for one example) have flown the “new” UA Polaris & Lounge and were pleasantly surprised? Especially given the perceptions of US airlines. I know that every Israeli I’ve met actually LOVE United!


You're right about United's perception in the TLV market. IAD launched on 5/22 and loads have been heavy right out of the gate. They're looking at ramping that service up to daily ASAP. Now they have their eye on ORD-TLV next.


A friend just arrived from TLV and was in Polaris and I believe the 78-10 to EWR. He raves about them. But he also said that EL AL is terrible so not much choice. When I mentioned Delta, his response was “yeah, but clearly United is more committed than anyone else and that has value—with so many flights that is almost not even a choice for many Israeli’s, it’s all about United and their new planes.
To Most the Sky is The Limit, For me, the Sky is Home.
 
jayunited
Posts: 3028
Joined: Sat Jan 05, 2013 12:03 am

Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 9:02 pm

hereandthere41 wrote:
You're right about United's perception in the TLV market. IAD launched on 5/22 and loads have been heavy right out of the gate. They're looking at ramping that service up to daily ASAP. Now they have their eye on ORD-TLV next.


Right now there is rampant speculation and numerous rumors concerning UA's plans for our future deliveries of 77Ws, 789s, and 78X aircraft. I have heard on good authority that IAD-TLV-IAD future bookings, demand is strong. But I've also heard that in spite of this UA isn't ready to make this route daily or announce if and or when it may go daily. I don't know if its an aircraft availability thing or if they need more data and give the route some time to mature. But my gut feeling is don't expect IAD-TLV to be an SFO-TLV which went from 3x weekly to daily in record time for UA. I've also heard rumors UA is looking at EWR-ICN but this one is an old rumor and for now UA still hasn't pulled the trigger. ORD-TLV service is rumored but that service depends on the success of IAD-TLV, if after IAD-TLV goes daily ((if) nothing is certain for now as far as I know) UA is rumored to be looking at launching ORD-TLV. There are also rumors that UA is looking at adding an all new destination from EWR to India in late 2020 or early 2021, and depending of if we are able to get a JV approved between UA, AV, and, CM more flights to central and South America from IAH. Also there are always rumors as to what UA will add in Europe, Northern and South Eastern Asia and South Pacific.
I've learned to take these things with a grain of salt because unless you are in network planning we really have no idea what routes UA is looking at. In some cases rumors turn out to be true in others not so much and in some cases there are no rumors at all. Take of instance UA's future seasonal EWR-CPT route, that was a complete surprise there wasn't even a whisper that I knew of or heard of here at Willis Tower that UA was even looking to add CPT. One thing I do believe is that we will see some excitingly new international destinations from UA in 2020, and/or 2021.
 
CO787EWR
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Joined: Tue Jul 10, 2007 11:10 am

Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 9:21 pm

jayunited wrote:
hereandthere41 wrote:
You're right about United's perception in the TLV market. IAD launched on 5/22 and loads have been heavy right out of the gate. They're looking at ramping that service up to daily ASAP. Now they have their eye on ORD-TLV next.

There are also rumors that UA is looking at adding an all new destination from EWR to India in late 2020 or early 2021, and depending of if we are able to get a JV approved between UA, AV, and, CM more flights to central and South America from IAH. Also there are always rumors as to what UA will add in Europe, Northern and South Eastern Asia and South Pacific.


EWR-BLR for the tech and pharmaceutical/biotech industry?

Seems perfect for 788 or 789 if you can get the people to buy the seats up front. The flight would be the longest UA flight from EWR just a 117nm shorter than SFO-SIN.The Pakistani airspace would need to be opened for any chance for the flight to be launched and operated.
 
codc10
Posts: 2911
Joined: Sat Jul 08, 2000 7:18 am

Re: United Fleet/Network Thread - 2019

Mon Jun 03, 2019 9:50 pm

HND will obviously be a new route for 2020, and my bet is EWR-TPE for the next TPAC from EWR after that. I doubt United launches two EWR TPAC flights in a year, though.

ICN and TPE would be neck-and-neck, and if the slide deck from the HND application is to be believed, TPE commands higher yields than ICN from the NYC area.

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