United Airlines Fleet Thread - 2022

Acey559 · Tue May 10, 2022 5:35 pm

The MAX 8 is doing the Ponta Delgada flights that start this Friday (05/13).

adamblang · Tue May 10, 2022 5:58 pm

In the past few days, it looks like a MAX 8 has been to YYC 3 times, YVR once, and NAS once.

In the same time period, I don't see any MAX 9s outside the U.S. A ton of hub-to-hub, Pacific Northwest, Hawaii, Alaska, Boston, and Las Vegas for that fleet though.

STT757 · Tue May 10, 2022 6:00 pm

The 737-8Max seems like the perfect aircraft for United to bring back EWR-GYE and EWR-UIO.

Acey · Tue May 10, 2022 9:43 pm

adamblang wrote:
In the past few days, it looks like a MAX 8 has been to YYC 3 times, YVR once, and NAS once.

The single daily IAH-YYC is showing MAX 8 all month. It was a nice surprise to have it here, quite a late change as through April it was showing a mix of 319/320 and 738/739.

YYC goes to double daily next month and is back to a 319/320/738/739 mix.

Velocirapture · Wed May 11, 2022 1:07 am

amtravels wrote:
My understanding is that a 737 NG and MAX are the same type rating. With that in mind, what dictates where the type fly to/from? For example, I haven’t seen a single MAX-8 or -9 from LGA. I’ve seen no MAX -8s out of ORD and only some MAX -9s. On the other hand, there seems to be a lot of EWR-IAH MAX -8 flying.

I expect this will change with additional deliveries?

I've seen several 737 Max aircraft in SFO.

Having said that, I suspect that maintenance requirements might have something to do with the hub-centric nature of the 737 Max aircraft. That is, the parts are there and so are trained mechanics.

Okcflyer · Wed May 11, 2022 1:29 am

In an ideal World, the MAX aircraft would be routed on the pairings with the highest daily utilization.

In the real World, there are multiple constraints that make that impossible:

- Outstation must be equipped with different tow bar and associated training for push back (MAX is different from NG)
- Ideally, outstation should have mechanics trained to repair and release and some basic level of spare parts.
- Pilots must be MAX certified -- keep in mind this requires sim time in addition to difference course.
- MAX is needed on some longer pairing due to payload/range (IAH-ANC?). As such they have to be routed to ensure availability for those sectors.

As time goes more, the available station list grows. With deliver rates about to sky rocket, they're like to be touching every 737 station soon, and a renewed focus on routing for max utilization and/or longest daily distance.

RMTAviation · Wed May 11, 2022 1:44 am

Is United still short airplanes? When do you guys think they will start retiring their old 767's, 757's, 772's and old 737's and A320's which are reaching 20-30 years old?

n471wn · Wed May 11, 2022 1:50 am

RMTAviation wrote:
Is United still short airplanes? When do you guys think they will start retiring their old 767's, 757's, 772's and old 737's and A320's which are reaching 20-30 years old?

Not to mention the 20 737-700’s that they took off lease from WN. Will these 2005-2006 builds ever fly again out of Roswell?

chrisnh · Wed May 11, 2022 2:57 am

I notice that BOS-LHR appears to be a year-round thing. Hopefully it’s doing well enough.

codc10 · Wed May 11, 2022 3:27 am

n471wn wrote:
RMTAviation wrote:
Is United still short airplanes? When do you guys think they will start retiring their old 767's, 757's, 772's and old 737's and A320's which are reaching 20-30 years old?

Not to mention the 20 737-700’s that they took off lease from WN. Will these 2005-2006 builds ever fly again out of Roswell?

No, I don’t think they’ll fly for United in revenue service.

calpsafltskeds · Wed May 11, 2022 4:42 am

764 Paint:
N76065 entered FTW 2757/10May for EvoBlu livery
N77066 was posted yesterday as a 772, the aircraft is a 764 that now has EvoBlu livery as well.

calpsafltskeds · Wed May 11, 2022 4:43 am

Something going on with Mesa E175SC fleet. No aircraft schedule tomorrow - 2 in IAD and 18 in IAH.

redrooster3 · Wed May 11, 2022 1:34 pm

calpsafltskeds wrote:
Something going on with Mesa E175SC fleet. No aircraft schedule tomorrow - 2 in IAD and 18 in IAH.

I know they were going to send some Mesa E175s to the desert for storage but that amount I do not know.

SBAer · Wed May 11, 2022 4:57 pm

RMTAviation wrote:
Is United still short airplanes? When do you guys think they will start retiring their old 767's, 757's, 772's and old 737's and A320's which are reaching 20-30 years old?

When the A350s start showing up. /s

SBAer · Wed May 11, 2022 5:02 pm

redrooster3 wrote:
calpsafltskeds wrote:
Something going on with Mesa E175SC fleet. No aircraft schedule tomorrow - 2 in IAD and 18 in IAH.

I know they were going to send some Mesa E175s to the desert for storage but that amount I do not know.

Crazy that a 2021 airframe is headed to Kingman. Mesa's CEO is going to testify to a subcommittee in congress next week about the 1500 hour rule for pilots. While, I'm sure the pilot shortage is hurting their operations significantly, I think it's convenient timing that planes are heading to the desert.

United1 · Wed May 11, 2022 6:09 pm

RMTAviation wrote:
Is United still short airplanes? When do you guys think they will start retiring their old 767's, 757's, 772's and old 737's and A320's which are reaching 20-30 years old?

Yes UA is still short of aircraft.

The 772 replacement is debatable (and has been debated to death.) The 45 359s UA has on order are more than capable of replacing a part of the 772 fleet however UA has deferred them until 2027. That could mean that UA is undecided and is waiting to see if the 787 "PIPs" enough to be able to replace those aircraft or it could be waiting to see how the proposed UltraFan re-engine shakes out.

There are no aircraft in the pipeline to replace the 764 or 763 fleets. UA seems to be stretching out the life of these aircraft as far as they can while they wait for Boeing or Airbus to come up with a replacement.

The 752s will be replaced by the 321XLR coming online in 2023. The 753s could be replaced by the 321-200N or 737-MAX10 which are coming online. UA may also hold onto these aircraft and replace them along with the 764/763 fleet down the road. UA hasn't said one way or the other.

Around 100 32S and 737s (along with ~200 50 seat RJs) will be replaced by the 321/737 order UA placed in June of 2021.

codc10 · Wed May 11, 2022 6:17 pm

United1 wrote:
The 752s will be replaced by the 321XLR coming online in 2023.

Will be 2024 at the earliest, and perhaps later, with fuel tank fire protection delays reported by Airbus. The 321NEOs will enter service sooner, but they'll be flying in a domestic configuration.

Barring any retirements between now and then, UA will once again have 757s in the fleet past their 30th birthdays, as the first 757-224s came to CO in 1994. Some of the 757-222s retired in 2019-2020 were 1989 deliveries, but those are now all out of service.

United1 · Wed May 11, 2022 6:39 pm

codc10 wrote:
United1 wrote:
The 752s will be replaced by the 321XLR coming online in 2023.

Will be 2024 at the earliest, and perhaps later, with fuel tank fire protection delays reported by Airbus. The 321NEOs will enter service sooner, but they'll be flying in a domestic configuration.

Barring any retirements between now and then, UA will once again have 757s in the fleet past their 30th birthdays, as the first 757-224s came to CO in 1994. Some of the 757-222s retired in 2019-2020 were 1989 deliveries, but those are now all out of service.

Ugh...I guess I missed that particular delay. Thanks!

As far as I am concerned UA can fly the 757s as long as they want. I love catching a ride on them.

codc10 · Wed May 11, 2022 7:12 pm

United1 wrote:
codc10 wrote:
United1 wrote:
The 752s will be replaced by the 321XLR coming online in 2023.

Will be 2024 at the earliest, and perhaps later, with fuel tank fire protection delays reported by Airbus. The 321NEOs will enter service sooner, but they'll be flying in a domestic configuration.

Barring any retirements between now and then, UA will once again have 757s in the fleet past their 30th birthdays, as the first 757-224s came to CO in 1994. Some of the 757-222s retired in 2019-2020 were 1989 deliveries, but those are now all out of service.

Ugh...I guess I missed that particular delay. Thanks!

As far as I am concerned UA can fly the 757s as long as they want. I love catching a ride on them.

You and me both :thumbsup:

.

JFKalumni · Wed May 11, 2022 7:39 pm

codc10 wrote:
United1 wrote:
The 752s will be replaced by the 321XLR coming online in 2023.

Will be 2024 at the earliest, and perhaps later, with fuel tank fire protection delays reported by Airbus. The 321NEOs will enter service sooner, but they'll be flying in a domestic configuration.

Barring any retirements between now and then, UA will once again have 757s in the fleet past their 30th birthdays, as the first 757-224s came to CO in 1994. Some of the 757-222s retired in 2019-2020 were 1989 deliveries, but those are now all out of service.

Refresh my memory,

Didn’t Airbus state at some point the A321LR minus the L/2 R/2 doors were going to become the standard issue model?

Even if the XLR takes a delay, some LR units can cover a significant portion of the North Atlantic, Transcon and pacific operation. The 757 fleet may not last too much longer.

airplanedriver6 · Wed May 11, 2022 7:42 pm

United1 wrote:
The 753s could be replaced by the 321-200N or 737-MAX10 which are coming online.

Actually, they couldn’t. Or at least not directly.

The 753 has the lowest CASM of any UA narrowbody due to it’s immense capacity as it has the space for about 50 more seats than a 752, 321, or a MAX10 in a dual class config. They are also UA’s newest 757s as the -300’s were built at the end of 757 production. Thus, it’s currently the perfect low-cost people mover for hub-to-hub, Hawaii, and MCO.

When one hears UA talking publicly about its desires for a NMA, a replacement for the 753 is on the menu because there’s no type in production that is a direct replacement.

codc10 · Wed May 11, 2022 7:42 pm

JFKalumni wrote:
codc10 wrote:
United1 wrote:
The 752s will be replaced by the 321XLR coming online in 2023.

Will be 2024 at the earliest, and perhaps later, with fuel tank fire protection delays reported by Airbus. The 321NEOs will enter service sooner, but they'll be flying in a domestic configuration.

Barring any retirements between now and then, UA will once again have 757s in the fleet past their 30th birthdays, as the first 757-224s came to CO in 1994. Some of the 757-222s retired in 2019-2020 were 1989 deliveries, but those are now all out of service.

Refresh my memory,

Didn’t Airbus state at some point the A321LR minus the L/2 R/2 doors were going to become the standard issue model?

Even if the XLR takes a delay, some LR units can cover a significant portion of the North Atlantic, Transcon and pacific operation. The 757 fleet may not last too much longer.

Yes the 321s coming to UA will have the (mostly useless) 2L/R exit pair deleted and replaced with over wing window exits.

I understand the basic 321NEOs will be in a domestic configuration, so we won’t see them on core TATL routes. The XLRs will have a new Polaris seat and premium economy.

LAXdude1023 · Wed May 11, 2022 7:53 pm

codc10 wrote:
JFKalumni wrote:
codc10 wrote:

Will be 2024 at the earliest, and perhaps later, with fuel tank fire protection delays reported by Airbus. The 321NEOs will enter service sooner, but they'll be flying in a domestic configuration.

Barring any retirements between now and then, UA will once again have 757s in the fleet past their 30th birthdays, as the first 757-224s came to CO in 1994. Some of the 757-222s retired in 2019-2020 were 1989 deliveries, but those are now all out of service.

Refresh my memory,

Didn’t Airbus state at some point the A321LR minus the L/2 R/2 doors were going to become the standard issue model?

Even if the XLR takes a delay, some LR units can cover a significant portion of the North Atlantic, Transcon and pacific operation. The 757 fleet may not last too much longer.

Yes the 321s coming to UA will have the (mostly useless) 2L/R exit pair deleted and replaced with over wing window exits.

I understand the basic 321NEOs will be in a domestic configuration, so we won’t see them on core TATL routes. The XLRs will have a new Polaris seat and premium economy.

I want to say I remember it stated they would be sent to Latin America. At least some of them.

United1 · Wed May 11, 2022 7:58 pm

airplanedriver6 wrote:
United1 wrote:
The 753s could be replaced by the 321-200N or 737-MAX10 which are coming online.

Actually, they couldn’t. Or at least not directly.

The 753 has the lowest CASM of any UA narrowbody due to it’s immense capacity as it has the space for about 50 more seats than a 752, 321, or a MAX10 in a dual class config. They are also UA’s newest 757s as the -300’s were built at the end of 757 production. Thus, it’s currently the perfect low-cost people mover for hub-to-hub, Hawaii, and MCO.

When one hears UA talking publicly about its desires for a NMA, a replacement for the 753 is on the menu because there’s no type in production that is a direct replacement.

You're not wrong replacing the 753 with the MAX10 or 321N would increase their CASM but UA may not have a choice at the end of the day. UA may want a NMA but unless Boeing or Airbus offerers it they may have to go that way. Just like the 763/764 fleet may have to be replaced by the 787/330 if the NMA doesn't materialize. That is why I said in my post UA may be holding onto the 753s until they sort out what the 763/764 replacement will be.

UAs has options and flexibility and I think at the end of the day that's the right path for them.

Golfmikey · Wed May 11, 2022 10:00 pm

772:N219UA leaving HKG F#2708 5/12 it was the last 777 in 3 class format
N768UA entering HKG for RTS F# 2707 5/12

dcajet · Thu May 12, 2022 3:02 am

763ER N651UA had an engine shut down during climb below 9,000 FT from LIM (UA855 LIM-IAH) early morning Tuesday. There also was a landing gear overheat situation upon return to LIM. Aircraft is still at LIM 36 hours after the incident.

http://avherald.com/h?article=4f8a4d7e&opt=0

STT757 · Thu May 12, 2022 3:24 pm

Chip shortage causing delays to United next retrofits.

https://paxex.aero/united-airlines-panasonic-supply-chain-entertainment-refresh/

codc10 · Thu May 12, 2022 3:51 pm

STT757 wrote:
Chip shortage causing delays to United next retrofits.

https://paxex.aero/united-airlines-panasonic-supply-chain-entertainment-refresh/

I'll be pleasantly surprised if turns out that any existing 737s (besides the MAXs, and perhaps some of the <10 y/o 738/739s) are ever retrofit into the Next interior. I'd be willing to say no chance for the current Airbus fleet. With an impending recession, I suspect all United Next becomes is a fleet renewal program, and the interior capex is held off on any of the older frames that will probably retire in the next 5 years.

Don't forget, this is a program that was in the works pre-pandemic and was likely going to be announced sooner than July 2021, but for the cataclysmic industry events. We are already a good ways down the road from when United Next was first conceived.

Not to mention the fact that Boeing delays with the MAX/787 and 777 service re-entry woes are putting United in a capacity crunch. It probably would make sense for United to minimize the number of out-of-service aircraft for non-essential work until after the summer rush.

Cmac787 · Thu May 12, 2022 8:21 pm

788
N27901 is OTS in LAX due to engine change bird strike

amtravels · Fri May 13, 2022 11:48 am

codc10 wrote:
STT757 wrote:
Chip shortage causing delays to United next retrofits.

https://paxex.aero/united-airlines-panasonic-supply-chain-entertainment-refresh/

I'll be pleasantly surprised if turns out that any existing 737s (besides the MAXs, and perhaps some of the <10 y/o 738/739s) are ever retrofit into the Next interior. I'd be willing to say no chance for the current Airbus fleet. With an impending recession, I suspect all United Next becomes is a fleet renewal program, and the interior capex is held off on any of the older frames that will probably retire in the next 5 years.

Don't forget, this is a program that was in the works pre-pandemic and was likely going to be announced sooner than July 2021, but for the cataclysmic industry events. We are already a good ways down the road from when United Next was first conceived.

Not to mention the fact that Boeing delays with the MAX/787 and 777 service re-entry woes are putting United in a capacity crunch. It probably would make sense for United to minimize the number of out-of-service aircraft for non-essential work until after the summer rush.

Agreed… hope we’re wrong! Only 17 planes with Next (0 retrofitted) a year after announcement is disappointing.

Cmac787 · Sat May 14, 2022 12:17 am

75E
N74856 is scheduled to enter AMA paint for Evo blue livery F2745/14 May
76A
N655UA was scheduled to enter but will continue flying due to shortage of widebodies
320
N433UA has exited BFMMX and ferried to DEN

Cmac787 · Sat May 14, 2022 1:30 am

75E
N57855 is scheduled to exit AMA paint with Evo blue livery F2699/14 May

polywad6963 · Sat May 14, 2022 2:18 am

I can say with the fleet utilization I got disappointed when I saw my aircraft change from 77W to a 739! (UA1236) Hope it can go back to that in about 2 weeks. Want a new type to fly on lol.

jetblastdubai · Sat May 14, 2022 6:04 am

polywad6963 wrote:
I can say with the fleet utilization I got disappointed when I saw my aircraft change from 77W to a 739! (UA1236) Hope it can go back to that in about 2 weeks. Want a new type to fly on lol.

If you're in coach, you don't want the 10-across 77W.

ikolkyo · Sat May 14, 2022 6:11 am

jetblastdubai wrote:
polywad6963 wrote:
I can say with the fleet utilization I got disappointed when I saw my aircraft change from 77W to a 739! (UA1236) Hope it can go back to that in about 2 weeks. Want a new type to fly on lol.

If you're in coach, you don't want the 10-across 77W.

This complaint is extremely overrated. Economy is Economy to me.

polywad6963 · Sat May 14, 2022 6:35 am

jetblastdubai wrote:
polywad6963 wrote:
I can say with the fleet utilization I got disappointed when I saw my aircraft change from 77W to a 739! (UA1236) Hope it can go back to that in about 2 weeks. Want a new type to fly on lol.

If you're in coach, you don't want the 10-across 77W.

No, flying in 1st. Which is why I selected the routing on the return CHS-ORD-SFO-PHX to get the Polaris experience

adamblang · Sat May 14, 2022 8:14 am

I can’t tell if this is old news or new news:

United to ‘gradually’ return PW4000-powered 777s to service from 26 May - Flight Global

At the end of this month, United Airlines plans to begin “gradually” reintroducing to service its 52 Pratt & Whitney PW4000-powered Boeing 777s that have been grounded since February 2021 following an in-flight engine failure.

Chicago-based United said on 13 May that it expects to once again use the aircraft for revenue services from 26 May, pending approval by the Federal Aviation Administration (FAA).

“We can and will return the 777 to service, but we are still working thorough that with the FAA, Boeing, and Pratt & Whitney,” says United’s chief communications officer Josh Earnest.

DLHAM · Sat May 14, 2022 9:36 am

JFKalumni wrote:
codc10 wrote:
United1 wrote:
The 752s will be replaced by the 321XLR coming online in 2023.

Will be 2024 at the earliest, and perhaps later, with fuel tank fire protection delays reported by Airbus. The 321NEOs will enter service sooner, but they'll be flying in a domestic configuration.

Barring any retirements between now and then, UA will once again have 757s in the fleet past their 30th birthdays, as the first 757-224s came to CO in 1994. Some of the 757-222s retired in 2019-2020 were 1989 deliveries, but those are now all out of service.

Refresh my memory,

Didn’t Airbus state at some point the A321LR minus the L/2 R/2 doors were going to become the standard issue model?

Even if the XLR takes a delay, some LR units can cover a significant portion of the North Atlantic, Transcon and pacific operation. The 757 fleet may not last too much longer.

They havent ordered the LR version just the XLR and then the Standard Version 93,5t. These will start to arrive in a year already but depending on how many ACT they have they could only fly no to very short routes to Europe, also they will have a domestic Seat configuration.
United still has the beautiful much more capable ex CO 757-200s until the XLR arrives ...

calpsafltskeds · Sat May 14, 2022 2:01 pm

I hope UA puts the ACT into the 321XLR for a longer range and to fight those westbound winds in the Winter.
Looking at the 739ER, I did some calculations a couple of years ago and saw that if CO/UA had added 1 ACT into the 739ER, the aircraft would have the same range as the 738 while having roughly the same payload capacity to accommodate the passengers in the extra seats and extra fuel (extra MTOW pretty much equal to the extra aircraft/passenger/fuel weight). This would have made the 739ER more capable for Hawaii and winter transcons. Of course, not all units would need that capability and commonality discourages subfleets, but the 65 38XX units taken after the merger could have provided flexibility with 1 ACT.
Hopefully, UA won't use the same calculations to Not get ACT tanks in the 32XLR.

Scarebus34 · Sat May 14, 2022 2:39 pm

adamblang wrote:
I can’t tell if this is old news or new news:

United to ‘gradually’ return PW4000-powered 777s to service from 26 May - Flight Global

At the end of this month, United Airlines plans to begin “gradually” reintroducing to service its 52 Pratt & Whitney PW4000-powered Boeing 777s that have been grounded since February 2021 following an in-flight engine failure.

Chicago-based United said on 13 May that it expects to once again use the aircraft for revenue services from 26 May, pending approval by the Federal Aviation Administration (FAA).

“We can and will return the 777 to service, but we are still working thorough that with the FAA, Boeing, and Pratt & Whitney,” says United’s chief communications officer Josh Earnest.

That is the current timeline.

United857 · Sat May 14, 2022 3:15 pm

DLHAM wrote:
JFKalumni wrote:
codc10 wrote:

Will be 2024 at the earliest, and perhaps later, with fuel tank fire protection delays reported by Airbus. The 321NEOs will enter service sooner, but they'll be flying in a domestic configuration.

Barring any retirements between now and then, UA will once again have 757s in the fleet past their 30th birthdays, as the first 757-224s came to CO in 1994. Some of the 757-222s retired in 2019-2020 were 1989 deliveries, but those are now all out of service.

Refresh my memory,

Didn’t Airbus state at some point the A321LR minus the L/2 R/2 doors were going to become the standard issue model?

Even if the XLR takes a delay, some LR units can cover a significant portion of the North Atlantic, Transcon and pacific operation. The 757 fleet may not last too much longer.

They havent ordered the LR version just the XLR and then the Standard Version 93,5t. These will start to arrive in a year already but depending on how many ACT they have they could only fly no to very short routes to Europe, also they will have a domestic Seat configuration.
United still has the beautiful much more capable ex CO 757-200s until the XLR arrives ...

All A321neos with the ACF door config, which is now standard production, has the capability to go to 97t MTOW and the ability to install the 3rd ACT to become an LR. So UA could in theory convert part of their normal neo order to the LR at any time, including adding the 3rd ACT post delivery if they wish.

DLHAM · Sat May 14, 2022 7:53 pm

United857 wrote:
DLHAM wrote:
JFKalumni wrote:

Refresh my memory,

Didn’t Airbus state at some point the A321LR minus the L/2 R/2 doors were going to become the standard issue model?

Even if the XLR takes a delay, some LR units can cover a significant portion of the North Atlantic, Transcon and pacific operation. The 757 fleet may not last too much longer.

They havent ordered the LR version just the XLR and then the Standard Version 93,5t. These will start to arrive in a year already but depending on how many ACT they have they could only fly no to very short routes to Europe, also they will have a domestic Seat configuration.
United still has the beautiful much more capable ex CO 757-200s until the XLR arrives ...

All A321neos with the ACF door config, which is now standard production, has the capability to go to 97t MTOW and the ability to install the 3rd ACT to become an LR. So UA could in theory convert part of their normal neo order to the LR at any time, including adding the 3rd ACT post delivery if they wish.

I know that all A321s come with the ACF config. Sure they can upgrade some Neos to the LR variant but I doubt they will do it only because of a XLR delay, as long as it does not become a year-long delay. 757s will do the job until then.

JFKalumni · Sat May 14, 2022 8:40 pm

DLHAM wrote:
United857 wrote:
DLHAM wrote:

They havent ordered the LR version just the XLR and then the Standard Version 93,5t. These will start to arrive in a year already but depending on how many ACT they have they could only fly no to very short routes to Europe, also they will have a domestic Seat configuration.
United still has the beautiful much more capable ex CO 757-200s until the XLR arrives ...

All A321neos with the ACF door config, which is now standard production, has the capability to go to 97t MTOW and the ability to install the 3rd ACT to become an LR. So UA could in theory convert part of their normal neo order to the LR at any time, including adding the 3rd ACT post delivery if they wish.

I know that all A321s come with the ACF config. Sure they can upgrade some Neos to the LR variant but I doubt they will do it only because of a XLR delay, as long as it does not become a year-long delay. 757s will do the job until then.

Thanks.

At this point, 120 frames are on order including 50 XLR’s, splitting the remaining units between the Standard and LR will improve mission profile.

codc10 · Sat May 14, 2022 8:45 pm

A few years ago, UA invested heavily in life extension programs for the RR 752s, so unless the XLR delays exceed several years I don’t think they’ll need to pull the lever of converting standard 321neos to LR.

I’m a broken record on this, but the biggest network need for United is on the domestic side, where it must increase gauge and grow schedule depth. The standard 321neos meet that as well as any aircraft on offer, and that’s where United will deploy them. Long/thin international and 757 replacement is sexy, but not as pressing a need as resolving as United’s underweight presence in the domestic market.

RMTAviation · Sat May 14, 2022 9:18 pm

Why doesn't United do the same XLR configuration half of their A321neo to fly the insane amount of transcon routes? Wouldn't it be less costly (and better for PAX) than developing two different new narrowbody lieflat seats? Not to mention then the Transcon and Transatlantic planes are interchangeable, and the 250 MAX 10's can have the same configuration (around 20F, 170Y) seats for their domestic workhorse and interoperability?

STT757 · Sun May 15, 2022 2:06 am

codc10 wrote:
A few years ago, UA invested heavily in life extension programs for the RR 752s, so unless the XLR delays exceed several years I don’t think they’ll need to pull the lever of converting standard 321neos to LR.

I’m a broken record on this, but the biggest network need for United is on the domestic side, where it must increase gauge and grow schedule depth. The standard 321neos meet that as well as any aircraft on offer, and that’s where United will deploy them. Long/thin international and 757 replacement is sexy, but not as pressing a need as resolving as United’s underweight presence in the domestic market.

Case in point is AA with the A321, not that long ago when you thought of AA domestic it was the MD-80. Now it seems like the A321 is the backbone of AA’s domestic fleet.

jbs2886 · Sun May 15, 2022 2:09 am

STT757 wrote:
codc10 wrote:
A few years ago, UA invested heavily in life extension programs for the RR 752s, so unless the XLR delays exceed several years I don’t think they’ll need to pull the lever of converting standard 321neos to LR.

I’m a broken record on this, but the biggest network need for United is on the domestic side, where it must increase gauge and grow schedule depth. The standard 321neos meet that as well as any aircraft on offer, and that’s where United will deploy them. Long/thin international and 757 replacement is sexy, but not as pressing a need as resolving as United’s underweight presence in the domestic market.

Case in point is AA with the A321, not that long ago when you thought of AA domestic it was the MD-80. Now it seems like the A321 is the backbone of AA’s domestic fleet.

The backbone? Part of it, sure. But AA has almost 100 more 737-800s/-8s than A321s/A321neos with more on order.

calpsafltskeds · Sun May 15, 2022 4:28 am

753 Paint:
N57870 entered AMA 2747/14May for EvoBlu livery

cosyr · Sun May 15, 2022 11:50 am

jbs2886 wrote:
STT757 wrote:
codc10 wrote:
A few years ago, UA invested heavily in life extension programs for the RR 752s, so unless the XLR delays exceed several years I don’t think they’ll need to pull the lever of converting standard 321neos to LR.

I’m a broken record on this, but the biggest network need for United is on the domestic side, where it must increase gauge and grow schedule depth. The standard 321neos meet that as well as any aircraft on offer, and that’s where United will deploy them. Long/thin international and 757 replacement is sexy, but not as pressing a need as resolving as United’s underweight presence in the domestic market.

Case in point is AA with the A321, not that long ago when you thought of AA domestic it was the MD-80. Now it seems like the A321 is the backbone of AA’s domestic fleet.

The backbone? Part of it, sure. But AA has almost 100 more 737-800s/-8s than A321s/A321neos with more on order.

The 738 is still a pretty big bump in capacity over the MD-80 too, which I think was the point.

codc10 · Sun May 15, 2022 1:10 pm

cosyr wrote:
jbs2886 wrote:
STT757 wrote:

Case in point is AA with the A321, not that long ago when you thought of AA domestic it was the MD-80. Now it seems like the A321 is the backbone of AA’s domestic fleet.

The backbone? Part of it, sure. But AA has almost 100 more 737-800s/-8s than A321s/A321neos with more on order.

The 738 is still a pretty big bump in capacity over the MD-80 too, which I think was the point.

Yes… at 172 seats, the 738 now substantially occupies the network niche of the MD-80 (156 seats), not to mention the 321 at 190-196 seats also in this space, along with that of the now-retired 757 (~180). Overall it represents incremental capacity growth on every departure, which is a chief objective of the United Next strategy. AA is just a generation ahead in this area.

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