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airmec7
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Re: United Fleet, Network, & Livery Thread - 2020

Sun May 17, 2020 2:16 am

All 737’s are ETOPS and no 319 is over water certified. Only a small handful of 320 are over water certified.
 
UAinAUS
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Re: United Fleet, Network, & Livery Thread - 2020

Sun May 17, 2020 9:51 am

UAX Update:

Update on Parked 50-seaters. I think it is more clear now what UA's long-term plan is for the Express Fleet as 50-seaters have been optimised to current flying. Most of CommutAir's E145XR fleet has returned to flying, and most of Air Wisconsin's CR2 fleet has been parked. There has also been the start of long-term/permanent storage for the older ExpressJet E145s (likely to be replaced by the ex-AX E145XRs once more flying is retuned). All frames listed below are parked, all others are currently flying (or in for routine scheudled maintenance).

G7 CR5:
STL: 506, 534, 535, 536, 538, 539, 540, 541, 543, 544, 545
N642CA (2003 build) has been re-registered as N523GJ, and has entered revenue service with GoJet

EV E145:
TYS: 535, 551, 555, 569, 902, 975, 976, 977, 988
CLE: 542, 545, 546, 548, 553, 556, 558, 564, 573, 904, 910, 916, 980, 991
IAH: 574, 575, 901, 986
RIC: 562, 981, 989, 995
Fleet Exit (stored at IGM): 537, 538, 540, 568, 570, 905, 908, 909, 911, 915

AX 145 and 145XR: All parked

C5 E145XR:
ALB: 161, 173, 187, 194, 197, 198, 199, 204

EV E145XR:
TYS: 105, 108, 109, 110, 180, 192
RIC: 185
IAH: 135, 159, 196
CLE: 167, 170

ZW CR2:
ATW: 471, 470, 469, 467, 466, 459, 456, 450, 449, 444, 439, 435, 434, 430, 427, 419, 417, 416, 415, 413, 412, 408, 405
DAY: 463, 462, 460, 458, 455, 454, 453, 452, 448, 447, 446, 445, 442, 421, 418, 414, 411
ROW: 451, 440, 438, 437, 436

OO CR2:
CKB: 906EV, 913
FWI: 934
TUS: 223, 423, 464, 652, 857, 860, 862, 880, 881, 901EV, 925EV, 937EV, 937, 938, 939, 941, 987, 902EV, 907EV
 
jayunited
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Re: United Fleet, Network, & Livery Thread - 2020

Sun May 17, 2020 10:37 pm

I'm not sure if this has been brought up on this thread already if it has disregard I just don't feel like searching the previous 5-7 pages.

United has reactivated 3 757-300s and 1 767-300, the reason is for social distancing.
N57857, N57855, N75854, and N646UA have all been place back into regular service.

I'm also hearing UA may place another 14 "larger" frames back into service. Now larger frames does NOT necessarily mean more 757s or 767s UA could also be looking at reactivating more 739ERs, as an upguage for a 738, and/or more A320s as an upguage for a A319.
 
United1
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Re: United Fleet, Network, & Livery Thread - 2020

Sun May 17, 2020 10:45 pm

jayunited wrote:
I'm not sure if this has been brought up on this thread already if it has disregard I just don't feel like searching the previous 5-7 pages.

United has reactivated 3 757-300s and 1 767-300, the reason is for social distancing.
N57857, N57855, N75854, and N646UA have all been place back into regular service.

I'm also hearing UA may place another 14 "larger" frames back into service. Now larger frames does NOT necessarily mean more 757s or 767s UA could also be looking at reactivating more 739ERs, as an upguage for a 738, and/or more A320s as an upguage for a A319.


That's awesome news...:)

Thanks for posting that. I look forward to seeing your posts pop up.
I know the voices in my head aren't real but sometimes their ideas are just awesome!!!
 
jayunited
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Re: United Fleet, Network, & Livery Thread - 2020

Sun May 17, 2020 11:43 pm

N646UA a 767-300 operated EWR-IAH on today and luckily we had 20 no-show passengers. If those 20 passengers had shown up UA would have been unable to "social distance" even on a widebody.

I don't want to go down the social distance rabbit hole but it is amazing the number of people who are now buying tickets 2-3 days prior to departure. The decision to upguage a flight is made 24-48 hours before departure it is based on several factors including load factors but know this NOT ALL flights will be upguaged on some flights UA will just release the middle seats.

Also for people saying airlines should just raise their prices a round trip last minute ticket 3 days out on UA EWR-IAH now cost (I did a dummy booking) $545 dollars on a non-refundable ticket, the highest price I saw the closer to departure is now up to $1,063 dollars for an economy nonrefundable ticket. A fully refundable economy ticket the price was up to $1,844 dollars. For most departures basic economy fares were not available for those flights were the option was available basic economy cost $531 dollars.

This flight was EWR-IAH was supposed to be a A319 which was upguaged to a 763 and the flight departed with 30J and 101Y. If the 20 no-show passengers had shown up there would have been 121Y which would have forced UA to place about 4 passengers into middle seats on a wide-body, after the flight was already upguaged 48 hours before departure.

After the shellacking UA took last week over a full 738 on EWR-SFO and seeing what UA is now charging passengers who book last minute I'm not sure how much more the market can take before UA starts to loose passengers to the ULCCs like NK or F9.
 
tphuang
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 1:52 am

jayunited wrote:
N646UA a 767-300 operated EWR-IAH on today and luckily we had 20 no-show passengers. If those 20 passengers had shown up UA would have been unable to "social distance" even on a widebody.

I don't want to go down the social distance rabbit hole but it is amazing the number of people who are now buying tickets 2-3 days prior to departure. The decision to upguage a flight is made 24-48 hours before departure it is based on several factors including load factors but know this NOT ALL flights will be upguaged on some flights UA will just release the middle seats.

Also for people saying airlines should just raise their prices a round trip last minute ticket 3 days out on UA EWR-IAH now cost (I did a dummy booking) $545 dollars on a non-refundable ticket, the highest price I saw the closer to departure is now up to $1,063 dollars for an economy nonrefundable ticket. A fully refundable economy ticket the price was up to $1,844 dollars. For most departures basic economy fares were not available for those flights were the option was available basic economy cost $531 dollars.

This flight was EWR-IAH was supposed to be a A319 which was upguaged to a 763 and the flight departed with 30J and 101Y. If the 20 no-show passengers had shown up there would have been 121Y which would have forced UA to place about 4 passengers into middle seats on a wide-body, after the flight was already upguaged 48 hours before departure.

After the shellacking UA took last week over a full 738 on EWR-SFO and seeing what UA is now charging passengers who book last minute I'm not sure how much more the market can take before UA starts to loose passengers to the ULCCs like NK or F9.


I don't think UA should be worried about F9 out of EWR. F9 doesn't really stick around in these higher cost airport like EWR. It should definitely be worried about NK, but NK is flying about as much of its schedule as UA is right now.

This week's B6 update had them flying 15x daily out of EWR by second half of June. That is about half of their pre-COVID scheduled flight and almost 2/3 of the flights they flew last summer. It would not surprise me if B6 runs close to a 100% pre-COVID schedule out of EWR by March.

UA probably does need to add flights back to EWR quicker or B6/NK are going to fill in the void. The international weakness is going to hurt a lot of the shorter flights that feed them.

I do wonder when UA is deciding to bring back its NYC flights and has to choose between utilizing its LGA slot (after waiver period is over) vs consolidating its position at EWR, what does it chose? Does it try to keep using all of its LGA slots or give up some and have that traffic go through EWR?
 
Nicknuzzii
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 2:35 am

tphuang wrote:
jayunited wrote:
N646UA a 767-300 operated EWR-IAH on today and luckily we had 20 no-show passengers. If those 20 passengers had shown up UA would have been unable to "social distance" even on a widebody.

I don't want to go down the social distance rabbit hole but it is amazing the number of people who are now buying tickets 2-3 days prior to departure. The decision to upguage a flight is made 24-48 hours before departure it is based on several factors including load factors but know this NOT ALL flights will be upguaged on some flights UA will just release the middle seats.

Also for people saying airlines should just raise their prices a round trip last minute ticket 3 days out on UA EWR-IAH now cost (I did a dummy booking) $545 dollars on a non-refundable ticket, the highest price I saw the closer to departure is now up to $1,063 dollars for an economy nonrefundable ticket. A fully refundable economy ticket the price was up to $1,844 dollars. For most departures basic economy fares were not available for those flights were the option was available basic economy cost $531 dollars.

This flight was EWR-IAH was supposed to be a A319 which was upguaged to a 763 and the flight departed with 30J and 101Y. If the 20 no-show passengers had shown up there would have been 121Y which would have forced UA to place about 4 passengers into middle seats on a wide-body, after the flight was already upguaged 48 hours before departure.

After the shellacking UA took last week over a full 738 on EWR-SFO and seeing what UA is now charging passengers who book last minute I'm not sure how much more the market can take before UA starts to loose passengers to the ULCCs like NK or F9.


I don't think UA should be worried about F9 out of EWR. F9 doesn't really stick around in these higher cost airport like EWR. It should definitely be worried about NK, but NK is flying about as much of its schedule as UA is right now.

This week's B6 update had them flying 15x daily out of EWR by second half of June. That is about half of their pre-COVID scheduled flight and almost 2/3 of the flights they flew last summer. It would not surprise me if B6 runs close to a 100% pre-COVID schedule out of EWR by March.

UA probably does need to add flights back to EWR quicker or B6/NK are going to fill in the void. The international weakness is going to hurt a lot of the shorter flights that feed them.

I do wonder when UA is deciding to bring back its NYC flights and has to choose between utilizing its LGA slot (after waiver period is over) vs consolidating its position at EWR, what does it chose? Does it try to keep using all of its LGA slots or give up some and have that traffic go through EWR?


I’d definitely be a slight bit on edge if I was UA and watching F9 at EWR. They started EWR service on Nov 14th and planned to fly to 16 destinations. They launched around 10 or so of the destinations and plan to continue in the future with 11 daily flights to 12 destinations. 3 of these routes, DEN, ORD, and RDU were never even flown before and are still scheduled to launch in June. DEN and ORD will fly seasonally in the summer and will alternate with PBI and PHX which will fly in the winter.

So why now should UA be concerned with F9’s presence at EWR. First, F9 doesn’t have much experience in the market but is already seeing numbers good enough to stay. Second, F9 is competing with UA on more than just leisure routes. DEN and ORD are both UA hubs and key markets. F9 is also taking a chance with RDU and PHX. Lastly, F9 came in quick the first time, why wouldn’t they do it again? Many are predicting a quicker return for leisure travel (My flight last week on F9 from EWR was about 90% full) compared to business travel. This is F9’s bread and butter.

Where do I see B6 at EWR? I agree with you that they will be at a near complete schedule by next spring. They did very well from EWR from what I heard and there was some pretty solid rumors they were considering expanding. It was a pretty positive sign that EWR was about equal to MCO at the end of June considering EWR was the hardest hit airport in the Nation.
 
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Schweigend
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 7:14 am

jayunited wrote:
United has reactivated 3 757-300s and 1 767-300, the reason is for social distancing.
N57857, N57855, N75854, and N646UA have all been place back into regular service.


Confirming what you said:

Yesterday afternoon, 17 May, I saw 753 N57857 at IAH gate E9 waiting for a scheduled MIA departure at 1900. Very unusual, I thought, since the 753s have been absent here for some time.

The publicly available post-departure seat chart for UA1005 showed the following load:

F 24 / 24
Y 128 / 210

Total = 152 / 234 = 65% LF


https://www.united.com/en/us/flightstat ... IAH/MIA/UA

It was encouraging to see the return of the 753, and also the nice load factor matching up with UA's new idea of going for a 70% LF when possible, to promote "social distancing".

This same aircraft is scheduled today to fly back from MIA to IAH as UA1007 at 06:20, currently showing a similar LF.

https://www.united.com/en/us/flightstat ... MIA/IAH/UA
 
jayunited
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 12:38 pm

Nicknuzzii wrote:
I’d definitely be a slight bit on edge if I was UA and watching F9 at EWR. They started EWR service on Nov 14th and planned to fly to 16 destinations. They launched around 10 or so of the destinations and plan to continue in the future with 11 daily flights to 12 destinations. 3 of these routes, DEN, ORD, and RDU were never even flown before and are still scheduled to launch in June. DEN and ORD will fly seasonally in the summer and will alternate with PBI and PHX which will fly in the winter.

So why now should UA be concerned with F9’s presence at EWR. First, F9 doesn’t have much experience in the market but is already seeing numbers good enough to stay. Second, F9 is competing with UA on more than just leisure routes. DEN and ORD are both UA hubs and key markets. F9 is also taking a chance with RDU and PHX. Lastly, F9 came in quick the first time, why wouldn’t they do it again? Many are predicting a quicker return for leisure travel (My flight last week on F9 from EWR was about 90% full) compared to business travel. This is F9’s bread and butter.

Where do I see B6 at EWR? I agree with you that they will be at a near complete schedule by next spring. They did very well from EWR from what I heard and there was some pretty solid rumors they were considering expanding. It was a pretty positive sign that EWR was about equal to MCO at the end of June considering EWR was the hardest hit airport in the Nation.


I believe UA needs to add more flights out of EWR. For the past week or more we've seen flights out of EWR are averaging at least 75% to certain destinations some are even going out full as people in New York City or even New York state are looking to escape to other states that are open.

A lot of our hot spot destinations right now are the Carolina's, Georgia, Florida, Louisiana, Texas and for some reason California. Load factors are up and customers are finding their flights a lot fuller than they expected especially if they last checked the seating chart 4-7 days before departure. Customers who don't check the seat chart at least 48 hours out are in for a surprise when they get to the airport, if they are going to any of these destinations. UA is selling a lot of last minute seats hence the reason for upgrading certain routes 24-48 hours out.
 
Nicknuzzii
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 12:48 pm

jayunited wrote:
Nicknuzzii wrote:
I’d definitely be a slight bit on edge if I was UA and watching F9 at EWR. They started EWR service on Nov 14th and planned to fly to 16 destinations. They launched around 10 or so of the destinations and plan to continue in the future with 11 daily flights to 12 destinations. 3 of these routes, DEN, ORD, and RDU were never even flown before and are still scheduled to launch in June. DEN and ORD will fly seasonally in the summer and will alternate with PBI and PHX which will fly in the winter.

So why now should UA be concerned with F9’s presence at EWR. First, F9 doesn’t have much experience in the market but is already seeing numbers good enough to stay. Second, F9 is competing with UA on more than just leisure routes. DEN and ORD are both UA hubs and key markets. F9 is also taking a chance with RDU and PHX. Lastly, F9 came in quick the first time, why wouldn’t they do it again? Many are predicting a quicker return for leisure travel (My flight last week on F9 from EWR was about 90% full) compared to business travel. This is F9’s bread and butter.

Where do I see B6 at EWR? I agree with you that they will be at a near complete schedule by next spring. They did very well from EWR from what I heard and there was some pretty solid rumors they were considering expanding. It was a pretty positive sign that EWR was about equal to MCO at the end of June considering EWR was the hardest hit airport in the Nation.


I believe UA needs to add more flights out of EWR. For the past week or more we've seen flights out of EWR are averaging at least 75% to certain destinations some are even going out full as people in New York City or even New York state are looking to escape to other states that are open.

A lot of our hot spot destinations right now are the Carolina's, Georgia, Florida, Louisiana, Texas and for some reason California. Load factors are up and customers are finding their flights a lot fuller than they expected especially if they last checked the seating chart 4-7 days before departure. Customers who don't check the seat chart at least 48 hours out are in for a surprise when they get to the airport, if they are going to any of these destinations. UA is selling a lot of last minute seats hence the reason for upgrading certain routes 24-48 hours out.


I know there is a lot of flights supposed to come back online
around Wednesday. ATL, CLT, MCO, TPA amongst others are all scheduled to restart.

In the future I’m not so quick to say UA express will be as large as they were prior to this at EWR. I think United’s A concourse may have served it’s final flights. The split ops. would be very expensive to maintain and is the need really going to be there? Is UA planning on getting anywhere close to 425 flights from EWR in the near future? Furthermore, T1 is supposed to open up next year and UA has already committed to gates and a new club there but I’m sure the PANYNJ would do anything to help UA.. Lol.
 
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calpsafltskeds
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 1:27 pm

I'd take the seat maps after departure as not being totally accurate. If you look at the maps for future slights, you'll see all the middle seats are "taken", which I think means blocked for social distancing. So the Y load factor may have up to 33% more seats shown occupied than reality and F might be 50% off as well. Of course, some of those middle seats may be occupied near or at departure (alternating windows/aisles in F). It look weird seeing a map with a nearly empty flight where all the middle seats are "sold", as they are blocked. If UA were to be more accurate, they would mark those seats with something like a "B" for blocked.
 
tphuang
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 2:19 pm

Nicknuzzii wrote:

I’d definitely be a slight bit on edge if I was UA and watching F9 at EWR. They started EWR service on Nov 14th and planned to fly to 16 destinations. They launched around 10 or so of the destinations and plan to continue in the future with 11 daily flights to 12 destinations. 3 of these routes, DEN, ORD, and RDU were never even flown before and are still scheduled to launch in June. DEN and ORD will fly seasonally in the summer and will alternate with PBI and PHX which will fly in the winter.

So why now should UA be concerned with F9’s presence at EWR. First, F9 doesn’t have much experience in the market but is already seeing numbers good enough to stay. Second, F9 is competing with UA on more than just leisure routes. DEN and ORD are both UA hubs and key markets. F9 is also taking a chance with RDU and PHX. Lastly, F9 came in quick the first time, why wouldn’t they do it again? Many are predicting a quicker return for leisure travel (My flight last week on F9 from EWR was about 90% full) compared to business travel. This is F9’s bread and butter.


That's what F9 does. It comes into a market with a lot of destinations to see what works and then runs away when things get hard. It's not a secret.
Take a look at this thread viewtopic.php?f=3&t=1444841
F9 already quit ONT/SDQ/STI/DFW out of EWR. EWR won't be the first airport F9 comes in with a bunch of market and then quits on most of them.

NK are a lot harder to get pushed out and will try to expand if they come out of this as an independent airline.

jayunited wrote:
I believe UA needs to add more flights out of EWR. For the past week or more we've seen flights out of EWR are averaging at least 75% to certain destinations some are even going out full as people in New York City or even New York state are looking to escape to other states that are open.

I think things are normalizing a little bit in NYC/NJ. A lot of people have COVID antibodies and others have seen a lot of people around them with COVID and with just mild symptoms. There are just less people afraid of COVID now. Demand out of NYC will take to recover, but UA may have cut too much. Their May capacity out of EWR is more appropriate for April demand.
 
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LAXintl
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 2:20 pm

A bit from tech ops VP update on Friday

I know we talk a lot about aircraft storage lately and just to put it in perspective, as of today, we have successfully placed over 410 aircraft in storage, or 93 percent of the mainline aircraft that are slated to enter the active or prolonged storage programs. It really is incredible when you think back to just a couple of months ago, when our fleet was busy traversing the globe and the prospect of having even a single aircraft out of service, just sitting on the ground, was something we did everything in our power to avoid. Endless hours of planning, coordination, communication and collaboration have gone into this enormous storage program and it’s amazing to see so many groups pull together to make it a success. Sure, we’ve stored aircraft in the past and have a defined process, but in reality, we’ve never experienced anything quite like this scale. Yet, if you take a step back and look at the professionalism and smoothness of this program so far, you would almost think that aircraft storage is something we handle on a daily basis.
Thankfully, storage isn’t our primary business, and I know we are all ready to get back to doing what we do best, which is flying!! To that end, I’m happy to report that we’ve seen enough demand for cargo that we’ve started bringing a few 787s out of storage. Last week we successfully returned one 787 to service and currently we are working on returning an additional four tails to the operation. We are also expanding cargo-only flights (cargo in the bins and closets) to the 777-200 and 767-300 fleets. The cargo demand is definitely encouraging, and I know we are all anxiously awaiting the demand for passenger flying to increase as well.



Based on his comments, about 440 mainline aircraft are slated to be parked to put scale on the enormous hit.

Upgaiging a few flights does not change the fact that airline is operating barely 10% of its pre Covid-19 planned schedule, and even then many flights are still below 50% load factor.
From the desert to the sea, to all of Southern California
 
Nicknuzzii
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 2:28 pm

tphuang wrote:
Nicknuzzii wrote:

I’d definitely be a slight bit on edge if I was UA and watching F9 at EWR. They started EWR service on Nov 14th and planned to fly to 16 destinations. They launched around 10 or so of the destinations and plan to continue in the future with 11 daily flights to 12 destinations. 3 of these routes, DEN, ORD, and RDU were never even flown before and are still scheduled to launch in June. DEN and ORD will fly seasonally in the summer and will alternate with PBI and PHX which will fly in the winter.

So why now should UA be concerned with F9’s presence at EWR. First, F9 doesn’t have much experience in the market but is already seeing numbers good enough to stay. Second, F9 is competing with UA on more than just leisure routes. DEN and ORD are both UA hubs and key markets. F9 is also taking a chance with RDU and PHX. Lastly, F9 came in quick the first time, why wouldn’t they do it again? Many are predicting a quicker return for leisure travel (My flight last week on F9 from EWR was about 90% full) compared to business travel. This is F9’s bread and butter.


That's what F9 does. It comes into a market with a lot of destinations to see what works and then runs away when things get hard. It's not a secret.
Take a look at this thread viewtopic.php?f=3&t=1444841
F9 already quit ONT/SDQ/STI/DFW out of EWR. EWR won't be the first airport F9 comes in with a bunch of market and then quits on most of them.

NK are a lot harder to get pushed out and will try to expand if they come out of this as an independent airline.

You are comparing apples to oranges. If this wasn’t for Covid-19 F9 would be flying all these routes and doing so profitably. The sole reason F9 cut these routes was not to make a big splash in the market but because of the decreased travel demand. If these routes launched last year they would still be flying.
 
jumpseat67
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 4:04 pm

Schweigend wrote:

Yesterday afternoon, 17 May, I saw 753 N57857 at IAH gate E9 waiting for a scheduled MIA departure at 1900. Very unusual, I thought, since the 753s have been absent here for some time.

The publicly available post-departure seat chart for UA1005 showed the following load:

F 24 / 24
Y 128 / 210

Total = 152 / 234 = 65% LF


https://www.united.com/en/us/flightstat ... IAH/MIA/UA

It was encouraging to see the return of the 753, and also the nice load factor matching up with UA's new idea of going for a 70% LF when possible, to promote "social distancing".

This same aircraft is scheduled today to fly back from MIA to IAH as UA1007 at 06:20, currently showing a similar LF.

https://www.united.com/en/us/flightstat ... MIA/IAH/UA


The actual LF was 22/56 or 33% for yesterday. The return leg today was 5/50 or 24%. The public available view seating chart is accurate, but only if you know how and what to count.
 
jetmatt777
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 4:28 pm

LAXintl wrote:

Upgaiging a few flights does not change the fact that airline is operating barely 10% of its pre Covid-19 planned schedule, and even then many flights are still below 50% load factor.


Debbie Downer. It does offer a glimmer of hope though. I don't think anyone has even implied the airline is in the clear.
 
CriticalPoint
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 5:12 pm

LAXintl wrote:
Upgaiging a few flights does not change the fact that airline is operating barely 10% of its pre Covid-19 planned schedule, and even then many flights are still below 50% load factor.


I appreciate that you are trying to Keep Perspective however people who’s lives are being up rooted are looking for any glimmer of hope they can grasp. Everyone knows it’s a shit sand which right now but if we can find something to wake up and be happy about for a minute it’s something.
 
strfyr51
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 8:59 pm

adamblang wrote:
KLMatSJC wrote:
adamblang wrote:

How will that affect the scope clause?

It won't. I don't see anything in the ALPA contract about 50-seat minimums (that would be odd) or ratios or anything in the AFA contract about 50-seat regional jets at all.

ALPA nor AFA have ever made any bones about 50 seat flying that I remember. Since many of those destinations mainline might not even fly and Pilots and FA's live. it might not serve them well to bust the chops of all UAX flying when many of them commute on it.
 
jayunited
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 9:14 pm

LAXintl wrote:
Upgaiging a few flights does not change the fact that airline is operating barely 10% of its pre Covid-19 planned schedule, and even then many flights are still below 50% load factor.


I appreciate your comments and you would be correct if we were to compare ORD's operation to EWR's operation, ORD's domestic load factor is still below 50% the same can not be said for domestic flights out of EWR to certain locations. Out of all of our hubs EWR is now UA's biggest challenge followed closely by SFO. I'm not saying United needs to add flights across the board at every hub but I do think UA needs to take a hard look at EWR and to a lesser extent SFO and either add or upgauge some flights because we are seeing leisure demand growing and these figures are supported by the TSA which has recorded a slow but steady rise in traffic for the past 3 weeks.

United talks about being flexible and responding to demand well here is their chance upgauging 24-48 hours out is a great start. I also agree with someone else who said UA may have cut to much from our EWR schedule for the month of May. Hopefully UA will take another look at our June schedule especially out of EWR. Demand for business travel may be close to zero but leisure travel to certain states which I've already mentioned is slowly coming back and flying a bunch of A319s is not enough capacity. I know the July schedule has not been finalized yet but if UA waits till July to add flights out of EWR as others have mentioned it may provide an opening to either NK and/or F9.

As far as cargo I was looking at the numbers yesterday and UA is killing it cargo wise. We've also operated our first HKG-SIN cargo charter, and our turn times have not increased greatly with us loading cargo in the cabin. On a recent ORD-LHR-ORD flight cargo was loaded in the cabin overhead bins and closets and it only took LHR ramp 1 hour to dump a full cabin and reload the overhead bins and closets for the return flight. I'm now hearing UA may move forward with loading cargo in the seats, so far no final decision has been made but based on the success we are seeing loading cargo in the overhead bins and closets I think it is only a matter of time before UA moves forward with loading cargo in the seats and netting it all down. Just a few weeks ago UA was only operating 40 cargo flights a week, today we are operating close to 200 flights per week and as LAXintl has pointed out more wide-bodies will be joining the effort.
 
LAXdude1023
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Re: United Fleet, Network, & Livery Thread - 2020

Mon May 18, 2020 9:42 pm

jayunited wrote:
LAXintl wrote:
Upgaiging a few flights does not change the fact that airline is operating barely 10% of its pre Covid-19 planned schedule, and even then many flights are still below 50% load factor.


I appreciate your comments and you would be correct if we were to compare ORD's operation to EWR's operation, ORD's domestic load factor is still below 50% the same can not be said for domestic flights out of EWR to certain locations. Out of all of our hubs EWR is now UA's biggest challenge followed closely by SFO. I'm not saying United needs to add flights across the board at every hub but I do think UA needs to take a hard look at EWR and to a lesser extent SFO and either add or upgauge some flights because we are seeing leisure demand growing and these figures are supported by the TSA which has recorded a slow but steady rise in traffic for the past 3 weeks.

United talks about being flexible and responding to demand well here is their chance upgauging 24-48 hours out is a great start. I also agree with someone else who said UA may have cut to much from our EWR schedule for the month of May. Hopefully UA will take another look at our June schedule especially out of EWR. Demand for business travel may be close to zero but leisure travel to certain states which I've already mentioned is slowly coming back and flying a bunch of A319s is not enough capacity. I know the July schedule has not been finalized yet but if UA waits till July to add flights out of EWR as others have mentioned it may provide an opening to either NK and/or F9.

As far as cargo I was looking at the numbers yesterday and UA is killing it cargo wise. We've also operated our first HKG-SIN cargo charter, and our turn times have not increased greatly with us loading cargo in the cabin. On a recent ORD-LHR-ORD flight cargo was loaded in the cabin overhead bins and closets and it only took LHR ramp 1 hour to dump a full cabin and reload the overhead bins and closets for the return flight. I'm now hearing UA may move forward with loading cargo in the seats, so far no final decision has been made but based on the success we are seeing loading cargo in the overhead bins and closets I think it is only a matter of time before UA moves forward with loading cargo in the seats and netting it all down. Just a few weeks ago UA was only operating 40 cargo flights a week, today we are operating close to 200 flights per week and as LAXintl has pointed out more wide-bodies will be joining the effort.


I did notice that UA moved up IAH-AMS re-start date from November to September. Im guessing theyre seeing some demand return on specific routes like that?
FOR THE LOVE OF GOD BRING BACK THE PAYWALL!!!!
 
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atcsundevil
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 4:30 am

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

There is also a post dedicated to keeping track of stored mainline aircraft.

✈️ atcsundevil
 
Nicknuzzii
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 12:31 pm

United will run 25% of their July schedule. UA execs also noted that cancellations are done and booking have slightly improved.
 
redrooster3
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 1:24 pm

Nicknuzzii wrote:
United will run 25% of their July schedule. UA execs also noted that cancellations are done and booking have slightly improved.


This news, although not the 100% schedule operation that everybody wants, is still good and positive news. I cant find this information though so I hope you're right.
Marry one of us, and you'll fly for free!
 
Nicknuzzii
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 1:29 pm

redrooster3 wrote:
Nicknuzzii wrote:
United will run 25% of their July schedule. UA execs also noted that cancellations are done and booking have slightly improved.


This news, although not the 100% schedule operation that everybody wants, is still good and positive news. I cant find this information though so I hope you're right.


https://t.co/8VyQ3kdcHd?amp=1
 
fun2fly
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 1:48 pm

From that document for fleet planning purposes, it looks like the open 8x 789's and 8x 78J's will end the widebody expansion at the end of 2021 most likely until the A350's.

"In 2022, the Company does not expect to be required to take delivery of any new aircraft and expects that non-aircraft adjusted capital expenditures will not exceed $500 million."

I am encouraged to hear UA's new 25% number, it seems consistent with DL's adds and a good step for all involved to get back at it.
 
LGeneReese
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 2:19 pm

fun2fly wrote:
From that document for fleet planning purposes, it looks like the open 8x 789's and 8x 78J's will end the widebody expansion at the end of 2021 most likely until the A350's.

"In 2022, the Company does not expect to be required to take delivery of any new aircraft and expects that non-aircraft adjusted capital expenditures will not exceed $500 million."

I am encouraged to hear UA's new 25% number, it seems consistent with DL's adds and a good step for all involved to get back at it.

What of the plan to acquire used 73Gs from WN and A319s from EasyJet? Are these projects now on hold or are they considered funded and continuing? All of these planes would be beneficial as replacements for older craft.
 
ordbosewr
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 2:31 pm

LGeneReese wrote:
fun2fly wrote:
From that document for fleet planning purposes, it looks like the open 8x 789's and 8x 78J's will end the widebody expansion at the end of 2021 most likely until the A350's.

"In 2022, the Company does not expect to be required to take delivery of any new aircraft and expects that non-aircraft adjusted capital expenditures will not exceed $500 million."

I am encouraged to hear UA's new 25% number, it seems consistent with DL's adds and a good step for all involved to get back at it.

What of the plan to acquire used 73Gs from WN and A319s from EasyJet? Are these projects now on hold or are they considered funded and continuing? All of these planes would be beneficial as replacements for older craft.


The SEC filing does not specifically call out any of the types of capital expenditures. The reference to the 787's expected is not called out, but likely.
It may be that the $2B includes both widebody and narrowbody, I do not know.
 
airplanedriver6
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 2:40 pm

FYI, UAL is presenting this afternoon at the Wolfe Research Investor conference and the link to the webcast is on the United Investor Relations site. 1:00PM CDT.

There may, or may not, be any significant information on fleet plans. That's how these things go.
 
fun2fly
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 2:50 pm

LGeneReese wrote:
fun2fly wrote:
From that document for fleet planning purposes, it looks like the open 8x 789's and 8x 78J's will end the widebody expansion at the end of 2021 most likely until the A350's.

"In 2022, the Company does not expect to be required to take delivery of any new aircraft and expects that non-aircraft adjusted capital expenditures will not exceed $500 million."

I am encouraged to hear UA's new 25% number, it seems consistent with DL's adds and a good step for all involved to get back at it.

What of the plan to acquire used 73Gs from WN and A319s from EasyJet? Are these projects now on hold or are they considered funded and continuing? All of these planes would be beneficial as replacements for older craft.


Two comments: "new" is the term they stated, not used or perhaps all used will be delivered in 2020/2021. Either way, capex will be down a lot.
 
LGeneReese
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 2:56 pm

A319
N880UA latest arrival from CZ.. UA2704 ANCSFO 18May.. So, will they paint it and put it in service rather than pull an older one out of storage.
 
jayunited
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 3:35 pm

ordbosewr wrote:
The SEC filing does not specifically call out any of the types of capital expenditures. The reference to the 787's expected is not called out, but likely.
It may be that the $2B includes both widebody and narrowbody, I do not know.


I would be shocked if UA restarted the Polaris/PE program before Q4 2021 at the earliest. Looking at the fleet except for the 3 PW 77Es that were scheduled to join the domestic fleet the only 77E frame without Polaris/PE is N77014. Of the 763 fleet only 7 frames still have the old diamond seats those frames can either be held in long term storage or retired (they are some of the oldest frames in the fleet). The 77Ws and 78Xs are being delivered with Polaris/PE installed this just leaves both the 788s and 789s. Of the 12 788s in the fleet only 4 have been reconfigured and of the 789s delivered prior to Q4 2019 only 2 have been reconfigured. Basically once the recovery starts UA could just leave the 764s, the 7 763 frames that have diamond seats and the one 77E in storage. By doing this UA could then assure passengers on any international flight operated by a 77W, 77E, 78X, and 763 that their flight would be on a Polaris equip aircraft. That leaves only the 788s/789s, UA could either isolate the Polaris/PE equip 788/9s to certain routes or let them all float around the system.

Looking at the narrow body fleet UA has done a great job with the A319 fleet with the exception of 14 frames the entire A319 fleet has been reconfigured with 12 brand new first class seats. The 14 frames still in the old configuration of 8 first class seats are all in storage. The entire 753 fleet has been reconfigured with 234 total seats. Only 11 RR powered 752 have been reconfigured with slimline seats, (not sure if those 11 frames are part of the 16 frames stored at airport locations or if they are part of the larger fleet stored at long term facilities like ROW, I simply don't feel like cross referencing the tail numbers).

Also I think construction on new United Clubs and Polaris lounges will cease until 2022 at the earliest, even at an airport like EWR where a UC is so desperately needed I think everything is on hold until our financial situation improves.
 
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calpsafltskeds
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 6:16 pm

Jay:
Thanks for the update - your WB stats are right on the money.
Due to the big seat count difference in 788 configurations, I'd expect the remaining 8 788s would be the biggest priority to get through Polaris mod. I'd expect 772GE N77014 and 763 N674UA to remain stored for now and maybe UA will consider 76A Polaris configuration for N674UA as times may dictate a less premium mix for at least the near future. If 763s replace some 772 TATL routes, I doubt the 76L's 109Y seats is enough.

UA has been slowly completing the 319 fleet mod with 12F seats and only 5 remain - each coming through SFO for a 5 days or more get completed. Uncompleted units are currently stored at: DEN: N813UA, N4888U, ROW: N837UA/N838UA, SFO N891UA - the SFO and INT units are probably being reconfigured.

I count 12 752s with slimlines and are stored (all since mid/late March) at:
ROW: N58101/N14102/N13110/N57111/N12116/N14120/N19141
MCO: N17105/N14106/N14107/N12109
INT: N19117
I'm not sure if the configuration was considered with stored aircraft - New configuration at ROW: 7 of 12 (58.3%). Old config at ROW 14 of remaining 28 (50%).

FYI: on the Fleet Site it's pretty easy to view spreadsheets for this info - I've added parked and stored/date/location columns for each aircraft type. https://sites.google.com/site/unitedfle ... t-tracking - Note tabs for each fleet type.
There are also other spreadsheets=, etc. on the Fleet Site to view fleets by livery, Polaris completion/mod, parked/stored aircraft, etc. and are all up to date.
 
N3340W
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 6:32 pm

So it appears that N777UA is being dusted off for a flight tomorrow (5/20) SFO-EWR as UA711. Was this expected, or a surprise to those who follow the fleet status?
 
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calpsafltskeds
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 6:42 pm

About half of the 772A fleet is flown every few days with the other half being parked/stored over 4 days. N777UA was last flown 5/3 - I have noticed some units scheduled to go back into service after a couple weeks get cancelled or rescheduled, so we'll see what happens with this unit. As mentioned previously, if loads look like a tight fit, UA has been scheduling larger aircraft a couple days out.
 
tphuang
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 6:45 pm

I just saw that UA is starting to remove seats from some of its RJ to be compliant with scope agreement. Does that mean we will see more CRJ550? Or is this a different type of conversion?
 
Blockplus
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 6:59 pm

tphuang wrote:
I just saw that UA is starting to remove seats from some of its RJ to be compliant with scope agreement. Does that mean we will see more CRJ550? Or is this a different type of conversion?



2big possibilities I see. 1. They are preparing to furlough more pilots than Jan 2016 hire date ( that mandates removal of seats) or . The republic e170s are gonna disappear. As they are smaller and burn about as much as the 175 advanced even configured to 70 seats.
 
codc10
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 7:34 pm

Blockplus wrote:
tphuang wrote:
I just saw that UA is starting to remove seats from some of its RJ to be compliant with scope agreement. Does that mean we will see more CRJ550? Or is this a different type of conversion?



2big possibilities I see. 1. They are preparing to furlough more pilots than Jan 2016 hire date ( that mandates removal of seats) or . The republic e170s are gonna disappear. As they are smaller and burn about as much as the 175 advanced even configured to 70 seats.


I think that number (post-Jan 2016 hires) is around 2200 or so. Unfortunately, I think it indicates the former, barring some sort of miraculous recovery.
Last edited by codc10 on Tue May 19, 2020 7:36 pm, edited 1 time in total.
 
MIflyer12
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 7:36 pm

fun2fly wrote:
Two comments: "new" is the term they stated, not used or perhaps all used will be delivered in 2020/2021. Either way, capex will be down a lot.


The use of 'new' in that context is interesting. Given the commitments for used aircraft there could be more clarity. From Reuters, emphasis mine:

United, which is due to present at the Wolfe conference later on Tuesday, said its total adjusted capital expenditure for 2021 would be close to $2 billion versus around $4.5 billion this year, falling to below $500 million in 2022 when it does not expect to take delivery of any new aircraft. It is taking fully financed jet deliveries this year and next.

How about unfinanced aircraft for 2020-2021? Are they saying those are deferred, or that everything committed is financed?

https://www.reuters.com/article/us-heal ... SKBN22V1Y9
 
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adamblang
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 7:37 pm

N3340W wrote:
So it appears that N777UA is being dusted off for a flight tomorrow (5/20) SFO-EWR as UA711. Was this expected, or a surprise to those who follow the fleet status?

Good to have the original 777 in the air on the 25th anniversary of the type's first revenue flight (June 7, 1995).
 
tphuang
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 7:53 pm

MIflyer12 wrote:
fun2fly wrote:
Two comments: "new" is the term they stated, not used or perhaps all used will be delivered in 2020/2021. Either way, capex will be down a lot.


The use of 'new' in that context is interesting. Given the commitments for used aircraft there could be more clarity. From Reuters, emphasis mine:

United, which is due to present at the Wolfe conference later on Tuesday, said its total adjusted capital expenditure for 2021 would be close to $2 billion versus around $4.5 billion this year, falling to below $500 million in 2022 when it does not expect to take delivery of any new aircraft. It is taking fully financed jet deliveries this year and next.

How about unfinanced aircraft for 2020-2021? Are they saying those are deferred, or that everything committed is financed?

https://www.reuters.com/article/us-heal ... SKBN22V1Y9

pretty sure they are deferred. They said earlier that they are only taking fully financed MAX jet until demand comes back. I assume that taking widebodies are lower on their priority list right now.
 
Boeing12345
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Re: United Fleet, Network, & Livery Thread - 2020

Tue May 19, 2020 11:49 pm

jayunited wrote:
ordbosewr wrote:
The SEC filing does not specifically call out any of the types of capital expenditures. The reference to the 787's expected is not called out, but likely.
It may be that the $2B includes both widebody and narrowbody, I do not know.


I would be shocked if UA restarted the Polaris/PE program before Q4 2021 at the earliest. Looking at the fleet except for the 3 PW 77Es that were scheduled to join the domestic fleet the only 77E frame without Polaris/PE is N77014. Of the 763 fleet only 7 frames still have the old diamond seats those frames can either be held in long term storage or retired (they are some of the oldest frames in the fleet). The 77Ws and 78Xs are being delivered with Polaris/PE installed this just leaves both the 788s and 789s. Of the 12 788s in the fleet only 4 have been reconfigured and of the 789s delivered prior to Q4 2019 only 2 have been reconfigured. Basically once the recovery starts UA could just leave the 764s, the 7 763 frames that have diamond seats and the one 77E in storage. By doing this UA could then assure passengers on any international flight operated by a 77W, 77E, 78X, and 763 that their flight would be on a Polaris equip aircraft. That leaves only the 788s/789s, UA could either isolate the Polaris/PE equip 788/9s to certain routes or let them all float around the system.

Looking at the narrow body fleet UA has done a great job with the A319 fleet with the exception of 14 frames the entire A319 fleet has been reconfigured with 12 brand new first class seats. The 14 frames still in the old configuration of 8 first class seats are all in storage. The entire 753 fleet has been reconfigured with 234 total seats. Only 11 RR powered 752 have been reconfigured with slimline seats, (not sure if those 11 frames are part of the 16 frames stored at airport locations or if they are part of the larger fleet stored at long term facilities like ROW, I simply don't feel like cross referencing the tail numbers).

Also I think construction on new United Clubs and Polaris lounges will cease until 2022 at the earliest, even at an airport like EWR where a UC is so desperately needed I think everything is on hold until our financial situation improves.



910 de-preservation has started and inducting June 2nd in XMN for Polaris and C4.

912 de-preservation started and also induct on June 2nd for Polaris mod.
 
ericm2031
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Re: United Fleet, Network, & Livery Thread - 2020

Wed May 20, 2020 1:35 pm

tphuang wrote:
I just saw that UA is starting to remove seats from some of its RJ to be compliant with scope agreement. Does that mean we will see more CRJ550? Or is this a different type of conversion?


Care to elaborate? All the CRJ700s were planned to be converted to G7 CRJ550 except for some OO birds to that are needed for ASE and MMH. But there are some strong signs on both the OO and YV earnings calls that G7 is struggling financially and this is currently on hiatus.
Last edited by ericm2031 on Wed May 20, 2020 2:05 pm, edited 1 time in total.
 
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CALTECH
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Re: United Fleet, Network, & Livery Thread - 2020

Wed May 20, 2020 1:50 pm

strfyr51 wrote:
Okcflyer wrote:
The problem with the 764 is that it has too many unique attributes. Special gear based on 777 design. Special flight deck with 777 components and not used on another high volume 767. In UA’s case, the only CF6 on property. All of these increase execution risk and therefore cost. While the frame itself is efficient, it doesn’t fit within synergies of a large organization.

Stick a fork in most 777HDs (mid 90’s). Those only make sense on Hawaii service from IAH/ORD/DEN/SFO (maxed with cargo).

The 753 is a similar story. Good economics when flying. Stranger. Not worth the time and effort without a large 752 fleet as well.

I think most interesting will be what happens on the narrow bodies. Retirements will happen, especially as MAX’s are delivered. *What* retires first will be most interesting. Early IAE powered Airbuses? Early CFM 737’s? Will the A319/737 size stick around in numbers (Meaning A320’s / 738’s retired) or will the smallest get the whack.

In the booming economy, the small incremental cost of the 738/A320 was considered trivial and easily covered by revenue management practices.

With a contracted market, those 5-6% cost savings can add up, and I’ve always wonder if the engine maintenance factor was properly accounted for. Due to their lower trust, they don’t deteriorate as quickly (fuel savings) and can last longer before overhaul. I suppose in large fleets those smaller birds for the longest time engines off the heavier-worked frames.

you could be right however? I suspect that you're wrong. the 737-700's and maybe non ETOPS 737's might be leaving if any are. the A319;s all have the range to fly conus to HNL and all over the Americas. North to south. they can be the backbone of the returning passenger traffic domestically until we need larger airplanes on a daily basis.


All 737s are ETOPS.
No A-319/320 are ETOPS.

airmec7 wrote:
All 737’s are ETOPS and no 319 is over water certified. Only a small handful of 320 are over water certified.


Do not see any Airbus aircraft ETOPS certified.
All 737s are ETOPS as you stated.
You are here.
 
codc10
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Re: United Fleet, Network, & Livery Thread - 2020

Wed May 20, 2020 2:06 pm

CALTECH wrote:
strfyr51 wrote:
Okcflyer wrote:
The problem with the 764 is that it has too many unique attributes. Special gear based on 777 design. Special flight deck with 777 components and not used on another high volume 767. In UA’s case, the only CF6 on property. All of these increase execution risk and therefore cost. While the frame itself is efficient, it doesn’t fit within synergies of a large organization.

Stick a fork in most 777HDs (mid 90’s). Those only make sense on Hawaii service from IAH/ORD/DEN/SFO (maxed with cargo).

The 753 is a similar story. Good economics when flying. Stranger. Not worth the time and effort without a large 752 fleet as well.

I think most interesting will be what happens on the narrow bodies. Retirements will happen, especially as MAX’s are delivered. *What* retires first will be most interesting. Early IAE powered Airbuses? Early CFM 737’s? Will the A319/737 size stick around in numbers (Meaning A320’s / 738’s retired) or will the smallest get the whack.

In the booming economy, the small incremental cost of the 738/A320 was considered trivial and easily covered by revenue management practices.

With a contracted market, those 5-6% cost savings can add up, and I’ve always wonder if the engine maintenance factor was properly accounted for. Due to their lower trust, they don’t deteriorate as quickly (fuel savings) and can last longer before overhaul. I suppose in large fleets those smaller birds for the longest time engines off the heavier-worked frames.

you could be right however? I suspect that you're wrong. the 737-700's and maybe non ETOPS 737's might be leaving if any are. the A319;s all have the range to fly conus to HNL and all over the Americas. North to south. they can be the backbone of the returning passenger traffic domestically until we need larger airplanes on a daily basis.


All 737s are ETOPS.
No A-319/320 are ETOPS.

airmec7 wrote:
All 737’s are ETOPS and no 319 is over water certified. Only a small handful of 320 are over water certified.


Do not see any Airbus aircraft ETOPS certified.
All 737s are ETOPS as you stated.


Some 320s have rafts for EOW operations in the Caribbean but no ETOPS.
 
tphuang
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Re: United Fleet, Network, & Livery Thread - 2020

Wed May 20, 2020 2:14 pm

ericm2031 wrote:
tphuang wrote:
I just saw that UA is starting to remove seats from some of its RJ to be compliant with scope agreement. Does that mean we will see more CRJ550? Or is this a different type of conversion?


Care to elaborate? All the CRJ700s were planned to be converted to G7 CRJ550 except for some OO birds to that are needed for ASE and MMH. But there are some strong signs on both the OO and YV earnings calls that G7 is struggling financially and this is currently on hiatus.


It was my ignorance. Looks like this is related to pilot contract and furlough.
 
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CALTECH
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Re: United Fleet, Network, & Livery Thread - 2020

Wed May 20, 2020 2:21 pm

codc10 wrote:
CALTECH wrote:
strfyr51 wrote:
you could be right however? I suspect that you're wrong. the 737-700's and maybe non ETOPS 737's might be leaving if any are. the A319;s all have the range to fly conus to HNL and all over the Americas. North to south. they can be the backbone of the returning passenger traffic domestically until we need larger airplanes on a daily basis.


All 737s are ETOPS.
No A-319/320 are ETOPS.

airmec7 wrote:
All 737’s are ETOPS and no 319 is over water certified. Only a small handful of 320 are over water certified.


Do not see any Airbus aircraft ETOPS certified.
All 737s are ETOPS as you stated.


Some 320s have rafts for EOW operations in the Caribbean but no ETOPS.


Yes, the 41XXs and 47XXs, they are Over Water equipped but are not ETOPS.....
4101
4102
4106
4107
4108
4171
4172
4173

4703
4704
4705
4709
4710
4711
4712
4713
4703
You are here.
 
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calpsafltskeds
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Re: United Fleet, Network, & Livery Thread - 2020

Wed May 20, 2020 2:22 pm

752:
N14115 exited GYR maint 2699/18May, now in IAH
N13138 sked to exit GYR maint 2759/20May, heading to IAH

789:
N29978 sked first revenue flight 2816/21May IAD-DUB
 
ericm2031
Posts: 1405
Joined: Tue Jun 19, 2012 8:46 am

Re: United Fleet, Network, & Livery Thread - 2020

Wed May 20, 2020 6:22 pm

tphuang wrote:
ericm2031 wrote:
tphuang wrote:
I just saw that UA is starting to remove seats from some of its RJ to be compliant with scope agreement. Does that mean we will see more CRJ550? Or is this a different type of conversion?


Care to elaborate? All the CRJ700s were planned to be converted to G7 CRJ550 except for some OO birds to that are needed for ASE and MMH. But there are some strong signs on both the OO and YV earnings calls that G7 is struggling financially and this is currently on hiatus.


It was my ignorance. Looks like this is related to pilot contract and furlough.


I found the article, and it too was confusing. Sounds like they need to get some 76-seaters under scope or they will have too many.
 
Nicknuzzii
Posts: 1233
Joined: Sat Sep 15, 2018 5:57 pm

Re: United Fleet, Network, & Livery Thread - 2020

Wed May 20, 2020 6:31 pm

Little sign of life today at EWR. UA running about 42 flights a day now instead of the typical 15.
 
Pi7472000
Posts: 209
Joined: Fri Apr 27, 2018 3:26 pm

Re: United Fleet, Network, & Livery Thread - 2020

Wed May 20, 2020 6:47 pm

Nicknuzzii wrote:
Little sign of life today at EWR. UA running about 42 flights a day now instead of the typical 15.


Will EWR be considered a hub over the next year or a focus city? I know they seem to be leaving LAX, except for hubs, which is sad as they were always the airline I flew all over the world out of LAX in the 1990s and 2000s. Hope they can come back to LAX and make it the hub it once was!!

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