Moderators: richierich, ua900, PanAm_DC10, hOMSaR
adamblang wrote:In the past few days, it looks like a MAX 8 has been to YYC 3 times, YVR once, and NAS once.
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?
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?
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?
calpsafltskeds wrote:Something going on with Mesa E175SC fleet. No aircraft schedule tomorrow - 2 in IAD and 18 in IAH.
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?
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.
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?
United1 wrote:The 752s will be replaced by the 321XLR coming online in 2023.
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.
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.
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.
United1 wrote:The 753s could be replaced by the 321-200N or 737-MAX10 which are coming online.
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.
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.
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.
STT757 wrote:Chip shortage causing delays to United next retrofits.
https://paxex.aero/united-airlines-panasonic-supply-chain-entertainment-refresh/
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.
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.
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.
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.
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.
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.
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 GlobalAt 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 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 ...
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.
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.
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.
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.
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.
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.