Moderators: jsumali2, richierich, ua900, PanAm_DC10, hOMSaR

 
UA857
Posts: 718
Joined: Thu Aug 10, 2017 3:41 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Fri May 28, 2021 1:49 pm

EssentialBusDC wrote:
UA857 wrote:
gwrudolph wrote:

Regardless, those are brand new green aircraft with a lot of useful life. The 77W replacement plan is the least of their concerns in the near term. Before they worry about the 77Ws, they have to strategize on the fleet replacement plans for the 763, 757, A319/320, and 772s. Those 77Ws will likely be in service until the late 2030s


Couldn´t UA order the 779 and then de-rate and demote then 77W to domestic service to replace the 77A given that the 77W was originally meant to be a replacement for the 77A replacement on long-haul routes.

The 77W was ordered to replace the 747-400’s, not the 777A’s.


Wasn´t the original plan was to replace the 77A on long-haul routes with the 77W and the 744 with the A35J?
 
UAinAUS
Posts: 305
Joined: Fri Jun 17, 2016 8:11 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Fri May 28, 2021 2:16 pm

UAX Update:

E145XR:
N10156 (2004 build, ex-AX) ferried ISO in prep for transfer to CommutAir
N14203 entered revenue service with CommutAir

CR2:
N925EV re-entered service with Skywest
N956SW re-entered service with Skywest

CR5:
N501MJ entered revenue service with GoJet as CR5
N511MJ entered revenue service with GoJet as CR5
N503MJ ferried AMA for paint

CR7:
N512MJ ferried STL for conversion to CR5

E175SC:
N84378 entered revenue service with Mesa
 
gwrudolph
Posts: 574
Joined: Sat Sep 13, 2008 3:46 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Fri May 28, 2021 3:56 pm

flyer56 wrote:
jayunited wrote:
Oscar Munoz has officially retired from United his one year as executive chairman of the board has come to an end.

After his retirement he let employees in on a few secrets and one that caught my attention and even The Points Guy brought up this point as well and it has to do with United Global First and the Polaris decision.

When Oscar made the decision to drop Global First every s-UA employee myself included thought he had made a terrible mistake. I didn't know he was accosted by both flight attendants and pilots who questioned his judgement and I also didn't know United was only selling 15% of our Global First seats. He did admit there were some routes where United sold a higher percentage of first class seats but when he had his team take the entire s-UA widebody fleet and average out how many seats we were selling it came out to 15%, this despite the fact Global First was always full. As the team did research what they found out was s-UA was giving way more Global First seats (basically for free as upgrades or to employees) than we were selling and having Global First on every s-UA widebody really hindered s-UA from expanding because when an airline expands into a new market, revenue management has to take into account how much money the entire aircraft will generate on the route. If you couldn't sell first class then that was factored into s-UA's decision on whether or not to lauch a route. He stated s-UA had no problem selling business class but at some point people just stopped buying first class and s-UA continued to just give it away. He stated United could have gone with and install Global First on a small sub-fleet of widebodies for those few routes where United was actually selling first class seats but he felt it was best to just get rid of Global First altogether.

My questions are how did s-UA let things get that bad or that out of hand? Was the demise of Global First something s-UA could have prevented if s-UA would have paid more attention to the actual number of people buying first class v.s. just focusing on the number of seats occupied in first class? If s-UA would have limited Global First to a small select fleet like what American did could Global First have survive the merger?


From a customer and long time GS perspective, I have to reluctantly admit that Oscar was right. Polaris today is better than any version of Global First. The Polaris Lounges are better than the old IFLs. I authorize business travel in business class, but I could never see paying more for some version of first class above Polaris. The only shortcomings of Polaris are that the cabins and lounges are big and wide open whereas the old IFLs and Global First cabins were a bit more intimate. But honestly that does not move the needle enough. And having a true international FC cabin on flights to CTU or KIX does not make sense. In fact I don't think most international routes could support international FC.

Could United have retained GF on key routes like NYC-LHR or SFO-LHR? Maybe, but that means maintaining a subfleet just for these routes and I don't have any idea how complicated that is.

You ask how United let things get that bad. It wasn't United, it was the market. Every airline, including the few who continue offering international FC, were struggling with it. As a customer you get to a point where booking a corporate jet becomes more economical and more flexible. You can get several passengers on a private flight for essentially the same price as one. Compare to buying three FC tickets and you will soon see.


I think you are right on. I’m not sure that United “let it get bad” on F class sales as much as the market evolved such that there was little demand for it. Competition for business class passengers caused the industry to raise the bar on it, and and the end of the day, F became only marginally different than business class. Toward the end, I’m not really sure there was a perceivable difference to justify the difference in price.

I also agree they probably have a few markets where it would sell, but then you deal with the whole subfleet complications. I’ll guess AA will fully do away with F eventually
 
EssentialBusDC
Posts: 210
Joined: Sun Jan 15, 2017 3:06 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Fri May 28, 2021 4:02 pm

UA857 wrote:
EssentialBusDC wrote:
UA857 wrote:

Couldn´t UA order the 779 and then de-rate and demote then 77W to domestic service to replace the 77A given that the 77W was originally meant to be a replacement for the 77A replacement on long-haul routes.

The 77W was ordered to replace the 747-400’s, not the 777A’s.


Wasn´t the original plan was to replace the 77A on long-haul routes with the 77W and the 744 with the A35J?

No

Unless there was some extremely high level plan that was never made public, the 77A was never planned to be replaced, let alone by a 77W. It never flew that far to warrant a 77W.

The 350J was the designated 747-400 replacement but UAL decided they couldn’t wait a couple more years so they got a great deal on the 77W to use as an immediate replacement, and converted the Airbus order back to the 359 to act as a 77B/C replacement later in the decade.
 
User avatar
CALTECH
Posts: 3532
Joined: Thu May 17, 2007 4:21 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Fri May 28, 2021 8:27 pm

Some updates, 4/21....

Nose #...........Type................CEC #..........MSN #..........N #................Line #..........Mfg Yr.............Operator
7260 ..............737MAX-8 .....260 ..............43458 ..........N27260 ........8116 ...........2020 ...............UA
7261 ..............737MAX-8 .....261 ..............43464 ..........N27261 ........8118 ...........2020 ...............UA
7262 ..............737MAX-8 .....262 ..............66594 ..........N17262 ........8120 ...........2020................UA
7263 ..............737MAX-8 .....263 ..............66595 ..........N27263 ........8126 ...........2020................UA
7264 ..............737MAX-8 .....264 ..............66596 ..........N17264 ........8129 ...........2020................UA
7265 ..............737MAX-8 .....265 ..............64454 ..........N17265 ........8144 ...........2020................UA
7266 ..............737MAX-8 .....266 ..............66597 ..........N27266 ........8153 ...........2020................UA
7267 ..............737MAX-8 .....267 ..............43466 ..........TBD ..............8326 ...........2020................UA

Nose #.........Type.........CEC #.........MSN #.........N #.............Line #.........Mfg Yr ............... Operator
1014 ............787-10 ....014 .............40940 .........N13014 .....1114 ..........2021 ..................CO
1015 ............787-10 ....015 .............66984 .........N17015 .....1122 ..........2021 ..................CO
1016 ............787-10 ....016 .............66985 .........N14016 .....1126 ..........2021 ..................CO
1017 ............787-10 ....017 .............66986 .........N17017 .....1131 ..........2021 ..................CO
1018 ............787-10 ....018 .............66987......... N13018 .....1132 ..........2021 ..................CO
1019 ............787-10 ....019 .............66988 .........N14019 .....1134 ..........2021 ..................CO
1020 ............787-10 ....020 .............66989 .........N12020 .....1136 ..........2021 ..................CO
1021 ............787-10 ....021 .............66990 .........N12021 .....1138 ..........2021...................CO
1022 ............787-10 ....022 ............TBD .............N17022 .....TBD ..........TBD ...................CO
1023 ............787-10 ....023 ............TBD .............N14023 .....TBD ..........TBD ...................CO
1024 ............787-10 ....024 ............TBD .............N12024 .....TBD ..........TBD ...................CO
1025 ............787-10 ....025 ............TBD .............N12025 .....TBD ..........TBD ...................CO

Nose #..........Type............CEC #.........MSN #..............N #............Line #...........Mfg Yr...............Operator
0755 .............737-76N .....755 ............32679 ..............N13755 ....1514 ............04 ....................SWA/N7714B (610)
0756 .............737-76N .....756 ............32653 ..............N16756 ....1566 ............04 ....................SWA/N7703A (612)
0757 .............737-76N .....757 ............32661 ..............N18757 ....1593 ............04 ....................SWA/N7706A (614)
0758 .............737-76N .....758 ............32667 ..............N15758 ....1623 ............04 ....................SWA/N7707C (615)
0759 .............737-76N .....759 ............32652 ..............N17759 ....1627 ............04 ....................SWA/N7708E (616)
0760 .............737-76N .....760 ............32654 ..............N24760 ....1641 ............05 ....................SWA/N7709A (617)
0761 .............737-76N .....761 ............32656 ..............N12761 ....1671 ............05 ....................SWA/N7710A (618)
0762 .............737-76N .....762 ............32657 ..............N12762 ....1687 ............05 ....................SWA/N7711N (619)
0763 .............737-76N .....763 ............32660 ..............N12763 ....1710 ............05 ....................SWA/N7712G (620)
0764 .............737-76N .....764 ............32662 ..............N12764 ....1788 ............05 ....................SWA/N7716A (621)
0765 .............737-76N .....765 ............32664 ..............N13765 ....1804 ............05 ....................SWA/N7717D (622)
0766 .............737-76N .....766 ............32665 ..............N16766 ....1827 ............05 ....................SWA/N7718B (623)
0767 .............737-76N .....767 ............32666 ..............N28767 ....1833 ............05 ....................SWA/N7719A (624)
0768 .............737-76N .....768 ............32668 ..............N17768 ....1876 ............06 ....................SWA/N7722B (625)
0769 .............737-76N .....769 ............32670 ..............N13769 ....1898 ............06 ....................SWA/N7723E (626)
0770 .............737-76N .....770 ............32671 ..............N47770 ....1925 ............06 ....................SWA/N7725A (627)
0771 .............737-76N .....771 ............32673 ..............N13771 ....1943 ............06 ....................SWA/N7727A (628)
0772 .............737-76N .....772 ............32675 ..............N13772 ....1970 ............06 ....................SWA/N7729A (629)
0773 .............737-76N .....773 ............32677 ..............N13773 ....2002 ............06 ....................SWA/N7731A (630)
0774 .............737-76N .....774 ............32678 ..............N13774 ....2055 ............06 ....................SWA/N7733B (631)
 
jayunited
Posts: 3608
Joined: Sat Jan 05, 2013 12:03 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Fri May 28, 2021 11:11 pm

flyer56 wrote:
From a customer and long time GS perspective, I have to reluctantly admit that Oscar was right. Polaris today is better than any version of Global First. The Polaris Lounges are better than the old IFLs. I authorize business travel in business class, but I could never see paying more for some version of first class above Polaris. The only shortcomings of Polaris are that the cabins and lounges are big and wide open whereas the old IFLs and Global First cabins were a bit more intimate. But honestly that does not move the needle enough. And having a true international FC cabin on flights to CTU or KIX does not make sense. In fact I don't think most international routes could support international FC.

Could United have retained GF on key routes like NYC-LHR or SFO-LHR? Maybe, but that means maintaining a subfleet just for these routes and I don't have any idea how complicated that is.

You ask how United let things get that bad. It wasn't United, it was the market. Every airline, including the few who continue offering international FC, were struggling with it. As a customer you get to a point where booking a corporate jet becomes more economical and more flexible. You can get several passengers on a private flight for essentially the same price as one. Compare to buying three FC tickets and you will soon see.



Thank you for your response.

When Oscar made his comments it took me back to the debates and sometime arguments that ensued when the decision was announce Global First was going away. When I think about the total number of Global First seats United had on our 744s, 777s, and 763s. I'm not sure any s-UA employee at the time would have listened to Oscar if he would have said then we were only selling 15% of all those seats because we were so focus on the fact the seats were always full. There were a couple other things he talked about but I just found it interesting that as he leaves the company he finally tells employees this is why this decision was made and the success of Polaris speaks for itself even if the rollout of Polaris did not go according to Oscars plan.
 
MDC862
Posts: 45
Joined: Tue Feb 09, 2021 2:12 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 12:00 am

The rollout of Polaris was partially Oscar's fault. Supposedly there is a long story regarding the lounges and who was involved with their design and implementation. Some people were moved out and others were brought in. Ask around Willis, and I am sure you will find if there was a "conflict of interest" in the program and why it was delayed so long.
 
gwrudolph
Posts: 574
Joined: Sat Sep 13, 2008 3:46 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 12:09 am

jayunited wrote:
flyer56 wrote:
From a customer and long time GS perspective, I have to reluctantly admit that Oscar was right. Polaris today is better than any version of Global First. The Polaris Lounges are better than the old IFLs. I authorize business travel in business class, but I could never see paying more for some version of first class above Polaris. The only shortcomings of Polaris are that the cabins and lounges are big and wide open whereas the old IFLs and Global First cabins were a bit more intimate. But honestly that does not move the needle enough. And having a true international FC cabin on flights to CTU or KIX does not make sense. In fact I don't think most international routes could support international FC.

Could United have retained GF on key routes like NYC-LHR or SFO-LHR? Maybe, but that means maintaining a subfleet just for these routes and I don't have any idea how complicated that is.

You ask how United let things get that bad. It wasn't United, it was the market. Every airline, including the few who continue offering international FC, were struggling with it. As a customer you get to a point where booking a corporate jet becomes more economical and more flexible. You can get several passengers on a private flight for essentially the same price as one. Compare to buying three FC tickets and you will soon see.



Thank you for your response.

When Oscar made his comments it took me back to the debates and sometime arguments that ensued when the decision was announce Global First was going away. When I think about the total number of Global First seats United had on our 744s, 777s, and 763s. I'm not sure any s-UA employee at the time would have listened to Oscar if he would have said then we were only selling 15% of all those seats because we were so focus on the fact the seats were always full. There were a couple other things he talked about but I just found it interesting that as he leaves the company he finally tells employees this is why this decision was made and the success of Polaris speaks for itself even if the rollout of Polaris did not go according to Oscars plan.


Which is so true. Polaris was absolutely the right vision and still is today. Execution was horrible. However, they seem to be past the bad execution now
 
jayunited
Posts: 3608
Joined: Sat Jan 05, 2013 12:03 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 3:10 am

MDC862 wrote:
The rollout of Polaris was partially Oscar's fault. Supposedly there is a long story regarding the lounges and who was involved with their design and implementation. Some people were moved out and others were brought in. Ask around Willis, and I am sure you will find if there was a "conflict of interest" in the program and why it was delayed so long.


Oh yes I'm well away of the internal conflicts of interest even people who tried if rumors are correct there were people who tried to sabotage the entire project because they thought the entire Polaris experience was to expensive and wanted to go a cheaper route.

One of the rumors I've heard pertains to ORD and the Polaris lounge, there is a reason Chicago was chosen to be the first location for a Polaris lounge and according to rumor there were some people who hoped it would fail and delayed the rollout of seat installation on aircraft. It would be years before Chicago would receive its first Polaris equip aircraft, yet we had the lounge which was both a blessing and a curse. The penny pinchers thought it would fail they never thought the lounge would become the success it became. But the success of the ORD lounge was a win for Oscar but a disappointment because it was too small and this led to overcrowding in the space. According to rumor the infighting then resumed because Oscar realized the original designs for all Polaris lounges were too small and wanted to go back to the drawing board to design larger Polaris lounges and of course the penny pinchers once again stood in the way, which of course led to delays in the rollout of other Polaris lounges.

And that is just the lounges it says nothing about the seats themselves. If some rumors are to be believed there could have been a lot more 789s delivered with Polaris installed from Boeing but somewhere a compromise was made don't know why but United would take delivery of 77Ws with Polaris seats but continue to take delivery of 789s with Diamond seats which to this day makes no sense. And the first 787 to have Polaris would be the 787-10 and even then we were still taking delivery of 789s with diamond seats. The irony of it is, now United is removing diamond seats off 789s to install Polaris which is costing us more money than it would have cost had we just installed the seats on those 789 deliveries from 2017 onward. That is Infighting and conflicts of interest for you if the rumors are true.

It is amazing how much power and control a CEO has and how much they don't have. But at the end of the day Oscar really did try to leave United in much better shape than where we were when he took over.
 
User avatar
cosyr
Posts: 1643
Joined: Thu Jul 26, 2012 3:23 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 2:01 pm

jayunited wrote:
MDC862 wrote:
The rollout of Polaris was partially Oscar's fault. Supposedly there is a long story regarding the lounges and who was involved with their design and implementation. Some people were moved out and others were brought in. Ask around Willis, and I am sure you will find if there was a "conflict of interest" in the program and why it was delayed so long.


Oh yes I'm well away of the internal conflicts of interest even people who tried if rumors are correct there were people who tried to sabotage the entire project because they thought the entire Polaris experience was to expensive and wanted to go a cheaper route.

One of the rumors I've heard pertains to ORD and the Polaris lounge, there is a reason Chicago was chosen to be the first location for a Polaris lounge and according to rumor there were some people who hoped it would fail and delayed the rollout of seat installation on aircraft. It would be years before Chicago would receive its first Polaris equip aircraft, yet we had the lounge which was both a blessing and a curse. The penny pinchers thought it would fail they never thought the lounge would become the success it became. But the success of the ORD lounge was a win for Oscar but a disappointment because it was too small and this led to overcrowding in the space. According to rumor the infighting then resumed because Oscar realized the original designs for all Polaris lounges were too small and wanted to go back to the drawing board to design larger Polaris lounges and of course the penny pinchers once again stood in the way, which of course led to delays in the rollout of other Polaris lounges.

And that is just the lounges it says nothing about the seats themselves. If some rumors are to be believed there could have been a lot more 789s delivered with Polaris installed from Boeing but somewhere a compromise was made don't know why but United would take delivery of 77Ws with Polaris seats but continue to take delivery of 789s with Diamond seats which to this day makes no sense. And the first 787 to have Polaris would be the 787-10 and even then we were still taking delivery of 789s with diamond seats. The irony of it is, now United is removing diamond seats off 789s to install Polaris which is costing us more money than it would have cost had we just installed the seats on those 789 deliveries from 2017 onward. That is Infighting and conflicts of interest for you if the rumors are true.

It is amazing how much power and control a CEO has and how much they don't have. But at the end of the day Oscar really did try to leave United in much better shape than where we were when he took over.

I thought the reason the 789 was delivered with Diamond seats was that the Polaris seats were so slow in initial production that they didn't want to bog down the manufacturer, which would have delayed delivery of both 77W's and 789's. Since they already had 787's with Diamond, they went with short term consistency over delays in deliveries. I seem to remember some 77W's sitting for a while before delivery, waiting for Polaris seats, and that was without 789's competing for production capacity.
 
User avatar
jetblastdubai
Posts: 2062
Joined: Sun Aug 18, 2013 10:23 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 3:37 pm

UAinAUS wrote:
UAX Update:

E145XR:
N10156 (2004 build, ex-AX) ferried ISO in prep for transfer to CommutAir
N14203 entered revenue service with CommutAir



In other CommutAir news, they just announced a new maintenance base in LNK to support their larger operations and their move west into DEN.

Currently the aircraft ops. from Offutt AFB in Omaha have been moved to LNK due to the Offutt runway being closed 18 months for replacement. Offutt has over a dozen RC135s and E4s temporarily based in LNK and their hangar holds a few RC135s at once so there are longer-term opportunities down the road.

https://journalstar.com/business/local/ ... op-story-1

"It had previously flown only in eastern and southeastern regions of the U.S., flying routes out of Washington, D.C., Houston and Newark, New Jersey.

In March, however, it started flying routes out of Denver. That made it a necessity for the company to open a second maintenance base, because its only existing one is in Albany, New York.

CommutAir officials could not be reached for comment, but Haring said he believes the company targeted Lincoln because of its location in the center of the country and also because it has existing United service to Denver."
 
AirlineBob
Posts: 37
Joined: Wed Jun 17, 2015 10:53 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 4:19 pm

flyer56 wrote:
You ask how United let things get that bad. It wasn't United, it was the market. Every airline, including the few who continue offering international FC, were struggling with it. As a customer you get to a point where booking a corporate jet becomes more economical and more flexible. You can get several passengers on a private flight for essentially the same price as one. Compare to buying three FC tickets and you will soon see.


I don't have data to back this up, but I have heard other anecdotes where the segment of customers who used to book FC have since moved to corporate/fractional operators. Especially as the offerings at NetJets and the like have increased.

Makes sense to me. That said, I'll always cherish the one time I got Global FC as a non-rev. Such a cool perk.
 
SFOtoORD
Posts: 1277
Joined: Tue Jul 03, 2007 2:26 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 4:36 pm

AirlineBob wrote:
flyer56 wrote:
You ask how United let things get that bad. It wasn't United, it was the market. Every airline, including the few who continue offering international FC, were struggling with it. As a customer you get to a point where booking a corporate jet becomes more economical and more flexible. You can get several passengers on a private flight for essentially the same price as one. Compare to buying three FC tickets and you will soon see.


I don't have data to back this up, but I have heard other anecdotes where the segment of customers who used to book FC have since moved to corporate/fractional operators. Especially as the offerings at NetJets and the like have increased.

Makes sense to me. That said, I'll always cherish the one time I got Global FC as a non-rev. Such a cool perk.


I don’t buy that. Global FC is going to be mostly on flights of 7+ hours which is going to require a pretty large private jet. I’m guessing that is going to run at least $5k/hr and probably more like $10k/hr or more. That’s a different kind of price point.
 
ILikeTrains
Posts: 111
Joined: Tue Dec 24, 2019 3:18 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 9:00 pm

Are the A359’s going to be a 1-1 replacement for 77E’s? I figure they would be configured to take over a lot of the normal international ops, especially transpac.
 
UA857
Posts: 718
Joined: Thu Aug 10, 2017 3:41 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 9:23 pm

Will all future widebodies that UA will order feature Polaris and Premium Plus?
 
VC10er
Posts: 4323
Joined: Tue Feb 20, 2007 6:25 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 9:48 pm

One question that has popped into my head: moving forward as UA decides what to do about HD aircraft is that the original “forward/backward” seats which we all know are really outdated and NOT competitive. They are tight with ZERO storage space. (To the seat’s credit; when they launched, no other US airline had lie flats in business class, at the time I recall being super impressed with them. It was very transparent that UA must have briefed Pentagram for a 1 for 1 replacement of the previous grey lounge chair with a “lie flat”. With that restriction, there was no way to make them less tight. But they are actually very comfortable for sleeping- so long as nobody needed to go to the Lav or keep a carry-on with them) for a hot minute they were great!

The Diamond seat is dated too, but not that dated. My question is: Could UA use the Diamond seats coming off the 789’s for the First Class seat on the HD aircraft, be it a PW 777 or 764 (which already have them) as they would be a nice step up from the “catacomb seats”? Or, would they lose too many F lie flats?

Plus, the Diamond seat with Polaris upholstery (as seen on some of the spruced up 752’s) actually look rather nice (an would be even better with a refurbished bulkhead and entryway sign, etc) Then the HD ac would not look like an emergency evacuation aircraft! And it would provide United with so much more brand consistency with just 2 different F lie-flats.
 
jayunited
Posts: 3608
Joined: Sat Jan 05, 2013 12:03 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sat May 29, 2021 11:10 pm

cosyr wrote:
I thought the reason the 789 was delivered with Diamond seats was that the Polaris seats were so slow in initial production that they didn't want to bog down the manufacturer, which would have delayed delivery of both 77W's and 789's. Since they already had 787's with Diamond, they went with short term consistency over delays in deliveries. I seem to remember some 77W's sitting for a while before delivery, waiting for Polaris seats, and that was without 789's competing for production capacity.



No this is way before the supply issues crept up and delay deliveries of some 77Ws.
Back in early 2016 a decision or compromise was made even before United ever took delivery of our first 77W that we would continue to take delivery of future 787-9s with diamond seats and not Polaris seats. So if true this decision was made once United settled on the Polaris seat we have today, a decision that made no sense then and still makes no sense now but it all came down to money. We know the diamond seats were much cheaper build and install than Oscars Polaris seats. And although United had placed the order for those 787-9s years earlier the decision to continue installing diamond seats on all 787-9 deliveries from 2017 onward was made in 2016. If the rumors are true Oscars rollout plan originally called for Polaris to make its debut on both the 77W's in 2016 and 787-9 deliveries beginning in 2017.
We know did not happen and United continued to take delivery of 787-9s with diamond seats until late 2019. I think our first 787-9 delivered from Boeing with Polaris was delivered just before Christmas in 2019. This means United had 7 frames delivered between 2017 and the end of 2019 with diamond seats that could have had Polaris installed if Oscar had had his way.
 
30west
Posts: 44
Joined: Sun Mar 28, 2010 11:18 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sun May 30, 2021 3:05 am

atcsundevil wrote:
Nicknuzzii wrote:
EWR 500? I think EWR as a whole was at 650 departures pre pandemic, JetBlue and United are easily gonna bring that number back up to 575, Spirit, Delta, and American and were already well passed 650. Its certainly gonna be interesting to watch in terms of gates and slot allocations. If United moves fast they’ll be golden but if NK gets ahead UA won’t break 500.

I'm not sure what you mean by slot allocations since EWR isn't a slot controlled airport. I guess you mean interesting to watch to see if it's headed that way? If UA is pushing for that level of operations, I would say that it will become a definite possibility. They ran an excess number of operations pre pandemic to hedge their bets in the event a decision was made to make the airport slot controlled — a larger operation would yield them a higher number of slots in an allocation. Two years ago, they were happy to cram in ops until the wheels fell off, so it looks like we're headed for that again. I don't really know how much more the airport can handle beyond where they were running two years ago.



It is not slot controlled but it is Capacity controlled by the FAA during certain times of the day and during spring, summer, fall.
 
User avatar
atcsundevil
Moderator
Topic Author
Posts: 4604
Joined: Sat Mar 20, 2010 12:22 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sun May 30, 2021 4:00 am

30west wrote:
It is not slot controlled but it is Capacity controlled by the FAA during certain times of the day and during spring, summer, fall.

Any airport is capacity controlled if it goes over the set Airport Arrival Rate based on current conditions, so that doesn't really mean anything. I work EWR arrivals — prior to 2020, it was metered either with mile in-trail (MIT) restrictions or Time Based Flow Metering (TBFM) nearly all day year-round (along with EDCTs for departures). Even with reduced traffic now, there are still mile in-trail restrictions for roughly half the day these days, and those flow controls are becoming more frequent even in good weather conditions. Every large airport in the US is capacity controlled to some degree on most days based on the AAR relative to predicted arrival numbers.

The point of having an airport be slot controlled is that it at least attempts to make the traffic more consistent and manageable. In my opinion, it doesn't work at LGA, JFK, and DCA, but it could work better if the way the slots are controlled is restructured. They still get in-trail restrictions and EDCTs, but it forcibly caps the growth and ideally makes the flows less cyclical throughout the day. UA fights to get the hourly AAR set by the FAA at EWR raised so that they can cram in as much traffic during their banks as possible — meaning they negotiate a higher arrival rate than was determined to be feasible by the Traffic Management Unit. They do so knowing that there will be added fuel expenses due to vectors for spacing, speed control, and holding due to volume.

EWR was honestly no worse than LGA, JFK, or DCA with pre-covid traffic, but if UA wants to ramp up their operations in combination with increased jetBlue service, slot controlling the airport is going to be the only option left to make traffic manageable. Prior to covid, we held for EWR on a near daily basis as it was, sometimes multiple times daily. If traffic counts increase to exceed 2019 numbers, it's eventually going to become unmanageable. I personally think United wants the airport to be slot controlled, because it will solidify their position and make competition more difficult.
 
MIflyer12
Posts: 9991
Joined: Mon Feb 18, 2013 11:58 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sun May 30, 2021 2:41 pm

An increased flight count at EWR could mean more frequencies or destinations but the best way to improve productivity (more passengers or seat-miles per day) of the EWR facilities is upgauging. The push of E145s to IAD that began pre-COVID is tacit admission of that.

Pointing to FSDan's work on the summer 2019 schedule:

DL at ATL: 79% mainline

UA at EWR: 55% mainline

viewtopic.php?f=3&t=1420611

When flight-count-constrained UA needs some freakishly high cost-adjusted PRASMS on an E145 to justify a flight on that type vs. mainline.
 
phllax
Posts: 692
Joined: Wed Jan 11, 2006 6:53 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sun May 30, 2021 5:24 pm

When did the MAX 8's come online and how many of them will there be? I see no reference to a MAX 8 order anywhere, only the 9 and 10. Also, these are coming with seatback on demand video. Will all future -9 deliveries have this also, or just streaming?
 
User avatar
calpsafltskeds
Posts: 3357
Joined: Tue Dec 19, 2006 1:29 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sun May 30, 2021 6:25 pm

MAX8s are shown on the futures tab of the UA Fleet site. Last tab on bottom of this speardsheet. It looks like 18 at this point.
https://sites.google.com/site/unitedfle ... t-tracking
 
User avatar
RyanairGuru
Posts: 8706
Joined: Wed Nov 01, 2006 3:59 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Sun May 30, 2021 8:38 pm

VC10er wrote:
One question that has popped into my head: moving forward as UA decides what to do about HD aircraft is that the original “forward/backward” seats which we all know are really outdated and NOT competitive. They are tight with ZERO storage space. (To the seat’s credit; when they launched, no other US airline had lie flats in business class, at the time I recall being super impressed with them. It was very transparent that UA must have briefed Pentagram for a 1 for 1 replacement of the previous grey lounge chair with a “lie flat”. With that restriction, there was no way to make them less tight. But they are actually very comfortable for sleeping- so long as nobody needed to go to the Lav or keep a carry-on with them) for a hot minute they were great!

The Diamond seat is dated too, but not that dated. My question is: Could UA use the Diamond seats coming off the 789’s for the First Class seat on the HD aircraft, be it a PW 777 or 764 (which already have them) as they would be a nice step up from the “catacomb seats”? Or, would they lose too many F lie flats?

Plus, the Diamond seat with Polaris upholstery (as seen on some of the spruced up 752’s) actually look rather nice (an would be even better with a refurbished bulkhead and entryway sign, etc) Then the HD ac would not look like an emergency evacuation aircraft! And it would provide United with so much more brand consistency with just 2 different F lie-flats.


My personal opinion is that the Diamond seats will hang around on the 77A or its replacement, be that a sub fleet of 77E or 764.

For Hawaii and seasonal Europe leisure markets there is a much lower percentage of single travellers. Those routes have more vacationing couples, even families. For that market the Diamond seats in pairs are quite good. It’s why Hawaiian Airlines went with seats in pairs even after the market was moving towards direct access single seats, for Hawaii pairs work better. Single travellers can choose an aisle seat in the centre block and still have aisle access without someone climbing over them.

For the HD sub fleet I therefore don’t see the value in paying big bucks for Polaris seats. In a market wheee Diamond is good enough, the return on investment probably isn’t there. If the HD frames are limited to Hawaii, domestic, and maybe secondary Europe, then the product will be fine IMHO.
 
30west
Posts: 44
Joined: Sun Mar 28, 2010 11:18 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Mon May 31, 2021 2:43 am

atcsundevil wrote:
30west wrote:
It is not slot controlled but it is Capacity controlled by the FAA during certain times of the day and during spring, summer, fall.

Any airport is capacity controlled if it goes over the set Airport Arrival Rate based on current conditions, so that doesn't really mean anything. I work EWR arrivals — prior to 2020, it was metered either with mile in-trail (MIT) restrictions or Time Based Flow Metering (TBFM) nearly all day year-round (along with EDCTs for departures). Even with reduced traffic now, there are still mile in-trail restrictions for roughly half the day these days, and those flow controls are becoming more frequent even in good weather conditions. Every large airport in the US is capacity controlled to some degree on most days based on the AAR relative to predicted arrival numbers.

The point of having an airport be slot controlled is that it at least attempts to make the traffic more consistent and manageable. In my opinion, it doesn't work at LGA, JFK, and DCA, but it could work better if the way the slots are controlled is restructured. They still get in-trail restrictions and EDCTs, but it forcibly caps the growth and ideally makes the flows less cyclical throughout the day. UA fights to get the hourly AAR set by the FAA at EWR raised so that they can cram in as much traffic during their banks as possible — meaning they negotiate a higher arrival rate than was determined to be feasible by the Traffic Management Unit. They do so knowing that there will be added fuel expenses due to vectors for spacing, speed control, and holding due to volume.

EWR was honestly no worse than LGA, JFK, or DCA with pre-covid traffic, but if UA wants to ramp up their operations in combination with increased jetBlue service, slot controlling the airport is going to be the only option left to make traffic manageable. Prior to covid, we held for EWR on a near daily basis as it was, sometimes multiple times daily. If traffic counts increase to exceed 2019 numbers, it's eventually going to become unmanageable. I personally think United wants the airport to be slot controlled, because it will solidify their position and make competition more difficult.



That is not what I meant, it is controlled by the FAA by hours of the day, carriers can not SCHEDULE flights more than the year before in spring, summer, and fall during restricted hours per the FAA, before Covid you were limited to the number of flights you had the previous year, I do not know if they are going to change this procedure after Covid,

It is sort of Slot controlled during those hours but not the other hours, I am not talking mile in trail, here is the pertinent piece " Based on historical demand, the FAA anticipates the 0700 to 0859 and 1330 to 2159 periods to be unavailable for new flights." been like this for several years

The FAA publishes the rules in the Federal register, here is the link from 2019

https://www.federalregister.gov/documen ... rport-john
 
Opus99
Posts: 2426
Joined: Thu May 30, 2019 10:51 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Mon May 31, 2021 11:24 am

Does anyone know when United is starting IAD-LOS. They’ve already started IAD-ACC and they were announced around the same time
 
EssentialBusDC
Posts: 210
Joined: Sun Jan 15, 2017 3:06 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Mon May 31, 2021 11:56 am

atcsundevil wrote:
30west wrote:
It is not slot controlled but it is Capacity controlled by the FAA during certain times of the day and during spring, summer, fall.

Any airport is capacity controlled if it goes over the set Airport Arrival Rate based on current conditions, so that doesn't really mean anything. I work EWR arrivals — prior to 2020, it was metered either with mile in-trail (MIT) restrictions or Time Based Flow Metering (TBFM) nearly all day year-round (along with EDCTs for departures). Even with reduced traffic now, there are still mile in-trail restrictions for roughly half the day these days, and those flow controls are becoming more frequent even in good weather conditions. Every large airport in the US is capacity controlled to some degree on most days based on the AAR relative to predicted arrival numbers.

The point of having an airport be slot controlled is that it at least attempts to make the traffic more consistent and manageable. In my opinion, it doesn't work at LGA, JFK, and DCA, but it could work better if the way the slots are controlled is restructured. They still get in-trail restrictions and EDCTs, but it forcibly caps the growth and ideally makes the flows less cyclical throughout the day. UA fights to get the hourly AAR set by the FAA at EWR raised so that they can cram in as much traffic during their banks as possible — meaning they negotiate a higher arrival rate than was determined to be feasible by the Traffic Management Unit. They do so knowing that there will be added fuel expenses due to vectors for spacing, speed control, and holding due to volume.

EWR was honestly no worse than LGA, JFK, or DCA with pre-covid traffic, but if UA wants to ramp up their operations in combination with increased jetBlue service, slot controlling the airport is going to be the only option left to make traffic manageable. Prior to covid, we held for EWR on a near daily basis as it was, sometimes multiple times daily. If traffic counts increase to exceed 2019 numbers, it's eventually going to become unmanageable. I personally think United wants the airport to be slot controlled, because it will solidify their position and make competition more difficult.


Love to hear why you don’t think slots work at DCA. As a frequent user of DCA it runs very smoothly given the volume and runway restrictions. I can’t recall the last time I had a EDCT when the weather wasn’t a factor. Certainly in contrast to the EWR and LGA.
 
dcajet
Posts: 5062
Joined: Sun Aug 01, 2004 9:31 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Mon May 31, 2021 6:45 pm

Opus99 wrote:
Does anyone know when United is starting IAD-LOS. They’ve already started IAD-ACC and they were announced around the same time


IIRC United is still waiting for government approval. Without it, United can´t put a start date to the flight.
 
IFLYUA767
Posts: 63
Joined: Mon May 31, 2021 11:42 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 12:46 am

I’ve heard that UA is considering launching JFK-LHR. What are everyone’s thoughts about that? I think it would be nice but lounge space at JFK would be an issue and there is a lot of competition already.
 
Nicknuzzii
Posts: 1965
Joined: Sat Sep 15, 2018 5:57 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 12:02 pm

IFLYUA767 wrote:
I’ve heard that UA is considering launching JFK-LHR. What are everyone’s thoughts about that? I think it would be nice but lounge space at JFK would be an issue and there is a lot of competition already.


I think this route was kind of pushed off.
 
User avatar
adamblang
Posts: 1404
Joined: Sat Jul 19, 2008 5:47 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 2:58 pm

IFLYUA767 wrote:
I’ve heard that UA is considering launching JFK-LHR. What are everyone’s thoughts about that? I think it would be nice but lounge space at JFK would be an issue and there is a lot of competition already.


Two pages back jayunited relayed this from a town hall:

jayunited wrote:
United just released some more information about our long term goals and what United is looking at once the pandemic is completely behind us.

...

JFK: United's growth at JFK for the foreseeable future will be limited, we don't have the gates or the preferable slots UA (Kirby) wanted. UA will add more flights to SFO and LAX, not sure about other hubs at this time. If UA is able to get their hands on some additional LHR slots UA will add JFK-LHR. But it is looking like UA's JFK plans will not proceed as smoothly as Kirby had hoped so we turn our attention back to EWR.
 
Cboyle
Posts: 163
Joined: Fri Jan 01, 2021 6:32 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 5:42 pm

What are some P2P opportunities that are rumored on UA?
 
jayunited
Posts: 3608
Joined: Sat Jan 05, 2013 12:03 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 9:13 pm

Cboyle wrote:
What are some P2P opportunities that are rumored on UA?


United already jumped on some opportunities this past winter, and we are even flying some P2P routes this summer. If I remember correctly United is launching something like 20 or 22 P2P routes this summer. I apologize I don't remember the exact routes UA is launching but I remember it was quite a lengthy announcement .

As far as future routes United isn't going to tip its hand this early but if they feel like there is money to be made I would say after the summer P2P routes end, look for new batch to crop up just in time for the Thanksgiving/Christmas holiday travel season.
 
Cboyle
Posts: 163
Joined: Fri Jan 01, 2021 6:32 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 9:17 pm

jayunited wrote:
Cboyle wrote:
What are some P2P opportunities that are rumored on UA?


United already jumped on some opportunities this past winter, and we are even flying some P2P routes this summer. If I remember correctly United is launching something like 20 or 22 P2P routes this summer. I apologize I don't remember the exact routes UA is launching but I remember it was quite a lengthy announcement .

As far as future routes United isn't going to tip its hand this early but if they feel like there is money to be made I would say after the summer P2P routes end, look for new batch to crop up just in time for the Thanksgiving/Christmas holiday travel season.

So you say there will be some for thanksgiving or Christmas? And where will they be to?
 
LAXdude1023
Posts: 6468
Joined: Thu Sep 07, 2006 3:16 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 9:24 pm

Cboyle wrote:
jayunited wrote:
Cboyle wrote:
What are some P2P opportunities that are rumored on UA?


United already jumped on some opportunities this past winter, and we are even flying some P2P routes this summer. If I remember correctly United is launching something like 20 or 22 P2P routes this summer. I apologize I don't remember the exact routes UA is launching but I remember it was quite a lengthy announcement .

As far as future routes United isn't going to tip its hand this early but if they feel like there is money to be made I would say after the summer P2P routes end, look for new batch to crop up just in time for the Thanksgiving/Christmas holiday travel season.

So you say there will be some for thanksgiving or Christmas? And where will they be to?


I doubt Jay knows where they would be to. If he does know, he could get fired and sued for mentioning specifics.
 
Nicknuzzii
Posts: 1965
Joined: Sat Sep 15, 2018 5:57 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 9:49 pm

Cboyle wrote:
jayunited wrote:
Cboyle wrote:
What are some P2P opportunities that are rumored on UA?


United already jumped on some opportunities this past winter, and we are even flying some P2P routes this summer. If I remember correctly United is launching something like 20 or 22 P2P routes this summer. I apologize I don't remember the exact routes UA is launching but I remember it was quite a lengthy announcement .

As far as future routes United isn't going to tip its hand this early but if they feel like there is money to be made I would say after the summer P2P routes end, look for new batch to crop up just in time for the Thanksgiving/Christmas holiday travel season.

So you say there will be some for thanksgiving or Christmas? And where will they be to?


I think the Mid West to Florida is a pretty solid bet.
 
jayunited
Posts: 3608
Joined: Sat Jan 05, 2013 12:03 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 10:13 pm

Cboyle wrote:
So you say there will be some for thanksgiving or Christmas? And where will they be to?


I"m not privy to that information all I can say is if opportunity arises UA will jump on it. The only reason UA launced 20 or so summer P2P routes was because spring breakers saved our winter P2P season. P2P if you remember was more of a Delta thing pre-pandemic, United decided to jump on the P2P train making an announcement in late summer and launching flights right before Thanksgiving. From November when the first routes launched through January P2P was a disaster for United. It wasn't until February that things really turned around. Had it not been for spring break looking to escape the cold norther winters I don't think we would have seen United launch any summer P2P routes. It looks as though they are taking it a season at time and looking for opportunities to bring in much needed revenue, so it will be a while before we know for sure what UA plans are for Thanksgiving/Christmas holiday season this year.


In other news we have an update for UA's SFO-TPE-SFO UA871//UA872

This flight has resumed nonstop operations, the crew hotel issues related to non-UA crew members testing positive for COVID at the designated crew hotel in TPE have been resolved. With the hotel cleaned and disinfected and safety protocols in place (and I'm going to assume ALPA blessing) UA has eliminated the tech stop in GUM for scheduled crew change.
 
SonomaFlyer
Posts: 2260
Joined: Tue Apr 20, 2010 2:47 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Tue Jun 01, 2021 10:41 pm

LAXdude1023 wrote:
Cboyle wrote:
jayunited wrote:

United already jumped on some opportunities this past winter, and we are even flying some P2P routes this summer. If I remember correctly United is launching something like 20 or 22 P2P routes this summer. I apologize I don't remember the exact routes UA is launching but I remember it was quite a lengthy announcement .

As far as future routes United isn't going to tip its hand this early but if they feel like there is money to be made I would say after the summer P2P routes end, look for new batch to crop up just in time for the Thanksgiving/Christmas holiday travel season.

So you say there will be some for thanksgiving or Christmas? And where will they be to?


I doubt Jay knows where they would be to. If he does know, he could get fired and sued for mentioning specifics.


I guess that rules out Jay or anyone else estimating when STS is coming back to DEN. AA is doing so well on their E75 n/s to DFW that they went double daily, leaving them the only airline with west-east service. I despise the CR2 with a passion but DEN is a great airport to connect at so wondering why they haven't added back?

Things are so busy for AA that I was offered $500 to reroute coming and going to DFW.
 
User avatar
Midwestindy
Posts: 6284
Joined: Sun Mar 12, 2017 3:56 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 12:04 am

jayunited wrote:
Cboyle wrote:
So you say there will be some for thanksgiving or Christmas? And where will they be to?


I"m not privy to that information all I can say is if opportunity arises UA will jump on it. The only reason UA launced 20 or so summer P2P routes was because spring breakers saved our winter P2P season. P2P if you remember was more of a Delta thing pre-pandemic, United decided to jump on the P2P train making an announcement in late summer and launching flights right before Thanksgiving. From November when the first routes launched through January P2P was a disaster for United. It wasn't until February that things really turned around. Had it not been for spring break looking to escape the cold norther winters I don't think we would have seen United launch any summer P2P routes. It looks as though they are taking it a season at time and looking for opportunities to bring in much needed revenue, so it will be a while before we know for sure what UA plans are for Thanksgiving/Christmas holiday season this year.


The p2p routes performed terribly in the beginning because the p2p they operated was almost entirely Northeast-Florida: The region of the country with the lowest % of travel relative to 2019 of anywhere in the entire country, plus they operated from BOS & LGA where they are marginal players.

Once the p2p like the midwest-florida started, the numbers got better. So much so apparently, that those routes that were only scheduled to operate for two weeks around Christmas ended up getting extended all the way through mid-May!
 
jayunited
Posts: 3608
Joined: Sat Jan 05, 2013 12:03 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 1:23 am

SonomaFlyer wrote:

I guess that rules out Jay or anyone else estimating when STS is coming back to DEN. AA is doing so well on their E75 n/s to DFW that they went double daily, leaving them the only airline with west-east service. I despise the CR2 with a passion but DEN is a great airport to connect at so wondering why they haven't added back?

Things are so busy for AA that I was offered $500 to reroute coming and going to DFW.


I'm not sure when Santa Rosa is coming back or what United is waiting for. I see an SFO-STS flight in August but UA's August schedule is no where close to be finalized, so right now I have no faith an anything I see August related especially if it is domestic.

I believe American was the only carrier to offer continual service throughout the pandemic and now according to several articles I've read they are making a killing because together with Alaska they are the only option out of Santa Rosa.

It is small routes like STS and SHV that United is letting slip through the cracks, when added up are making the difference for American.
 
airboss787
Posts: 318
Joined: Mon Apr 29, 2019 11:39 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 2:16 am

Quick question, I know it was mentioned earlier, but when does the UA ORD-DEL-ORD 898-899 restart? Was it September?
 
Okcflyer
Posts: 847
Joined: Sat May 23, 2015 11:10 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 3:15 am

Today was the first day of UA-branded service to JLN. Loads looked rather healthy today, except for the inbound from ORD.

1x daily round trip each
ORD-JLN
IAH-JLN
DEN-JLN

This is an EAS award to SkyWest. It’s kinda equidistant from SGF (closest), XNA, TUL, MCI (furthest).
 
AaronPGH
Posts: 615
Joined: Fri Nov 08, 2013 9:13 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 4:15 am

I'd like to see some expanded P2P to ski mountains, personally. I would pay significantly more to skip Denver on my way to a few spots.
 
jayunited
Posts: 3608
Joined: Sat Jan 05, 2013 12:03 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 11:26 am

airboss787 wrote:
Quick question, I know it was mentioned earlier, but when does the UA ORD-DEL-ORD 898-899 restart? Was it September?


One month suspension is what was announced but I could be extended it all depends on the situation on the ground in India (Delhi) which has been hit particularly hard by COVID during the month of May. Also SFO-BLR has been pushed back from a July start date to August.

https://airwaysmag.com/airlines/united- ... l-flights/
 
airboss787
Posts: 318
Joined: Mon Apr 29, 2019 11:39 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 11:34 am

jayunited wrote:
airboss787 wrote:
Quick question, I know it was mentioned earlier, but when does the UA ORD-DEL-ORD 898-899 restart? Was it September?


One month suspension is what was announced but I could be extended it all depends on the situation on the ground in India (Delhi) which has been hit particularly hard by COVID during the month of May. Also SFO-BLR has been pushed back from a July start date to August.

https://airwaysmag.com/airlines/united- ... l-flights/


Awesome. Thanks for that. It helps with buying some tivkets right now.
 
IFLYUA767
Posts: 63
Joined: Mon May 31, 2021 11:42 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 12:54 pm

N69063 which is a 764 is in process of getting the new livery. That’s according to this site. https://sites.google.com/site/unitedfle ... n-progress

Maybe the 764 fleet will stick around for a little bit.
 
User avatar
AVENSAB727
Posts: 1429
Joined: Sun Jul 01, 2012 4:02 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 1:56 pm

 
User avatar
calpsafltskeds
Posts: 3357
Joined: Tue Dec 19, 2006 1:29 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 2:07 pm

IFLYUA767 wrote:
N69063 which is a 764 is in process of getting the new livery. That’s according to this site. https://sites.google.com/site/unitedfle ... n-progress

Maybe the 764 fleet will stick around for a little bit.

Oops, that was in error and don't know when it was posted.
N69063 is in ILN prior to returning to service with a 4 year old Globe paint job.
 
Ishrion
Posts: 3637
Joined: Mon Feb 04, 2019 6:17 am

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 8:59 pm

 
Wneast
Posts: 996
Joined: Sun Jan 31, 2021 11:37 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 9:01 pm

Ishrion wrote:

Maybe growth in Hawaii in response to WN ?
 
Nicknuzzii
Posts: 1965
Joined: Sat Sep 15, 2018 5:57 pm

Re: United Fleet, Network, and Discussion Thread - Q2 2021

Wed Jun 02, 2021 9:05 pm

Ishrion wrote:


Definitely something more do with branding, but hasn’t UA refreshed their brand so much over the past few years?

I could see new routes some how being involved but it would have to be life changing routes.

Popular Searches On Airliners.net

Top Photos of Last:   24 Hours  •  48 Hours  •  7 Days  •  30 Days  •  180 Days  •  365 Days  •  All Time

Military Aircraft Every type from fighters to helicopters from air forces around the globe

Classic Airliners Props and jets from the good old days

Flight Decks Views from inside the cockpit

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

Cargo Aircraft Pictures of great freighter aircraft

Government Aircraft Aircraft flying government officials

Helicopters Our large helicopter section. Both military and civil versions

Blimps / Airships Everything from the Goodyear blimp to the Zeppelin

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

Accidents Accident, incident and crash related photos

Air to Air Photos taken by airborne photographers of airborne aircraft

Special Paint Schemes Aircraft painted in beautiful and original liveries

Airport Overviews Airport overviews from the air or ground

Tails and Winglets Tail and Winglet closeups with beautiful airline logos