ExpressJet actually did operate the 175 for United - not just the Ops Specs. It wasn't for every long, however.

atcsundevil wrote:

codc10 wrote:

LAXdude1023 wrote:

That is true but the B gates at IAH do often accept the 175.

B North can accept 175s and there is an ongoing project to configure more B South gates for the 175.

For a new concourse, B South is an abomination.

You're both right — I meant B South. I don't fly through IAH nearly as often as I used to, and since I spent so much time in that concourse before and after construction, that's what I had in my head. It really does amaze me at the lack of foresight when it came to building that concourse. Granted it opened probably 10 years ago, but the writing was on the wall even then that the 50 seaters wouldn't be around forever.

freeze3192 wrote:

CommutAir is currently in the process of adding the 175 to their certificate. They had a in house announcement either last month or the month before saying that they’re working on it.

That's a first step, but it doesn't guarantee follow through. ExpressJet had all the ops specs for the 175, it just never came to fruition. I would assume they're doing it with the hope of having them transferred from another UAX contractor, but I wouldn't necessarily count on it, particularly with UCA's track record.

Short term memory? ExpressJet delivered and operated 25 of the -UX 175’s which were later transferred to Skywest.

flight152 wrote:

atcsundevil wrote:

codc10 wrote:

B North can accept 175s and there is an ongoing project to configure more B South gates for the 175.

For a new concourse, B South is an abomination.

You're both right — I meant B South. I don't fly through IAH nearly as often as I used to, and since I spent so much time in that concourse before and after construction, that's what I had in my head. It really does amaze me at the lack of foresight when it came to building that concourse. Granted it opened probably 10 years ago, but the writing was on the wall even then that the 50 seaters wouldn't be around forever.

freeze3192 wrote:

CommutAir is currently in the process of adding the 175 to their certificate. They had a in house announcement either last month or the month before saying that they’re working on it.

That's a first step, but it doesn't guarantee follow through. ExpressJet had all the ops specs for the 175, it just never came to fruition. I would assume they're doing it with the hope of having them transferred from another UAX contractor, but I wouldn't necessarily count on it, particularly with UCA's track record.

Short term memory? ExpressJet delivered and operated 25 of the -UX 175’s which were later transferred to Skywest.

Okay, I should have specified, they'd completed the ops specs while they were still owned by SkyWest about 10 years ago.

As summer peak season is about to wrap up -- lets discuss wide body parking (short term storage) over the slower months.

From a fuel cost perspective, it seems logical quite a few of the 77E would be parked. However, depending on staffing, I could see more of the 57/63/64 fleet parked. Thoughts?

Secondly -- as a part of NEXT -- will the A320's get the 16F densification? While they're a good choise from a flyer's perspective, the 150-seat config is about the least-dense A320 configuration in operation these days. That said, does UA have the FA staffing to make this leap. One of the advantages of the 150-seat config is they can legally fly with just 3 FA's on board vs 4 required from 151 or higher.

Okcflyer wrote:

As summer peak season is about to wrap up -- lets discuss wide body parking (short term storage) over the slower months.

From a fuel cost perspective, it seems logical quite a few of the 77E would be parked. However, depending on staffing, I could see more of the 57/63/64 fleet parked. Thoughts?

Secondly -- as a part of NEXT -- will the A320's get the 16F densification? While they're a good choise from a flyer's perspective, the 150-seat config is about the least-dense A320 configuration in operation these days. That said, does UA have the FA staffing to make this leap. One of the advantages of the 150-seat config is they can legally fly with just 3 FA's on board vs 4 required from 151 or higher.

Are you sure that UA HAS the people to just add 150-600 flight attendants for just 1 single fleet? they would have to raid every express carrier to just come up with that many.on short Notice aside from the Cabin re-config . What is the return on investment?





'

strfyr51 wrote:

Are you sure that UA HAS the people to just add 150-600 flight attendants for just 1 single fleet? they would have to raid every express carrier to just come up with that many.on short Notice aside from the Cabin re-config . What is the return on investment?

'

The ROI will be pretty much the same as it is for Delta operating 157-seats A320s, or Delta operating 109-seat A220-100s, or AS operating 159-seat 738s.

Do you propose there's something wrong with UA Revenue management or the routes where UA uses A320s such that UA won't be as successful in selling those extra seats as DL and AS are?

MIflyer12 wrote:

strfyr51 wrote:

Are you sure that UA HAS the people to just add 150-600 flight attendants for just 1 single fleet? they would have to raid every express carrier to just come up with that many.on short Notice aside from the Cabin re-config . What is the return on investment?

'

The ROI will be pretty much the same as it is for Delta operating 157-seats A320s, or Delta operating 109-seat A220-100s, or AS operating 159-seat 738s.

Do you propose there's something wrong with UA Revenue management or the routes where UA uses A320s such that UA won't be as successful in selling those extra seats as DL and AS are?

Think of it differently, if those a/c fly 5 segments / day with 7 extra seats at $100 per segment x 356 days that's $1.28mm per plane. Probably pays for the extra FA.

739
N77431 sked TPA-IAD 1625/5Aug following maint since 6/30:
https://flightaware.com/live/flight/N77431

Those numbers only work IF the plane is completely sold out every day of the year.

737-MAX9 (39M):
N37535 sked to enter PDX new delivery induction 2711/5Aug

fun2fly wrote:

MIflyer12 wrote:

strfyr51 wrote:

Are you sure that UA HAS the people to just add 150-600 flight attendants for just 1 single fleet? they would have to raid every express carrier to just come up with that many.on short Notice aside from the Cabin re-config . What is the return on investment?

'

The ROI will be pretty much the same as it is for Delta operating 157-seats A320s, or Delta operating 109-seat A220-100s, or AS operating 159-seat 738s.

Do you propose there's something wrong with UA Revenue management or the routes where UA uses A320s such that UA won't be as successful in selling those extra seats as DL and AS are?

Think of it differently, if those a/c fly 5 segments / day with 7 extra seats at $100 per segment x 356 days that's $1.28mm per plane. Probably pays for the extra FA.

If it were just adding seat rows? I might not question the logic. But? It's Not just adding the seat row. the entire cabin has to be reconfigured. PSU's to the Bulkheads.
It would require taking out Economy Plus. And? Just because Delta and American do it? Isn't really much of a reason nor does it make it logical. United has never relied on what some other carrier did to make their decisions. Had they? the entire Pacific division would have been stripped and cut up to American and Continental YEARS ago. So? United doesn't need to chase them. Not American Or Delta. They do their thing, and United does it's thing. United is doing OK as it is. I think.

UAX Update:

E175:
N82314 exited MCN in EvoBlu livery
N89315 entered MCN paint

E145XR:
N27190 exited ROW in EvoBlu livery
N17169 entered ROW paint

n471wn wrote:

n471wn wrote:

N383SW wrote:

Well CALTECH (who seems to be in the know) said they are being RTS=Return to Service and that doesn't sound like parted out.

I am sure he does but of the 20 frames UA bought, 6 have already been parted out—4 in Tupelo and 2 in Marana.

With apologies to CALTECH, another of the ex-WN frames (N7711N) that UA acquired has flown to TUP for part-out.

No apology needed. Will not declare a part-out as such, until it is seen that it indeed has left the fleet. Crazy things and changes have happened.
Even engines removed does not mean much. Years ago, they were stripping certain 777s in SFO of their engines and parts for other 777s, but they were all brought back to service.

The 43XX Airbuses have some interesting conformity writeups, and they do not look like they will ever be put in service again.
'CERTIFICATION OPERATION ON WET GROOVED RUNWAY AT LUTON (GB) AIRPORT MUST BE REMOVED OR APPROVED BEFORE US CERTIFICATION ', 'AIRCRAFT NOT ELIGIBLE FOR REVENUE SERVICE '. But they all still show in the fleet, the Southwest birds have a easier path to revenue service, though it probably will not happen.

Airbuses #4911-4915 ' AIRCRAFT DECOMMISSIONING'.

#0857 in Storage 148 days, originally scheduled for HV CK Induction on 09 Jul 22. Now scheduled for 27 Aug 2022.
#0858 C CK scheduled right now 27 April 2023.
#0859 Induction into check scheduled 30 Oct 2022.
#0863 In Induction for C Ck, ETR RTS 25 Aug 2022.

#6446 had extensive corrosion on the fuselage. Boeing evaluated it. Rumor is it was not prepared properly before last painting.

CALTECH wrote:

n471wn wrote:

n471wn wrote:

I am sure he does but of the 20 frames UA bought, 6 have already been parted out—4 in Tupelo and 2 in Marana.

With apologies to CALTECH, another of the ex-WN frames (N7711N) that UA acquired has flown to TUP for part-out.

No apology needed. Will not declare a part-out as such, until it is seen that it indeed has left the fleet. Crazy things and changes have happened.
Even engines removed does not mean much. Years ago, they were stripping certain 777s in SFO of their engines and parts for other 777s, but they were all brought back to service.

The 43XX Airbuses have some interesting conformity writeups, and they do not look like they will ever be put in service again.
'CERTIFICATION OPERATION ON WET GROOVED RUNWAY AT LUTON (GB) AIRPORT MUST BE REMOVED OR APPROVED BEFORE US CERTIFICATION ', 'AIRCRAFT NOT ELIGIBLE FOR REVENUE SERVICE '. But they all still show in the fleet, the Southwest birds have a easier path to revenue service, though it probably will not happen.

Airbuses #4911-4915 ' AIRCRAFT DECOMMISSIONING'.

#0857 in Storage 148 days, originally scheduled for HV CK Induction on 09 Jul 22. Now scheduled for 27 Aug 2022.
#0858 C CK scheduled right now 27 April 2023.
#0859 Induction into check scheduled 30 Oct 2022.
#0863 In Induction for C Ck, ETR RTS 25 Aug 2022.

#6446 had extensive corrosion on the fuselage. Boeing evaluated it. Rumor is it was not prepared properly before last painting.

Any chance 6446 ever comes back?

Has UA officially abandoned their plans to raise F on the 320's to 16 seats, or is that just on hold, as their delayed with a lot of domestic updates? The moved 319's from 8-12 very quickly.

Any idea why UA has chosen to put a handheld remote in the seats for the PTV in F on the Next MAX-8s? Seems like a waste of money, weight, and labor to wire that up. Not sure if something was wrong with my plane or not, but the best use case I can see for it (turning on the overhead light and FA call button without having to reach up to the ceiling) using the buttons on the remote did not work.

The A319 project was an easy repitch and swap of a row of F with a row of Y.
The A320 seating configuration scheme seemed odd and I don't think we saw a full seat map. But United posted this a couple of years ago.
"Beginning early next year, we will add four United First seats on our fleet of nearly 100 Airbus A320 aircraft, increasing the total count from 12 to 16. The reconfigured aircraft will also feature 39 Economy Plus seats and 95 United Economy seats."
A seat map of the first few rows was shown and it appeared there was an added "galley" by door 1R (in front of Row 1.) I assume this is the case instead of removing the barrier at door 1L, which would have F passengers with their legs in front of the doorway.
Starting with the current configuration, there are 6 inches to gain from taking F from 39 to 37 and 6 inches from taking E+ from 35 to 34. 12 inches cannot equal a row but can allow an F row to replace an E+ row with ease. Y seats are already at the UA minimum standard of 30 inches.

I've looked at the right side configuration and can't figure out how or why a galley/closet is added in front of 1EF and can retain 150 total seats and only lose 3 E+ seats. It would have to be something bizarre like the galley behind 38DEF removed or slimmed and replaced by a row of Y and/or adding a pair of 753 style exit seats between 2 E+ Exit Rows. The loss of 1 Y seat is a tip-off of the exit row losing a window seat

I guess it's dead, but I'd love to see the proposed full seat map.

CALTECH wrote:

n471wn wrote:

n471wn wrote:

I am sure he does but of the 20 frames UA bought, 6 have already been parted out—4 in Tupelo and 2 in Marana.

With apologies to CALTECH, another of the ex-WN frames (N7711N) that UA acquired has flown to TUP for part-out.

No apology needed. Will not declare a part-out as such, until it is seen that it indeed has left the fleet. Crazy things and changes have happened.
Even engines removed does not mean much. Years ago, they were stripping certain 777s in SFO of their engines and parts for other 777s, but they were all brought back to service.

The 43XX Airbuses have some interesting conformity writeups, and they do not look like they will ever be put in service again.
'CERTIFICATION OPERATION ON WET GROOVED RUNWAY AT LUTON (GB) AIRPORT MUST BE REMOVED OR APPROVED BEFORE US CERTIFICATION ', 'AIRCRAFT NOT ELIGIBLE FOR REVENUE SERVICE '. But they all still show in the fleet, the Southwest birds have a easier path to revenue service, though it probably will not happen.

Airbuses #4911-4915 ' AIRCRAFT DECOMMISSIONING'.

#0857 in Storage 148 days, originally scheduled for HV CK Induction on 09 Jul 22. Now scheduled for 27 Aug 2022.
#0858 C CK scheduled right now 27 April 2023.
#0859 Induction into check scheduled 30 Oct 2022.
#0863 In Induction for C Ck, ETR RTS 25 Aug 2022.

#6446 had extensive corrosion on the fuselage. Boeing evaluated it. Rumor is it was not prepared properly before last painting.

N411UA-N415UA are being retired?

calpsafltskeds wrote:

The A319 project was an easy repitch and swap of a row of F with a row of Y.
The A320 seating configuration scheme seemed odd and I don't think we saw a full seat map. But United posted this a couple of years ago.
"Beginning early next year, we will add four United First seats on our fleet of nearly 100 Airbus A320 aircraft, increasing the total count from 12 to 16. The reconfigured aircraft will also feature 39 Economy Plus seats and 95 United Economy seats."
A seat map of the first few rows was shown and it appeared there was an added "galley" by door 1R (in front of Row 1.) I assume this is the case instead of removing the barrier at door 1L, which would have F passengers with their legs in front of the doorway.
Starting https://content.delta.com/content/www/u ... ap-750.png the current configuration, there are 6 inches to gain from taking F from 39 to 37 and 6 inches from taking E+ from 35 to 34. 12 inches cannot equal a row but can allow an F row to replace an E+ row with ease. Y seats are already at the UA minimum standard of 30 inches.

I've looked at the right side configuration and can't figure out how or why a galley/closet is added in front of 1EF and can retain 150 total seats and only lose 3 E+ seats. It would have to be something bizarre like the galley behind 38DEF removed or slimmed and replaced by a row of Y and/or adding a pair of 753 style exit seats between 2 E+ Exit Rows. The loss of 1 Y seat is a tip-off of the exit row losing a window seat

I guess it's dead, but I'd love to see the proposed full seat map.

Here is the latest seat map for DL’s A320 which underwent refurbishment in 2017-2018:

https://content.delta.com/content/www/u ... ap-750.png

amtravels wrote:

Any idea why UA has chosen to put a handheld remote in the seats for the PTV in F on the Next MAX-8s? Seems like a waste of money, weight, and labor to wire that up. Not sure if something was wrong with my plane or not, but the best use case I can see for it (turning on the overhead light and FA call button without having to reach up to the ceiling) using the buttons on the remote did not work.

Not sure why they couldn't use simple in-seat buttons instead. The buttons for the lights and FA call are only for widebody aircraft.

1337Delta764 wrote:

amtravels wrote:

Any idea why UA has chosen to put a handheld remote in the seats for the PTV in F on the Next MAX-8s? Seems like a waste of money, weight, and labor to wire that up. Not sure if something was wrong with my plane or not, but the best use case I can see for it (turning on the overhead light and FA call button without having to reach up to the ceiling) using the buttons on the remote did not work.

Not sure why they couldn't use simple in-seat buttons instead. The buttons for the lights and FA call are only for widebody aircraft.

Seems strange they have remotes with those buttons if they don't work. Is there simply no interface for connecting those remotes to the PSUs in the 737?

calpsafltskeds wrote:

The A319 project was an easy repitch and swap of a row of F with a row of Y.
The A320 seating configuration scheme seemed odd and I don't think we saw a full seat map. But United posted this a couple of years ago.
"Beginning early next year, we will add four United First seats on our fleet of nearly 100 Airbus A320 aircraft, increasing the total count from 12 to 16. The reconfigured aircraft will also feature 39 Economy Plus seats and 95 United Economy seats."
A seat map of the first few rows was shown and it appeared there was an added "galley" by door 1R (in front of Row 1.) I assume this is the case instead of removing the barrier at door 1L, which would have F passengers with their legs in front of the doorway.
Starting with the current configuration, there are 6 inches to gain from taking F from 39 to 37 and 6 inches from taking E+ from 35 to 34. 12 inches cannot equal a row but can allow an F row to replace an E+ row with ease. Y seats are already at the UA minimum standard of 30 inches.

I've looked at the right side configuration and can't figure out how or why a galley/closet is added in front of 1EF and can retain 150 total seats and only lose 3 E+ seats. It would have to be something bizarre like the galley behind 38DEF removed or slimmed and replaced by a row of Y and/or adding a pair of 753 style exit seats between 2 E+ Exit Rows. The loss of 1 Y seat is a tip-off of the exit row losing a window seat

I guess it's dead, but I'd love to see the proposed full seat map.

SpaceFlex galley/lav complex in the back.

MAX 9
N37535 sked to ferry PDX-SFO 2739/9Aug for entry into service:
https://flightaware.com/live/flight/N37535

Due to A/C needs ferried to DEN instead

SgtBarone wrote:

MAX 9
N37535 sked to ferry PDX-SFO 2739/9Aug for entry into service:
https://flightaware.com/live/flight/N37535

39M New Delivery:
N37535 first revenue flight 593/9Aug

UA 787 Update:
78X: UA has 2 in PAE possibly ready for delivery, 2 in CHS flight testing, 2 In Pre-Flight at CHS, and 2 on the Final Assembly Line at CHS. All 8 are spread out in a group of 21 Line numbers of aircraft.
Unknown when deliveries will start.

mikejo321 wrote:

CALTECH wrote:

n471wn wrote:

With apologies to CALTECH, another of the ex-WN frames (N7711N) that UA acquired has flown to TUP for part-out.

No apology needed. Will not declare a part-out as such, until it is seen that it indeed has left the fleet. Crazy things and changes have happened.
Even engines removed does not mean much. Years ago, they were stripping certain 777s in SFO of their engines and parts for other 777s, but they were all brought back to service.

The 43XX Airbuses have some interesting conformity writeups, and they do not look like they will ever be put in service again.
'CERTIFICATION OPERATION ON WET GROOVED RUNWAY AT LUTON (GB) AIRPORT MUST BE REMOVED OR APPROVED BEFORE US CERTIFICATION ', 'AIRCRAFT NOT ELIGIBLE FOR REVENUE SERVICE '. But they all still show in the fleet, the Southwest birds have a easier path to revenue service, though it probably will not happen.

Airbuses #4911-4915 ' AIRCRAFT DECOMMISSIONING'.

#0857 in Storage 148 days, originally scheduled for HV CK Induction on 09 Jul 22. Now scheduled for 27 Aug 2022.
#0858 C CK scheduled right now 27 April 2023.
#0859 Induction into check scheduled 30 Oct 2022.
#0863 In Induction for C Ck, ETR RTS 25 Aug 2022.

#6446 had extensive corrosion on the fuselage. Boeing evaluated it. Rumor is it was not prepared properly before last painting.

N411UA-N415UA are being retired?

No. 4911-4915 were used A320s purchased from Vueling and scrapped for parts

Looks like United paid a deposit on 100 Archer eVTOLs yesterday:

https://www.archer.com/news/archer-rece ... ialization

Anyone know what’s going on with the 767-400ER Polaris retrofit? And the 757-200s getting the new layout? Haven’t seen any updates in a while.

UAX Update:

E145XR:
N17169 exited ROW in EvoBlu livery
N27190 exited ROW in EvoBlu livery
N21154 entered ROW for paint

CR5:
N513MJ has been reregistered as N570GJ
N54EA flying

CR2:
Correction: N413AW is flying; N414ZW is parked at ROW
N444ZW has returned to flying
N457AW now parked at ROW
Correction: N487CA is flying; N492SW is parked at TUS

calpsafltskeds wrote:

UA 787 Update:
78X: UA has 2 in PAE possibly ready for delivery, 2 in CHS flight testing, 2 In Pre-Flight at CHS, and 2 on the Final Assembly Line at CHS. All 8 are spread out in a group of 21 Line numbers of aircraft.
Unknown when deliveries will start.

Should start in Sept for 5 this year and last 3 in 2023.

738
N36272 sked RFD-RFD 2691/16Aug for test flight (maint since 5/31/22)

772 (GE)
N78003 sked HKG-NRT 2822/19Aug to exit maint (in HKG since 7/10/22)

772 (PW)
N784UA sked VCV-SFO 2746/17Aug--possibly Restart #40?

calpsafltskeds wrote:

UA 787 Update:
78X: UA has 2 in PAE possibly ready for delivery, 2 in CHS flight testing, 2 In Pre-Flight at CHS, and 2 on the Final Assembly Line at CHS. All 8 are spread out in a group of 21 Line numbers of aircraft.
Unknown when deliveries will start.

How many 787-10s are UA expected to take in total?

78X, again operating JNB-EWR today

Opus99 wrote:

calpsafltskeds wrote:

UA 787 Update:
78X: UA has 2 in PAE possibly ready for delivery, 2 in CHS flight testing, 2 In Pre-Flight at CHS, and 2 on the Final Assembly Line at CHS. All 8 are spread out in a group of 21 Line numbers of aircraft.
Unknown when deliveries will start.

How many 787-10s are UA expected to take in total?

There are 8 on order officially that have yet to be delivered

I wonder if these 787s will be delivered with Bluetooth IFE?

Opus99 wrote:

78X, again operating JNB-EWR today

Wow, only about 25 empty seats. 19 minutes to get to 34,000, same as the day before with 789. At about 1:30 into flight, up to 36,000. That's quicker than the previous day.

calpsafltskeds wrote:

Opus99 wrote:

78X, again operating JNB-EWR today

Wow, only about 25 empty seats. 19 minutes to get to 34,000, same as the day before with 789. At about 1:30 into flight, up to 36,000. That's quicker than the previous day.

Wow, that’s impressive for the 78X. It has decent legs contrary to popular belief

Airlines seem to be using them on quite long routes, well at least plan to.

Eva Air is planning Taipei to Vienna this fall and Taipei to Vancouver

United planning SFO-Auckland this fall too

Opus99 wrote:

calpsafltskeds wrote:

UA 787 Update:
78X: UA has 2 in PAE possibly ready for delivery, 2 in CHS flight testing, 2 In Pre-Flight at CHS, and 2 on the Final Assembly Line at CHS. All 8 are spread out in a group of 21 Line numbers of aircraft.
Unknown when deliveries will start.

How many 787-10s are UA expected to take in total?

21 total, but I’d expect more 787s in general as they have no additional widebodies on order besides the iffy A350 order and have a lot that will need eventual replacing and seem keen to keep growing as well.

calpsafltskeds wrote:

Opus99 wrote:

78X, again operating JNB-EWR today

Wow, only about 25 empty seats. 19 minutes to get to 34,000, same as the day before with 789. At about 1:30 into flight, up to 36,000. That's quicker than the previous day.

That’s very interesting that they only had 25 empty, the usual 789 only holds about 250 pax, that MTOW bump seems like it would greatly benefit UA

atcsundevil wrote:

flight152 wrote:

atcsundevil wrote:

You're both right — I meant B South. I don't fly through IAH nearly as often as I used to, and since I spent so much time in that concourse before and after construction, that's what I had in my head. It really does amaze me at the lack of foresight when it came to building that concourse. Granted it opened probably 10 years ago, but the writing was on the wall even then that the 50 seaters wouldn't be around forever.


That's a first step, but it doesn't guarantee follow through. ExpressJet had all the ops specs for the 175, it just never came to fruition. I would assume they're doing it with the hope of having them transferred from another UAX contractor, but I wouldn't necessarily count on it, particularly with UCA's track record.

Short term memory? ExpressJet delivered and operated 25 of the -UX 175’s which were later transferred to Skywest.

Okay, I should have specified, they'd completed the ops specs while they were still owned by SkyWest about 10 years ago.

You are still incorrect though. ExpressJet did operate the E-175. For a period of 6 months before they were transferred to Skywest. This was back in 2019.

bigb wrote:

atcsundevil wrote:

flight152 wrote:

Short term memory? ExpressJet delivered and operated 25 of the -UX 175’s which were later transferred to Skywest.

Okay, I should have specified, they'd completed the ops specs while they were still owned by SkyWest about 10 years ago.

You are still incorrect though. ExpressJet did operate the E-175. For a period of 6 months before they were transferred to Skywest. This was back in 2019.

That was already made clear, and I clarified. Move on.

Any leaks or insights into NEXT retrofits over the slow season? It's rapidly upon us -- surely the plan is in place by now. I thought we would have heard some disimation of information through official or back channels (rumors) by now?

Okcflyer wrote:

Any leaks or insights into NEXT retrofits over the slow season? It's rapidly upon us -- surely the plan is in place by now. I thought we would have heard some disimation of information through official or back channels (rumors) by now?

Allegedly "chip shortage".

I am skeptical of the plan and will be surprised (pleasantly) to see any of the existing fleet retrofit. My guess is capex is going to be pulled back over the next year or two and we'll only see the interior on new deliveries.

UA looking at a new widebody order. Replacement for 767 and 777 possible. A350 and 787 under consideration.

https://airlineweekly.com/2022/08/unite ... n-4-years/

codc10 wrote:

Okcflyer wrote:

Any leaks or insights into NEXT retrofits over the slow season? It's rapidly upon us -- surely the plan is in place by now. I thought we would have heard some disimation of information through official or back channels (rumors) by now?

Allegedly "chip shortage".

I am skeptical of the plan and will be surprised (pleasantly) to see any of the existing fleet retrofit. My guess is capex is going to be pulled back over the next year or two and we'll only see the interior on new deliveries.

I think that the Max9's delivered without it will get it eventually, considering how long they're going to stay in the fleet.

drdisque wrote:

codc10 wrote:

Okcflyer wrote:

Any leaks or insights into NEXT retrofits over the slow season? It's rapidly upon us -- surely the plan is in place by now. I thought we would have heard some disimation of information through official or back channels (rumors) by now?

Allegedly "chip shortage".

I am skeptical of the plan and will be surprised (pleasantly) to see any of the existing fleet retrofit. My guess is capex is going to be pulled back over the next year or two and we'll only see the interior on new deliveries.

I think that the Max9's delivered without it will get it eventually, considering how long they're going to stay in the fleet.

This is true.

Looks like the 76A will be getting Prem Plus soon: https://liveandletsfly.com/united-airli ... mium-plus/

New config is 30J/24W/32Y+/113Y per the link

jbs2886 wrote:

UA looking at a new widebody order. Replacement for 767 and 777 possible. A350 and 787 under consideration.

https://airlineweekly.com/2022/08/unite ... n-4-years/

It is crazy to think that what happened to Boeing with the Max's will have an impact on an entire industry for decades, outside of just the 737. After the 787 grounding, then the Max grounding, the increased scrutiny for 777X, and 787's again, means that Boeing is not in a position to develop the NMA, so UA and other airlines will have to look at bigger or smaller airplanes than make sense for many markets.

You might say this is the downside to the duopoly of Boeing and Airbus, but when there were more aircraft manufacturers, most didn't have a complete line up of different size aircraft to offer. It just costs so much to design a new airplane from paper today (and ever more with each passing year), and with the future of aircraft potentially having to manage new technology, new fuels, and who knows what other changes, the next few decades in the airline industry may be rough.