jayunited wrote:B777LRforeveR wrote:Anyone insight on how many of the total 763 fleet United planning to refit this configuration with?
Would't the 764 have been a better aircraft for this kind of refit?
All total 17 frames starting from the 1998 build s up to and including the the ex-HA birds will be configured this way. The remaining 763s will remain the same with 30 Polaris seats and 184 coach seats. The lone exception are 7 frames that were delivered in 1991 and early 1992 those frames are supposed to be retired and will keep the diamond seat configuration but there is speculation UA may keep these frames around as a result of the MAX grounding.
As far as the 764s I don't think they would be a better choice because what UA is going after are higher yields on routes like EWR-LHR/GVA/ZRH, ORD-LHR (has been announced first aircraft is already on UA938) and we believe IAD-GVA/ZRH and perhaps IAD-LHR. The new seat map for the 764s once UA starts Polaris/PE installation will be 34/18/175, even if UA was to expand the Polaris cabin on the 764 past door 2L/R their would still be a vast number of seat in coach on these premium heavy 763s there are only 99 seats in E+ and E- total. Outside of the summer travel season I think the premium heavy 763s are the best aircraft for these routes as demand for regular coach seats falls but demand for premium seats remains strong.
During the height of the summer travel season May through early September I think 1 out of the 5 EWR-LHR and 1 out of the 3 ORD-LHR flights should be upguaged a 77E to accommodate increase demand for coach seats which shouldn't hurt yields to much.
The 767-400ER at UA is used mainly where there is more demand for all cabins with a lot of seasonal adjustment. All of them need to be refitted (they still sport the old BusinessFirst seat).