Moderators: richierich, ua900, PanAm_DC10, hOMSaR
sfojvjets wrote:Maybe this will be the year that they finally discard that 45-strong 359 order...
SCFlyer wrote:sfojvjets wrote:Maybe this will be the year that they finally discard that 45-strong 359 order...
I would predict the A359s order may be 'silently' removed as a trade off for more A321neos and A321XLRs later this year.
Although in slight seriousness, I can see the A359 order become the new VS A380 order (or the remaining handful of undelivered QF A380s), being pushed back indefinitely, before both were eventually cancelled and removed with very little fanfare.
cosyr wrote:To start off the new year, could someone summarize roughly when UA is expecting new Max8's and Max9's by month or quarter? Also, are there any new 787's expected to be delivered this year (assuming Boeing has all delivery issues worked out)?
TWA772LR wrote:SCFlyer wrote:sfojvjets wrote:Maybe this will be the year that they finally discard that 45-strong 359 order...
I would predict the A359s order may be 'silently' removed as a trade off for more A321neos and A321XLRs later this year.
Although in slight seriousness, I can see the A359 order become the new VS A380 order (or the remaining handful of undelivered QF A380s), being pushed back indefinitely, before both were eventually cancelled and removed with very little fanfare.
Speculations:
Order cancelled but sticking with RR for 787 engines instead. Probably 8s to replace the 767 with the 321LR replacing the 757.
Stick it out for A350neo with the Ultrafan to replace the whole 777 fleet. With the 77Es soon being converted to freighters and 77Ws still hot on the market, the next 5 years would be to drop the 777. This could even lead to a 1 for 1 scenario with the oldest 777s being over 30 by then.
Flame away.
Cardude2 wrote:Speculation:
it's in UA's best interest I think to not convert the remaining 789's to Polaris and instead turn those into domestic specs and retire the 772's stuck in the desert. An alternative to that could also be the unloved 764 or used 789's.
airplanedriver6 wrote:Cardude2 wrote:Speculation:
it's in UA's best interest I think to not convert the remaining 789's to Polaris and instead turn those into domestic specs and retire the 772's stuck in the desert. An alternative to that could also be the unloved 764 or used 789's.
Alternate speculation:
UAL will simply perform the recently released FAA directives (article) to return the 777s to the fleet in 2022. It should be a straightforward program considering UAL and Boeing came up with the fixes and the work is already well in process.
SCFlyer wrote:sfojvjets wrote:Maybe this will be the year that they finally discard that 45-strong 359 order...
I would predict the A359s order may be 'silently' removed as a trade off for more A321neos and A321XLRs later this year.
Although in slight seriousness, I can see the A359 order become the new VS A380 order (or the remaining handful of undelivered QF A380s), being pushed back indefinitely, before both were eventually cancelled and removed with very little fanfare.
TWA772LR wrote:Order cancelled but sticking with RR for 787 engines instead. Probably 8s to replace the 767 with the 321LR replacing the 757.
Order more neo (A320ceo needs to be replaced by something) or A220 with Airbus and Pratt covering some of the RR penalty.
UAinAUS wrote:cosyr wrote:To start off the new year, could someone summarize roughly when UA is expecting new Max8's and Max9's by month or quarter? Also, are there any new 787's expected to be delivered this year (assuming Boeing has all delivery issues worked out)?
I'm not positive on the Max delivery dates. But yes there are 8 787-10's due for delivery this year once Boeing sorts out the issues. 1 is already ready and in storage. The 2nd is in final testing now.
cosyr wrote:To start off the new year, could someone summarize roughly when UA is expecting new Max8's and Max9's by month or quarter? Also, are there any new 787's expected to be delivered this year (assuming Boeing has all delivery issues worked out)?
cosyr wrote:airplanedriver6 wrote:Cardude2 wrote:Speculation:
it's in UA's best interest I think to not convert the remaining 789's to Polaris and instead turn those into domestic specs and retire the 772's stuck in the desert. An alternative to that could also be the unloved 764 or used 789's.
Alternate speculation:
UAL will simply perform the recently released FAA directives (article) to return the 777s to the fleet in 2022. It should be a straightforward program considering UAL and Boeing came up with the fixes and the work is already well in process.
I think it is highly likely that the 77A's will fly again, given how long UA has insisted they are sticking with it, despite them being almost 30 years old now. However, they are almost 30 years old (about as old as the DC-10's were when they were retired), so regardless of whether they fly again, they will need to be retired soon.
STT757 wrote:I think UA sticks with the A350 order, replacing the international Pratt and GE 777-200ERs later in the decade (2028).
A 787-10 order to replace the domestic 777s sometime around 2026.
A 788/789 order to replace the 767-300s (2025) 767-400s, 2027.
An A220, A223, A225 order to replace 73Gs, A319s, A320s 2027.
Additional 737-8/9/10 to replace the oldest 737-800s, 737-900(non ERs), 757-300s 2028.
Cardude2 wrote:STT757 wrote:I think UA sticks with the A350 order, replacing the international Pratt and GE 777-200ERs later in the decade (2028).
A 787-10 order to replace the domestic 777s sometime around 2026.
A 788/789 order to replace the 767-300s (2025) 767-400s, 2027.
An A220, A223, A225 order to replace 73Gs, A319s, A320s 2027.
Additional 737-8/9/10 to replace the oldest 737-800s, 737-900(non ERs), 757-300s 2028.
Aditonally they could get ahold of used GE Dreamliner from a failed carrier. Also I think the 738 and non er 739 replacement is part of United’s massive order. Also I think the 753 would more likely be replaced by a321neo, just my speculations. Otherwise great post
JFKalumni wrote:Does anybody know how many 767-400’s have returned to service? I swear I have yet to see ship 0055 (Star Alliance) nor ship 0058.
InnsbruckFlyer wrote:JFKalumni wrote:Does anybody know how many 767-400’s have returned to service? I swear I have yet to see ship 0055 (Star Alliance) nor ship 0058.
All but 0055, 0057, 0058, and 0060 are back in service.
STT757 wrote:
A 787-10 order to replace the domestic 777s sometime around 2026.
phllax wrote:Any word on when the existing NG and Max 9 fleets will get seat back IFE installed?
In addition to resuming 787 deliveries sometime in 2022, Deal anticipates ramping up 737 MAX production and getting the MAX 7 and MAX 10 models certified.
He also revealed that Boeing is currently designing a new “high gross weight” version of the largest Dreamliner, the 787-10, bumping up its payload and range to make it more competitive against the Airbus A350-900.
Pinto wrote:With the FAAs announcement regarding the PW 777s is there any new regarding the fleets rentry into service?
United said the proposed directives “are a good outcome for our industry and United customers.” It added “many of the affected engines have already undergone these proposed inspections. We expect these aircraft to safely rejoin our fleet early next year.”
Golfmikey wrote:752: N17126 entering ROW today UA 2732
764: N78060 leaving ROW today UA2723
I would assume the 764 will head to China for reintroduction into service I wonder why the 752 is heading to ROW? Do they mx there also or maybe putting it in short term storage?
ChaseP wrote:Golfmikey wrote:752: N17126 entering ROW today UA 2732
764: N78060 leaving ROW today UA2723
I would assume the 764 will head to China for reintroduction into service I wonder why the 752 is heading to ROW? Do they mx there also or maybe putting it in short term storage?
United is having maintenance done at ROW. No aircraft are being put back into storage at this time.
The only new seat I know of that’s custom-made for the A321XLR is STELIA’s OPERA seat, which is essentially a modified reverse herringbone seat with a door. This looks great, especially for a narrow body aircraft, so my money would be on airlines like American and United selecting this as their business class seat.
ILikeTrains wrote:This may be beating a dead horse, but the rumored 787-10HGW looks like a perfect 77E replacement. It could probably be bought in numbers great enough to cancel their A350 orders, albeit the engine contract may force them into getting RR. Not advantageous, but it would be a large fleet anyway, and preserve the common type rating.
ILikeTrains wrote:This may be beating a dead horse, but the rumored 787-10HGW looks like a perfect 77E replacement. It could probably be bought in numbers great enough to cancel their A350 orders, albeit the engine contract may force them into getting RR. Not advantageous, but it would be a large fleet anyway, and preserve the common type rating.
adamblang wrote:I think this might've been over in the network thread (and then been deleted because it's not network).
CraigAnderson yesterday found this Executive Traveler interview about the 321XLR.
There's since been some discussion about 321XLR configuration on One Mile At A Time:
- Will get a new Polaris seat designed for single-aisle aircraft
- Will have Premium Plus
- Initial aircraft delivered in 2024, bulk of aircraft delivered in 2025
- Aircraft will be deployed on markets like EWR-BOG and EWR-EDI
- 752s will be replaced with 321XLRs
- Some new routes that were not possible on 752s or 763s will be launched
- Some routes operated with sub-optimal economics on 763s may switch to 321XLRs
This was also interesting speculation in the One Mile At A Time column:The only new seat I know of that’s custom-made for the A321XLR is STELIA’s OPERA seat, which is essentially a modified reverse herringbone seat with a door. This looks great, especially for a narrow body aircraft, so my money would be on airlines like American and United selecting this as their business class seat.
TWA772LR wrote:adamblang wrote:I think this might've been over in the network thread (and then been deleted because it's not network).
CraigAnderson yesterday found this Executive Traveler interview about the 321XLR.
There's since been some discussion about 321XLR configuration on One Mile At A Time:
- Will get a new Polaris seat designed for single-aisle aircraft
- Will have Premium Plus
- Initial aircraft delivered in 2024, bulk of aircraft delivered in 2025
- Aircraft will be deployed on markets like EWR-BOG and EWR-EDI
- 752s will be replaced with 321XLRs
- Some new routes that were not possible on 752s or 763s will be launched
- Some routes operated with sub-optimal economics on 763s may switch to 321XLRs
This was also interesting speculation in the One Mile At A Time column:The only new seat I know of that’s custom-made for the A321XLR is STELIA’s OPERA seat, which is essentially a modified reverse herringbone seat with a door. This looks great, especially for a narrow body aircraft, so my money would be on airlines like American and United selecting this as their business class seat.
Good find! Makes me wonder if the XLR will be more of a scaled down version if the hi-J 763. Lie flats take up a lot more room on a narrowbody. I can also see the premium Y be 2-2, probably 3-5 rows max. Interesting times ahead!
TWA772LR wrote:ILikeTrains wrote:This may be beating a dead horse, but the rumored 787-10HGW looks like a perfect 77E replacement. It could probably be bought in numbers great enough to cancel their A350 orders, albeit the engine contract may force them into getting RR. Not advantageous, but it would be a large fleet anyway, and preserve the common type rating.
I wonder if this HGW 78J can do EWR-HKG without penalty. Not that it matters since it'll be 77W territory for a long time, but not a bad benchmark.
Pinto wrote:TWA772LR wrote:ILikeTrains wrote:This may be beating a dead horse, but the rumored 787-10HGW looks like a perfect 77E replacement. It could probably be bought in numbers great enough to cancel their A350 orders, albeit the engine contract may force them into getting RR. Not advantageous, but it would be a large fleet anyway, and preserve the common type rating.
I wonder if this HGW 78J can do EWR-HKG without penalty. Not that it matters since it'll be 77W territory for a long time, but not a bad benchmark.
EWR - HKG might be a stretch for it, however before UA officially launched the 78J it was substituted on IAD - PEK, which is 1,100 shorter that EWR - HKG. With the upgrades it could be possible. Ultimately I think UA would keep a 77W or 77E for the cargo potential that the 78J wouldn't be able to offer.
cosyr wrote:TWA772LR wrote:adamblang wrote:I think this might've been over in the network thread (and then been deleted because it's not network).
CraigAnderson yesterday found this Executive Traveler interview about the 321XLR.
There's since been some discussion about 321XLR configuration on One Mile At A Time:
- Will get a new Polaris seat designed for single-aisle aircraft
- Will have Premium Plus
- Initial aircraft delivered in 2024, bulk of aircraft delivered in 2025
- Aircraft will be deployed on markets like EWR-BOG and EWR-EDI
- 752s will be replaced with 321XLRs
- Some new routes that were not possible on 752s or 763s will be launched
- Some routes operated with sub-optimal economics on 763s may switch to 321XLRs
This was also interesting speculation in the One Mile At A Time column:
Good find! Makes me wonder if the XLR will be more of a scaled down version if the hi-J 763. Lie flats take up a lot more room on a narrowbody. I can also see the premium Y be 2-2, probably 3-5 rows max. Interesting times ahead!
If they were consistent with other aircraft, I think the Premium Plus will be 2-3. That will still be a comfortable section, and since these planes will probably rotate on some transcons routes, so that would be an upgrade. I would pay for Premium Plus on short transatlantic flights and transcons, and having 5 across would make it cheaper, allowing me to do it more often. 2-2 would essentially be a domestic first class seat, and I think UA would find too big a leap from current Y+. I hope that they also put Prem Plus on the Max10's for transcons.
cosyr wrote:TWA772LR wrote:adamblang wrote:I think this might've been over in the network thread (and then been deleted because it's not network).
CraigAnderson yesterday found this Executive Traveler interview about the 321XLR.
There's since been some discussion about 321XLR configuration on One Mile At A Time:
- Will get a new Polaris seat designed for single-aisle aircraft
- Will have Premium Plus
- Initial aircraft delivered in 2024, bulk of aircraft delivered in 2025
- Aircraft will be deployed on markets like EWR-BOG and EWR-EDI
- 752s will be replaced with 321XLRs
- Some new routes that were not possible on 752s or 763s will be launched
- Some routes operated with sub-optimal economics on 763s may switch to 321XLRs
This was also interesting speculation in the One Mile At A Time column:
Good find! Makes me wonder if the XLR will be more of a scaled down version if the hi-J 763. Lie flats take up a lot more room on a narrowbody. I can also see the premium Y be 2-2, probably 3-5 rows max. Interesting times ahead!
If they were consistent with other aircraft, I think the Premium Plus will be 2-3. That will still be a comfortable section, and since these planes will probably rotate on some transcons routes, so that would be an upgrade. I would pay for Premium Plus on short transatlantic flights and transcons, and having 5 across would make it cheaper, allowing me to do it more often. 2-2 would essentially be a domestic first class seat, and I think UA would find too big a leap from current Y+. I hope that they also put Prem Plus on the Max10's for transcons.