United Fleet/Network Thread - 2019

jayunited · Mon Dec 16, 2019 3:41 am

SCFlyer wrote:
jayunited wrote:
UA has already announced our new international destinations for spring and summer 2020, I don't think we will see another announcement cover that time frame. So far there has official for the fall/winter 2020/2021 season. There are always rumors at Willis, there were rumors UA this year would announce new routes to Indai from EWR so far that rumor has proven false. The rumor about an SFO-MNL nonstop was resurrected late this year based on a dispute UA had/has with PAL. Perhaps we will see a SFO-MNL nonstop once the 788s are reconfigured with a only 28 business class seats, however I don't see UA returning to BKK any time soon.

Personally what I would like to see announced for the fall/winter 2020/2021 season is as follows:
IAD-TLV increased to daily
DEN-FRA increased to daily
SFO-MEL increased to daily (for IATA winter)
ORD/IAD-DUB and ORD/IAD-FCO seasons extended till mid December.
Seasonal DEN-AKL 3x weekly from November 1, 2020 though March 15, 2021.
Seasonal SFO-BNE 3x weekly from November 1, 2020 through March 15, 2021

Little to no chance for SFO-MNL considering most of the (limited) high yielding market on this route has likely been absorbed by PR.
MNL being known traditionally as a low yielding VFR market means UA is happy to leave SFO-MNL to PR, the 1-stop options and LCCs. Even a high density 788 would look difficult from a yield perspective for a low yielding long haul market.

DEN-AKL is a possibility, especially with the NZ feed to the Australian mainland cities and regional towns. But considering UA seasonally cuts back on SYD routes (and to a lesser extent MEL) during the Northern Winter, I can't see SFO-MEL being daily year round.

BNE's yields is likely to be depressed to support a third competitor (or fourth competitor if you count AC) on the non-stop TransPac market, considering the duopoly of QF/AA and VA/DL. UA also only has an interline with QF on AU ends of the route, but will have to rely on mostly low yielding O&D, which wouldn't make BNE viable in the short/medium term.

What SYD cut backs are you referring to during the Northern Winter season? The only cuts I'm seeing on our SYD flights take place during the Northern hemispheres IATA summer. Next year during IATA summer IAH-SYD will operate 6x weekly and LAX-SYD will operate 4x weekly. While still not daily it does represent a year over year increase in UA's SYD service. For the 2019/2020 IATA winter season I'm seeing daily service to SYD on all three UA routes.

On our MEL route UA will maintain daily service from the US in 2020 but I believe at some point in February LAX-MEL will go 4x weekly seasonally (I believe LAX-MEL returns to daily service for the winter 2020/2021 season. At the same time SFO-MEL will now operated 3x weekly year round instead of seasonal which was the original plan.

When I said I would like to see SFO-MEL go daily I see I forgot to be specific I was referring to the IATA Northern winter season only not daily service on a year round basis.

ericm2031 · Mon Dec 16, 2019 4:01 am

VC10er wrote:
Questions!
I have been on 1 752 in First Class that was refurbished. It’s clearly not as shabby (but VERY FAR) from a “wow!” - which is perfectly fine knowing that 50 A321XLR’s are coming in 4 years.
I understand that United has so much to do on their hands and Jeanie isn’t there to blink her eyes!

My first question is: How many of the 752’s have had First Class spruced up?

Second: Has United revealed anything about how they plan to execute a “Polaris-like” class on the A321XLR’s?

Last: If UA mothballed the ITPE seats for all those years until they sprang back up on the HD772’s, then logically they will also mothball all the 787 Diamond seats (which are newer) but are being removed right now for true Polaris seats. Is there a chance they will show up again on the A321XLR? (Or are they the wrong size?)

Thanks! R

I'm assuming the 737 MAX 10 and A321XLR will probably end up with similar Polaris seats (maybe a slight difference in width to accommodate fuselage width, but maybe not). A sub-fleet of MAX 10s used for Transcons and 321XLRs used for Transatlantic. I'm guessing they might do something similar to AA with their subfleet of A321Ts but still have high density ones for trunk routes.

Ishrion · Mon Dec 16, 2019 4:08 am

jayunited wrote:
Today EWR-CPT service begins.

Barring any last minute plane changes it looks like N24973 will have the pleasure of flying the inaugural flights EWR-CPT-EWR. While it is still to early to know the actual flight time the estimated flight time for EWR-CPT is showing in UA's system at 13 hours 57 minutes, the return flight CPT-EWR is showing an estimated flight time of 15 hours 25 minutes.

I'm seeing 1 open seat in business class and 10 open seats in coach with 51 nonrevs listed in SHARES.
Good luck to the nonrevs its not looking good for most of them.

United’s returning to Africa, right? Which route did it previously serve to Africa?

chepos · Mon Dec 16, 2019 4:17 am

Ishrion wrote:
jayunited wrote:
Today EWR-CPT service begins.

Barring any last minute plane changes it looks like N24973 will have the pleasure of flying the inaugural flights EWR-CPT-EWR. While it is still to early to know the actual flight time the estimated flight time for EWR-CPT is showing in UA's system at 13 hours 57 minutes, the return flight CPT-EWR is showing an estimated flight time of 15 hours 25 minutes.

I'm seeing 1 open seat in business class and 10 open seats in coach with 51 nonrevs listed in SHARES.
Good luck to the nonrevs its not looking good for most of them.

United’s returning to Africa, right? Which route did it previously serve to Africa?

Off the top of my head,

IAH-LOS with the 77E and 787 and IAD-ACC with the 763.

Sent from my iPhone using Tapatalk

CriticalPoint · Mon Dec 16, 2019 4:24 am

Ishrion wrote:
jayunited wrote:
Today EWR-CPT service begins.

Barring any last minute plane changes it looks like N24973 will have the pleasure of flying the inaugural flights EWR-CPT-EWR. While it is still to early to know the actual flight time the estimated flight time for EWR-CPT is showing in UA's system at 13 hours 57 minutes, the return flight CPT-EWR is showing an estimated flight time of 15 hours 25 minutes.

I'm seeing 1 open seat in business class and 10 open seats in coach with 51 nonrevs listed in SHARES.
Good luck to the nonrevs its not looking good for most of them.

United’s returning to Africa, right? Which route did it previously serve to Africa?

Prior to the merger United served Dakar and Accra, I’m not sure when that ended but it was 20xx. After the merger United served Lagos. I’m sure there were more destinations further back but that’s as far as I can remember.

Ishrion · Mon Dec 16, 2019 4:37 am

CriticalPoint wrote:
Ishrion wrote:
jayunited wrote:
Today EWR-CPT service begins.

Barring any last minute plane changes it looks like N24973 will have the pleasure of flying the inaugural flights EWR-CPT-EWR. While it is still to early to know the actual flight time the estimated flight time for EWR-CPT is showing in UA's system at 13 hours 57 minutes, the return flight CPT-EWR is showing an estimated flight time of 15 hours 25 minutes.

I'm seeing 1 open seat in business class and 10 open seats in coach with 51 nonrevs listed in SHARES.
Good luck to the nonrevs its not looking good for most of them.

United’s returning to Africa, right? Which route did it previously serve to Africa?

Prior to the merger United served Dakar and Accra, I’m not sure when that ended but it was 20xx. After the merger United served Lagos. I’m sure there were more destinations further back but that’s as far as I can remember.

I found it.

IAH-LOS 2016
IAD to Accra and Kotoka 2012

FSDan · Mon Dec 16, 2019 5:03 am

Ishrion wrote:
CriticalPoint wrote:
Ishrion wrote:

United’s returning to Africa, right? Which route did it previously serve to Africa?

Prior to the merger United served Dakar and Accra, I’m not sure when that ended but it was 20xx. After the merger United served Lagos. I’m sure there were more destinations further back but that’s as far as I can remember.

I found it.

IAH-LOS 2016
IAD to Accra and Kotoka 2012

Kotoka is Accra, no?

In response to CriticalPoint, I'm pretty sure UA never served DKR in the 2010s.

FSDan · Mon Dec 16, 2019 5:06 am

jayunited wrote:
UA has just released the updated ORD 787 European schedule.

ORD-BRU 787-10 effective March 28
ORD-FRA 787-10 effective March 28 (UA944 only)
ORD-MUC 787-9 effective March 28

Previously announced
ORD-PVG 787 service will begin in mid- May
ORD-PEK 787 service will begin in mid-June
ORD-GRU and ORD-HND 787 service will begin sometime in the fall.

For now all other ORD international widebody routes (seasonal and/or year around) will remain on either 763s or 77Es.

Any idea why the ORD-Asia 787 flying (particularly PEK and PVG) wasn't loaded while the TATL flying was? Are the delivery schedules of the new 789s uncertain? It seems other TPAC routes did have equipment changes loaded this weekend.

LGeneReese · Mon Dec 16, 2019 7:19 am

FSDan wrote:
jayunited wrote:
UA has just released the updated ORD 787 European schedule.

ORD-BRU 787-10 effective March 28
ORD-FRA 787-10 effective March 28 (UA944 only)
ORD-MUC 787-9 effective March 28

Previously announced
ORD-PVG 787 service will begin in mid- May
ORD-PEK 787 service will begin in mid-June
ORD-GRU and ORD-HND 787 service will begin sometime in the fall.

For now all other ORD international widebody routes (seasonal and/or year around) will remain on either 763s or 77Es.

Any idea why the ORD-Asia 787 flying (particularly PEK and PVG) wasn't loaded while the TATL flying was? Are the delivery schedules of the new 789s uncertain? It seems other TPAC routes did have equipment changes loaded this weekend.

The first of the new 789s is LN960 and near the end of the FAL now. The 11th/last is LN1048 so the delivery schedule seems fairly firm... UA is likely still sorting out the best places they want to put them all.

boacboac · Mon Dec 16, 2019 10:14 am

jayunited wrote:
boacboac wrote:
Hi all,
Just need to correct this here, the 787-9 LHRIAD record wasn't a ferry flight, UA925-10th May 2017, it had 94 PAX onboard as well as crew and 10 x PMC of freight , and Mail as well.
The freight was part of a 1 Million Kg project moving from LHR-MCI.
How do I know, because I planned the load and helped along with Ops make it happen.
The 777-200 record that LHR also holds at UA with 83,362LB onboard also had PAX onboard back in 2013 (UA028) , but don't have that figure to hand right now, it wasn't classed as a 77E at the time as the 77E didn't exist at the time, it was an ex CO 77Y.

Everything that I've seen so far for both flights shows no passengers on board either flight. The 789 shows booked revenue passengers but because of the extended delay required do to the crew not being rest reset those passengers are showed rebooked. Everything that I'm seeing is showing zero passengers on the final manifest for this particular flight.

However since you are claiming to have been the load planner for this particular flight and I'm not in load planning I will have to take your word for it that you were indeed the load planner for this flight. But the records I've found show no passengers and both these flights operated with cargo only however the 77E (UA's internal code for the sCO 777s is 77Y) was a true cargo flight no flight attendants while the 789 flight is showing flight attendants on board.

Hiya,

Just to clarify, I wasn't the load planner and made no claim to be, although I can see how the way I phrased it could be misread as that.
As stated I was involved in the planning of both loads in advance , and worked alongside Ops (load planning in LHR and Willis) to make this happen on the day , I'm a Cargo guy not a Load Planner, so I booked the Cargo loads and planned all in advance.

Now I'm back in the office I have a little more info to hand.

UA925-10th May 2017, 787-9, N35953, 36 Business PAX, 58 Coach PAX - 94 PAX total onboard.
10 x PMC of freight onboard at 78,589LBs, 2 x AKE of Mail in the Bulk Pit at 3049LBs, 2 x AKE Bags boarded and 8 x Bags in the Bulk Pit.
Flight pushed back 5 min late at 16:45, airborne at 17:30 which is 50 min late only, so no extended delay on this flight.

UA028-1st July 2013 , 777-200, N78003, 49 PAX in Business, 178 in Coach, 227 PAX onboard.
Aircraft was a 77Y at the time, now its converted to Polaris config it is redesignated as 77E, a 77E is an old CO 77Y that now has Polaris.
To be honest I question the source of this saying its the 777 Cargo record at UA, as I have no record of it and the Cargo records do not match up, this is a mistake from WHQ I think to call that record at 83,362Lbs, ferry flights do not count as records anyway, only flights with PAX on, but UA028 on that day was not a ferry for sure.

I do know the 777-200 Cargo record at United is still held by LHR anyway at 79,740Lbs, UA925-27th Nov 2013, N786UA was a 77J at the time, now a 77N with Polaris.
7 x First Class PAX, 23 x Business, 63 Coach - total 93 PAX onboard
73,571Lbs of Cargo , 6169LBs of Mail, 83 Bags onboard.

Fun fact, UA LHR holds the weight records for the 747-400 / 767-300 / 767-400 / 777-200(non HD) / 777-300 / 787-8 / 787-9.
We are only missing the 777-200HD and the 787-10, and whilst we wont be getting them in LHR anytime soon as they don't fly here, we intend on bringing those 2 Cargo records home to Europe in 2020.

blacksoviet · Mon Dec 16, 2019 11:18 am

Why doesn’t United install winglets on the 757-300 fleet?

How long would it take for the investment to pay for itself?

fun2fly · Mon Dec 16, 2019 11:30 am

GmoneyCO wrote:
intotheair wrote:
CriticalPoint wrote:

Massively profitable. They are always packed. Just go look at today’s flights. Every time I try to get on one to go to work I end up in the flight deck.

I end up on the 777 on SFO-DEN and return about once a month. I'd prefer to fly another type, as I don't really like the experience, but those times happen to always be the best for me. Every single time, even on typically quiet Tuesday afternoons, the plane is always packed. I think the seat map is usually not full until the day of departure because more and more people are buying basic economy, which doesn't assign a seat until check-in. There's also usually a pretty long standby list for each flight as well. If I book a ticket 2-3 weeks out, a lot of times, there are only middle seats available, and I won't assign myself a seat until a window or aisle pops up.

I guess it's fun to fly a widebody, but 360+ people taking an hour usually to board for a two hour flight kills me. The drink cart doesn't reach the back of the Y cabin until about 90 minutes into the flight. I ended up on the 788 last week on DEN-SFO for a change, and the whole experience didn't feel as grueling.

My experiences on the 772HD, especially the DEN/SFO flight are very similar to yours. It makes UA a lot of money but i avoid that flight if I can.

The worst 772HD flight is HNL>anywhere mainland. 360 people who never fly crammed into a 150 person boarding gate area. Brutal.

It was my understanding that 4x 772A's were being retired in 2020 and these newly converted ones were to replace them. Is that not correct?

bmibaby737 · Mon Dec 16, 2019 11:51 am

blacksoviet wrote:
Why doesn’t United install winglets on the 757-300 fleet?

How long would it take for the investment to pay for itself?

They installed winglets years ago?

jayunited · Mon Dec 16, 2019 2:07 pm

fun2fly wrote:
The worst 772HD flight is HNL>anywhere mainland. 360 people who never fly crammed into a 150 person boarding gate area. Brutal.

It was my understanding that 4x 772A's were being retired in 2020 and these newly converted ones were to replace them. Is that not correct?

Looking at the most up to date fleet plan I don't see any 77A retirements. The fleet plan for 2020 shows the HD fleet growing from 19 HD77-200s to 23 HD777-200/ER. The HD fleet will reach 23 frames by early June. Then from June 2020 through December 2020 the size of the fleet remains the same at 23 HD777-200/ERs no retirements at all. The fleet plan I'm looking at was updated at the beginning of this month.

flight152 · Mon Dec 16, 2019 3:04 pm

blacksoviet wrote:
Why doesn’t United install winglets on the 757-300 fleet?

How long would it take for the investment to pay for itself?

Why are you asking this question? Pull up a picture of one first.

N649DL · Mon Dec 16, 2019 3:17 pm

drerx7 wrote:
CriticalPoint wrote:
N649DL wrote:
Are the HD 777s actually profitable? Every time I check the seat maps, there always seem to a ton of open seats in Y as it seems like way too much capacity on some routes. Just an observation.

Massively profitable. They are always packed. Just go look at today’s flights. Every time I try to get on one to go to work I end up in the flight deck.

I just came off of 3 of them from Thursday to today....IAH-LAX-DEN-IAH
ALL 3 PACKED.

Either way, ALL 3 SUCK. It's one of the most embarrassing Y products in the UAL product suite.

CriticalPoint · Mon Dec 16, 2019 3:27 pm

N649DL wrote:
drerx7 wrote:
CriticalPoint wrote:

Massively profitable. They are always packed. Just go look at today’s flights. Every time I try to get on one to go to work I end up in the flight deck.

I just came off of 3 of them from Thursday to today....IAH-LAX-DEN-IAH
ALL 3 PACKED.

Either way, ALL 3 SUCK. It's one of the most embarrassing Y products in the UAL product suite.

Ok.........

atcsundevil · Mon Dec 16, 2019 5:45 pm

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

✈️ atcsundevil

codc10 · Mon Dec 16, 2019 6:05 pm

FSDan wrote:
jayunited wrote:
UA has just released the updated ORD 787 European schedule.

ORD-BRU 787-10 effective March 28
ORD-FRA 787-10 effective March 28 (UA944 only)
ORD-MUC 787-9 effective March 28

Previously announced
ORD-PVG 787 service will begin in mid- May
ORD-PEK 787 service will begin in mid-June
ORD-GRU and ORD-HND 787 service will begin sometime in the fall.

For now all other ORD international widebody routes (seasonal and/or year around) will remain on either 763s or 77Es.

Any idea why the ORD-Asia 787 flying (particularly PEK and PVG) wasn't loaded while the TATL flying was? Are the delivery schedules of the new 789s uncertain? It seems other TPAC routes did have equipment changes loaded this weekend.

It takes time to spool up a new pilot domicile (ORD787; need existing pilots to bid for positions, award positions, assign training dates, complete training,ensure adequate staffing) and at the same time, draw down another domicile (ORD777) while covering the schedule. It also takes time to ensure there is enough support on the ground at ORD, like a spare parts pool, training, handling equipment, etc. It's not a turnkey operation.

calpsafltskeds · Mon Dec 16, 2019 7:22 pm

blacksoviet wrote:
Why doesn’t United install winglets on the 757-300 fleet?

How long would it take for the investment to pay for itself?

Maybe you are talking about scimitar winglets.
The RR 752s had regular winglets replaced by have scimitar winglets while the PW752 and 753s still have the standard winglet.
It would probably cost more than its worth to replace the standard winglet and/or trigger an STC for conversion. Since 753s came from both pmCO and TZ, it might trigger 2 STCs on that fleet - probably not worth it as range is the biggest issue on the RR752s only.

snuggs28 · Mon Dec 16, 2019 8:04 pm

codc10 wrote:
FSDan wrote:
jayunited wrote:
UA has just released the updated ORD 787 European schedule.

ORD-BRU 787-10 effective March 28
ORD-FRA 787-10 effective March 28 (UA944 only)
ORD-MUC 787-9 effective March 28

Previously announced
ORD-PVG 787 service will begin in mid- May
ORD-PEK 787 service will begin in mid-June
ORD-GRU and ORD-HND 787 service will begin sometime in the fall.

For now all other ORD international widebody routes (seasonal and/or year around) will remain on either 763s or 77Es.

Any idea why the ORD-Asia 787 flying (particularly PEK and PVG) wasn't loaded while the TATL flying was? Are the delivery schedules of the new 789s uncertain? It seems other TPAC routes did have equipment changes loaded this weekend.

It takes time to spool up a new pilot domicile (ORD787; need existing pilots to bid for positions, award positions, assign training dates, complete training,ensure adequate staffing) and at the same time, draw down another domicile (ORD777) while covering the schedule. It also takes time to ensure there is enough support on the ground at ORD, like a spare parts pool, training, handling equipment, etc. It's not a turnkey operation.

1st ORD crews started Qual training 2 weeks ago. Most of them are coming from the 777 ORD base. As the ORD 777 Base is being downsized.

codc10 · Mon Dec 16, 2019 8:06 pm

calpsafltskeds wrote:
blacksoviet wrote:
Why doesn’t United install winglets on the 757-300 fleet?

How long would it take for the investment to pay for itself?

Maybe you are talking about scimitar winglets.
The RR 752s had regular winglets replaced by have scimitar winglets while the PW752 and 753s still have the standard winglet.
It would probably cost more than its worth to replace the standard winglet and/or trigger an STC for conversion. Since 753s came from both pmCO and TZ, it might trigger 2 STCs on that fleet - probably not worth it as range is the biggest issue on the RR752s only.

I don't think there are enough conversion candidates such that the incremental benefit of the scimitar tip for the 753 would have made economic sense to develop.

jetblastdubai · Mon Dec 16, 2019 8:33 pm

boacboac wrote:
Fun fact, UA LHR holds the weight records for the 747-400 / 767-300 / 767-400 / 777-200(non HD) / 777-300 / 787-8 / 787-9.
We are only missing the 777-200HD and the 787-10, and whilst we wont be getting them in LHR anytime soon as they don't fly here, we intend on bringing those 2 Cargo records home to Europe in 2020.

I'm sure most people on here missed the underlying meaning in your post but you got a huge virtual "high five" from me when I read it. This is the kind of competition I love seeing in any company! Setting a goal and working towards earning it is a great morale booster for any group within an organization. The fact that you are actively setting a goal of bring home two more records says a lot about your desire to make your station more profitable as well as gain some more notoriety.

I worked ATC in probably one of the most difficult towers on the planet and almost everyone there busted their back side to push out more and more planes regardless of the pay we took home...it was a personal pride thing and we had more fun than a human being should have while doing it. Our customers knew it too.

FSDan · Tue Dec 17, 2019 2:00 am

codc10 wrote:
FSDan wrote:
jayunited wrote:
UA has just released the updated ORD 787 European schedule.

ORD-BRU 787-10 effective March 28
ORD-FRA 787-10 effective March 28 (UA944 only)
ORD-MUC 787-9 effective March 28

Previously announced
ORD-PVG 787 service will begin in mid- May
ORD-PEK 787 service will begin in mid-June
ORD-GRU and ORD-HND 787 service will begin sometime in the fall.

For now all other ORD international widebody routes (seasonal and/or year around) will remain on either 763s or 77Es.

Any idea why the ORD-Asia 787 flying (particularly PEK and PVG) wasn't loaded while the TATL flying was? Are the delivery schedules of the new 789s uncertain? It seems other TPAC routes did have equipment changes loaded this weekend.

It takes time to spool up a new pilot domicile (ORD787; need existing pilots to bid for positions, award positions, assign training dates, complete training,ensure adequate staffing) and at the same time, draw down another domicile (ORD777) while covering the schedule. It also takes time to ensure there is enough support on the ground at ORD, like a spare parts pool, training, handling equipment, etc. It's not a turnkey operation.

Appreciate the insight! :bigthumbsup:

VC10er · Tue Dec 17, 2019 6:40 am

Coalways wrote:
N649DL wrote:
VC10er wrote:

??? Terminal C at EWR sucks? How so? Today TC is one of the best “large and old” renovated Terminals in the USA. Obviously brand NEW airports are often better. Compared to the old days, it’s attractive enough upon entering, and a breeze today to go from check-in, through a massively improved security area, once past security it’s easy to get to your gate. It’s a very large terminal, so there might be a long walk “if” you’re gate is at the furthest tip of a concourse and can be very crowded, otherwise it is very convenient and is FINALLY attractive given it’s huge renovation (but the architecture is what it is) given United had a lemon designed 40+ years ago, however over the past few years UA has made amazing lemonade! The retail is well selected, the restaurants are very good, the Polaris lounge is huge and gorgeous, the new gate areas are really nice and comfortable with bespoke designed seating, the overall atmosphere is cheery compared to its original state. The last couple of things that needed fixing are underway: all NEW bathrooms (the new design for the bathrooms are really beautiful (some are open already) and they are modern and attractive and don’t look like a bus terminal bathroom anymore! United is building an enormous new United Club on the roof on top of Concourse C, which is rumored to be awesome with floor to ceiling windows overlooking the apron and runways, once that opens, there are plans to truly renovate the United Club upstairs on concourse 1.
So, having to often use old, renovated and extended (over and over) terminals around the USA and some international airports TC is very convenient and attractive enough. Having just deplaned at LHR (Queen’s Terminal) this past Thursday, and have used multiple times, while it is really beautifully designed its a very, very long walk to gates or bag claim.
I hope I live long enough to see it, but NYC Metro area airports are being leveled and rebuilt, brand new terminals coming - but like most major cities, airport infrastructures are being pushed to their limits and I believe regardless of all the “new” it won’t be enough 50 years from now! Not with the massive growth of super tall apartment and office towers in and around Manhattan going up at an unbelievable rate!
I am born and raised in NYC, and in just my lifetime NYC has changed radically- never before has there been so much growth in Manhattan, Brooklyn and NJ!
And United had a very small footprint in NYC just 20 years ago, now post merger and with the bumps over with, its remarkable how powerful they have become in NYC!

Well right now they have pop up open roofed bathrooms next to where people are dining right now in C-2. That and the UA Club space at the moment is an embarrassment at best (except the Polaris Lounge which looks great.) Yet it's a huge drop off between the Polaris Lounge and the 1980s-style ex-President's club and the "Pop Up" Clubs. I've always found there has been long walks while bouncing through various crowds no matter where you're headed to.

I was just at EWR and the new Terminal A construction seems to be coming along well. It will be interesting to see where UA lands there, but as for Terminal C, never really been a fan. More negative than positive experiences there over the years even when CO was there.

fun2fly wrote:

I thought it was a generally accepted a.net assumption that the 14 x 78J's that are/are not ordered were the replacements for these birds? As you say, it's a bigger boat 2024 delivery makes sense 1996 birds retiring in years 28 or so.

Think you are a little over the top! United terminal C is very nice and well branded. The Temporary bathrooms in the middle of the terminal are no where near restaurants and are very clean and very well branded I have pictures in my phone but don’t know how to post them on here or I would! United has done a very nice job with branding and everything during this extensive construction process.

OHHHH! NOW I KNOW WHAT THE OPEN ROOF LAVS YOU ARE REFERRING TO!!!
I have not used one of those temporary restrooms, but I have passed them. Not only do they look like temporary structures, they say so on the outer walls. it is SO OBVIOUS that they are temporary: if you look to the side of them there are “blue under-renovation” plywood walls covering the entrances to the real men’s and women’s bathrooms that say “Restroom renovation underway” - those pop-up restrooms are there only because the real ones are getting a much needed redesign.
For the past few years I was surprised that United had not updated the TC concourse restrooms. But I will say at least they were always clean. There was a janitor inside each one all day long- mopping floors, cleaning sinks and toilets etc. They may have looked very 1992, with grey tiles and stainless steel soffit over the sinks, but even with 12 men constantly milling around inside, the janitor always made sure they were clean. They each had the button in RED, YELLOW & GREEN to push to rate your satisfaction: I’m certain the RED button was pushed far more often!
ONCE the new restrooms are opened, I’m sure those roofless temp restrooms will be taken down.

I always considered myself a person obsessed with the details, as well as the macro: IMHO: EWR TC (given that it was not a well designed airport terminal from day one) is today a fabulous large Terminal. The soaring ceilings upon entering are now bright white, really nice blue decorative lights, new structures inside, large monitors and all new branded back walls, and tons of open floor area make it very easy even at the most crowded times, the giant windows after security with modern white struts and very well done way finding signage and all the new restaurants are very attractive. It is obvious UA pored many, many millions into it, used a great architectural firm and for a BIG terminal it is easier and nicer looking than most.

Plus EWR is super fast by car from Manhattan as the highway infrastructure is all modernized, especially the Pulaski Skyway (1932) has been totally fixed up and a “gem” of America’s industrial era.

QUESTION: are plans underway for an easy direct and fast mass transit system from Manhattan to EWR?

VC10er · Tue Dec 17, 2019 7:00 am

When I fly United into a non-hub domestic airport, unless it is a smaller nice airport like Tampa, I often find that the return flight experience stinks in terms of UA not having its own “gates and seating and no UC” - one example is Miami! I love Miami and go about 5x a year. But I dread the return flight as the UA gates seem split apart, there is no UC etc. There are others too. I know MIA is enemy territory, same goes for DL but at “least” DL has a club at least.
I don’t know how many UA aircraft arrive everyday but EWR, ORD, IAH & IAD do have multiple flights, United as many as 6 nonstops a day from EWR. I know they stopped SFO, but IF I was king (and money didn’t matter that much) I would give my SF & LA & DEN FF’s a good option (especially SFO and would use a 752 with bed seats) I would (especially because it’s AA’s turf) create a mini United branded presence at MIA. Does anyone know how many UA pax arrive and depart MIA in both low and High seasons? My last trip at Thanksgiving, UA added a E175 from EWR. It was a fabulous ride.
I think (although I know nothing) that there is an opportunity there to create a more robust UA MIA experience, and increase growth.

UAinAUS · Tue Dec 17, 2019 8:29 am

UAX Update:

CR5:
N175GJ has entered MLB for interior mod
N603QX has been reregistered as N502GJ, exited AMA in new livery, at STL awaiting service entry
N170GJ has been reregistered as N549GJ, exited MLB, at STL awaiting service entry
N156GJ has been reregistered as N535GJ, exited MLB, at STL awaiting service entry

LGeneReese · Tue Dec 17, 2019 8:50 am

N656UA should Exit LCQORD UA2751 17DEC all gussied up in the new look. Wonder who’s next?

notconcerned · Tue Dec 17, 2019 1:49 pm

VC10er wrote:
I don’t know how many UA aircraft arrive everyday but EWR, ORD, IAH & IAD do have multiple flights, United as many as 6 nonstops a day from EWR. I know they stopped SFO, but IF I was king (and money didn’t matter that much) I would give my SF & LA & DEN FF’s a good option (especially SFO and would use a 752 with bed seats) I would (especially because it’s AA’s turf) create a mini United branded presence at MIA. Does anyone know how many UA pax arrive and depart MIA in both low and High seasons? My last trip at Thanksgiving, UA added a E175 from EWR. It was a fabulous ride.

But why would UA want to dump more capacity to MIA and risk a fare war with AA (who would be in the dominant position to defend their MIA hub). IAD/SFO/DEN-MIA are just seasonal routes for UA. There's probably better money to be made by flying to FLL and likely so, comparing the number of flights:
UA to MIA in winter: 18 (7 EWR, 2 IAD, 3 ORD, 4 IAH, 1 DEN, 1 SFO)
UA to FLL in winter: 23 (8 EWR, 4 IAD, 4 ORD, 4 IAH, 2 DEN, 1 SFO) with larger aircraft (more 739 and 752)

calpsafltskeds · Tue Dec 17, 2019 3:38 pm

I wonder who keeps records of the most cargo on certain types of aircraft. When I worked at ORD, we set a KLM company record of 104,000 lbs on a passenger 747-200. The front bin had 4 pallets that were maximum weight for each plus totals for combined positions. And the bulk bin was loaded with bags of resin, for whatever reason. Maybe 70 passengers.

CALTECH · Tue Dec 17, 2019 4:10 pm

Acft # 0006 is in HKG for Polaris, ETR approx 2/6

CALTECH · Tue Dec 17, 2019 4:12 pm

Nicknuzzii wrote:
CALTECH wrote:
IDK if this was updated, planned fleet...

787-9 -36 Total
787-10 -25 Total

And the 767-400s are planned to start their Polaris MOD in 2020....

Where did you see these updated numbers?

In a document and Boeing......

FlyHossD · Tue Dec 17, 2019 4:23 pm

VC10er wrote:
When I fly United into a non-hub domestic airport, unless it is a smaller nice airport like Tampa, I often find that the return flight experience stinks in terms of UA not having its own “gates and seating and no UC” - one example is Miami! I love Miami and go about 5x a year. But I dread the return flight as the UA gates seem split apart, there is no UC etc. There are others too. I know MIA is enemy territory, same goes for DL but at “least” DL has a club at least.
I don’t know how many UA aircraft arrive everyday but EWR, ORD, IAH & IAD do have multiple flights, United as many as 6 nonstops a day from EWR. I know they stopped SFO, but IF I was king (and money didn’t matter that much) I would give my SF & LA & DEN FF’s a good option (especially SFO and would use a 752 with bed seats) I would (especially because it’s AA’s turf) create a mini United branded presence at MIA. Does anyone know how many UA pax arrive and depart MIA in both low and High seasons? My last trip at Thanksgiving, UA added a E175 from EWR. It was a fabulous ride.
I think (although I know nothing) that there is an opportunity there to create a more robust UA MIA experience, and increase growth.

Is that UA's fault? Or something that's out of their control?

The handful of times that I passed through MIA (CO and UA), I was struck by the small and constrained concourses at MIA. That is, I've chalked MIA up as another of those limited facilities; IAD is a similar situation, though on a much bigger scale as a UA hub.

SJPBR · Tue Dec 17, 2019 7:30 pm

I have not seen here yet but in Brazil the comment is that the 77W will stay in EWR-GRU after March.

Runway28L · Tue Dec 17, 2019 8:45 pm

Ex-Vueling A320 N2910U scheduled to ferry OSR-KEF-CLE for induction tomorrow.

https://www.flightradar24.com/data/aircraft/N2910U

fightforlove · Tue Dec 17, 2019 9:12 pm

United will be taking delivery of another batch of 787-9s (13 air frames) beginning next year, plus 5 additional -10s remain to be delivered. Where will these frames be used? Will they be for expansion or replacement of older fleet aircraft? Heard that United are going to be bringing the 787-9 and -10 to ORD in 2020, perhaps they will replace old 772A models and 763s?

dmstorm22 · Tue Dec 17, 2019 10:12 pm

VC10er wrote:
Coalways wrote:
N649DL wrote:

Well right now they have pop up open roofed bathrooms next to where people are dining right now in C-2. That and the UA Club space at the moment is an embarrassment at best (except the Polaris Lounge which looks great.) Yet it's a huge drop off between the Polaris Lounge and the 1980s-style ex-President's club and the "Pop Up" Clubs. I've always found there has been long walks while bouncing through various crowds no matter where you're headed to.

I was just at EWR and the new Terminal A construction seems to be coming along well. It will be interesting to see where UA lands there, but as for Terminal C, never really been a fan. More negative than positive experiences there over the years even when CO was there.

Think you are a little over the top! United terminal C is very nice and well branded. The Temporary bathrooms in the middle of the terminal are no where near restaurants and are very clean and very well branded I have pictures in my phone but don’t know how to post them on here or I would! United has done a very nice job with branding and everything during this extensive construction process.

OHHHH! NOW I KNOW WHAT THE OPEN ROOF LAVS YOU ARE REFERRING TO!!!
I have not used one of those temporary restrooms, but I have passed them. Not only do they look like temporary structures, they say so on the outer walls. it is SO OBVIOUS that they are temporary: if you look to the side of them there are “blue under-renovation” plywood walls covering the entrances to the real men’s and women’s bathrooms that say “Restroom renovation underway” - those pop-up restrooms are there only because the real ones are getting a much needed redesign.
For the past few years I was surprised that United had not updated the TC concourse restrooms. But I will say at least they were always clean. There was a janitor inside each one all day long- mopping floors, cleaning sinks and toilets etc. They may have looked very 1992, with grey tiles and stainless steel soffit over the sinks, but even with 12 men constantly milling around inside, the janitor always made sure they were clean. They each had the button in RED, YELLOW & GREEN to push to rate your satisfaction: I’m certain the RED button was pushed far more often!
ONCE the new restrooms are opened, I’m sure those roofless temp restrooms will be taken down.

I always considered myself a person obsessed with the details, as well as the macro: IMHO: EWR TC (given that it was not a well designed airport terminal from day one) is today a fabulous large Terminal. The soaring ceilings upon entering are now bright white, really nice blue decorative lights, new structures inside, large monitors and all new branded back walls, and tons of open floor area make it very easy even at the most crowded times, the giant windows after security with modern white struts and very well done way finding signage and all the new restaurants are very attractive. It is obvious UA pored many, many millions into it, used a great architectural firm and for a BIG terminal it is easier and nicer looking than most.

Plus EWR is super fast by car from Manhattan as the highway infrastructure is all modernized, especially the Pulaski Skyway (1932) has been totally fixed up and a “gem” of America’s industrial era.

QUESTION: are plans underway for an easy direct and fast mass transit system from Manhattan to EWR?

Great to hear a refreshingly positive take on TC at Newark.

I too find it to be quite a solid terminal - in my view the best terminal in the NYC area, and all the improvements UA is making are just making it better. Yes the club situation aside from the Polaris one is a bit tiresome, but long-term that will shape out.

As it is, the restaurants are all solid, with really good offerings in Both C-1 and C-3 (less so C-2, admittedly). The iPad seating and plug-point availability is top notch. Wifi service is good.

The TSA area is constantly in flux, but improving.

UA has done well to make the best out of a tough situation.

In regards to mass transit, there';s the Path extension, but that will still require AirTrain ride I believe.

codc10 · Tue Dec 17, 2019 10:21 pm

dmstorm22 wrote:
The TSA area is constantly in flux, but improving.

The security area is finally finished, with exit lanes at each of C-1, C-2, C-3 plus enlarged circulation areas, new escalators, enlarged queuing mazes (non-Precheck/Clear near C-1, Precheck, Clear with Precheck, GS, Premier) closer to C-2. Offices on the mezzanine level have been relocated to the old C-3 checkpoint area and a new, larger landside restroom facility has been added.

The central checkpoint is preferable, and more responsive to demand, than the old setup with 3 separate checkpoints and insufficient queuing space. It will still get busy at peak times, but an improvement over the past.

Nicknuzzii · Tue Dec 17, 2019 10:36 pm

codc10 wrote:
dmstorm22 wrote:
The TSA area is constantly in flux, but improving.

The security area is finally finished, with exit lanes at each of C-1, C-2, C-3 plus enlarged circulation areas, new escalators, enlarged queuing mazes (non-Precheck/Clear near C-1, Precheck, Clear with Precheck, GS, Premier) closer to C-2. Offices on the mezzanine level have been relocated to the old C-3 checkpoint area and a new, larger landside restroom facility has been added.

The central checkpoint is preferable, and more responsive to demand, than the old setup with 3 separate checkpoints and insufficient queuing space. It will still get busy at peak times, but an improvement over the past.

So is it down to 1 large check point by C1 or did they finally open the one under construction by C3!

codc10 · Tue Dec 17, 2019 10:56 pm

Nicknuzzii wrote:
So is it down to 1 large check point by C1 or did they finally open the one under construction by C3!

C-3 was replaced with offices. It looks kind of temporary, and the old mezzanine level is still there (escalator landing) but the space is no longer going to be used as a checkpoint. The entire checkpoint is more or less consolidated into the old C-1/C-2 areas, and the space between.

SonomaFlyer · Tue Dec 17, 2019 11:11 pm

The UA fleet network thread addresses most of this topic and the 787 is indeed coming to ORD with flights starting to Europe I believe next summer. I think there will be 763's still flying to LHR as they are High J (business heavy) and this route is shorter than say from the West Coast which makes the fuel cost difference not as much of an issue vis a vie the 787.

snuggs28 · Tue Dec 17, 2019 11:26 pm

Runway28L wrote:
Ex-Vueling A320 N2910U scheduled to ferry OSR-KEF-CLE for induction tomorrow.

https://www.flightradar24.com/data/aircraft/N2910U

And then straight to TUP. It will broken up for parts. That Flight is UA2715-19 CLE-TUP.

She'll never fly in UA colors.

jayunited · Tue Dec 17, 2019 11:39 pm

fightforlove wrote:
United will be taking delivery of another batch of 787-9s (13 air frames) beginning next year, plus 5 additional -10s remain to be delivered. Where will these frames be used? Will they be for expansion or replacement of older fleet aircraft? Heard that United are going to be bringing the 787-9 and -10 to ORD in 2020, perhaps they will replace old 772A models and 763s?

I know this thread is very long but most of the information pertaining to the 787s arrival at ORD can be found in the most recent pages (64-66).

So save you a little bit of time here is the 2020 ORD 787 schedule.

ORD-BRU 787-10 effective March 28
ORD-FRA 787-10 effective March 28 (UA944 only)
ORD-MUC 787-9 effective March 28

Previously announced
ORD-PVG 787 service will begin in mid- May
ORD-PEK 787 service will begin in mid-June
ORD-GRU and ORD-HND 787 service will begin sometime in the fall.

For now all other ORD international widebody routes (seasonal and/or year around) will remain on either 763s or 77Es.

flight152 · Tue Dec 17, 2019 11:51 pm

snuggs28 wrote:
Runway28L wrote:
Ex-Vueling A320 N2910U scheduled to ferry OSR-KEF-CLE for induction tomorrow.

https://www.flightradar24.com/data/aircraft/N2910U

And then straight to TUP. It will broken up for parts. That Flight is UA2715-19 CLE-TUP.

She'll never fly in UA colors.

Really? All that for parts?

codc10 · Wed Dec 18, 2019 12:13 am

Rumor has it a new SFO route will be announced tomorrow.

Qantas744er · Wed Dec 18, 2019 1:25 am

Rumor going around this week:

UA will shortly announce a order for:
4 EA - B77W
11 EA - B781

Probably going to be announced during the 4Q earnings call.

calpsafltskeds · Wed Dec 18, 2019 1:55 am

763:
N669UA sked to enter HKG 2795/17Dec for High J Polaris/PP

78X:
N12010 C1 at CHS today, 12/17, and showing Ready for Delivery on 787 Spreadsheet page.
N14011 still showing Pre Flight Prep at CHS and hasn't flown yet.

789:
N29975 in FAL at CHS

snuggs28 · Wed Dec 18, 2019 1:55 am

flight152 wrote:
snuggs28 wrote:
Runway28L wrote:
Ex-Vueling A320 N2910U scheduled to ferry OSR-KEF-CLE for induction tomorrow.

https://www.flightradar24.com/data/aircraft/N2910U

And then straight to TUP. It will broken up for parts. That Flight is UA2715-19 CLE-TUP.

She'll never fly in UA colors.

Really? All that for parts?

Not just 1. All 6 320's coming from Vueling...

Can't wait to see how the Easy Jet A319's will be integrated. Those have CFM Engines. All other's have the IAE's.

SFOtoORD · Wed Dec 18, 2019 2:30 am

codc10 wrote:
Rumor has it a new SFO route will be announced tomorrow.

Hoping for SFO-DUB on the 788.

cosyr · Wed Dec 18, 2019 2:40 am

SFOtoORD wrote:
codc10 wrote:
Rumor has it a new SFO route will be announced tomorrow.

Hoping for SFO-DUB on the 788.

Or maybe SFO-CHC, after AA's announcement.

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