ua900 wrote:

LAXPolaris wrote:

If you look at LAX, which has the second fewest long haul international routes, they only had 5 routes (LHR, PVG, SYD, MEL, NRT) when they built their Polaris lounge.

With all due respect, wasn't the LAX Polaris lounge just a replacement for the old United Global First Lounge?

Personally, I wouldn't mind seeing a Polaris Lounge in DEN as the Amex Centurion still gets crowded at times and is further away from the UA gates, much the same way that the *A lounge in TBIT can be quite a walk from T7 at LAX. Perhaps that's a good enough parallel for UA to consider a Polaris lounge at DEN.

Do you think that DEN could pick up more eligible destinations to make it worth operating a Polaris lounge in 2024 or do you see this as more of a Longshot?

Yes the LAX Polaris Lounge was indeed a replacement of the old Global First lounge. It definitely made sense to convert that into a Polaris lounge, given what a competitive market LA is. And while it looked really bad in 2020 like long haul might be done out of LAX, it has recovered very well, and with the recent announcements of AKL and BNE in addition to HND and a second daily LHR which both started in March, it looks like long haul is going to continue to grow out of LAX which is great.

I have also made that walk from T7 to TBIT and then back to T7 and that is a brutal walk haha, much worse than changing terminals on the train at DEN.

In terms of DEN, I think they definitely will pick up more long haul destinations. They already have grown a lot since 2019, with FRA, MUC, and a second daily LHR. And with all the new WB international gates they built in A, there is no reason to think they won't further expand. CDG and AMS have long been rumored, I think there's a good chance we see one of these in the coming years. And as for partner hubs, we could either see more flights to FRA or adding BRU or ZRH. Definitely a good amount of European growth opportunities from DEN. As for Asia, probably not much, maybe if they got an additional HND slot they could make a DEN-HND work but that's about as much as I can see for Asia, they need to rely on ANA for connections so it's going to be limited to just Tokyo most likely.

jetskipper wrote:

STT757 wrote:

SurfandSnow wrote:

Wow, that one is truly shocking. UA once operated mainline 737s on that route, though that had to be at least 20 years ago now. I flew that route myself on an AA F-100s.. I guess the CRJ-700s are a downgrade from that mainline service but are of course still better than nothing.

Would WN ever be willing to give MDW-HPN a try?

I think HPN has potential for United should they wish to expand their bus connection services. Right now they have Fort Collins and Breckinridge from Denver and Allentown from EWR. American has Atlantic City from PHL. They could offer hourly bus services from HPN to EWR, a 48 mile drive and about and hour in normal traffic.

Continental used to fly COEX ERJ-135 3x daily EWR-HPN.

The CO EMB service was from CLE, there was however a short time when they operated both BOS and YYZ on the ERJ as well in the early 2000s.

They flew EWR-HPN 3x daily with the ERJ-135.

Eff. 29NOV2023-MAR2024 United is increasing the popular IAH-EZE route to 10x w from the current daily service.

UA818/9: daily service
UA831/2: 3/5/7 southbound, 1/4/6 northbound

All services on the 275-seat 777-222/4ER

https://www.aviacionline.com/2023/05/un ... el-verano/

Design work has allegedly started to replace IAD Concourse C and D:

https://aeroxplorer.com/articles/exclus ... dulles.php

STT757 wrote:

jetskipper wrote:

STT757 wrote:

I think HPN has potential for United should they wish to expand their bus connection services. Right now they have Fort Collins and Breckinridge from Denver and Allentown from EWR. American has Atlantic City from PHL. They could offer hourly bus services from HPN to EWR, a 48 mile drive and about and hour in normal traffic.

Continental used to fly COEX ERJ-135 3x daily EWR-HPN.

The CO EMB service was from CLE, there was however a short time when they operated both BOS and YYZ on the ERJ as well in the early 2000s.

They flew EWR-HPN 3x daily with the ERJ-135.

HPN 2001: CLE, EWR, DCA, BOS, YYZ

It was gonna be quite the operation!

adamblang wrote:

Design work has allegedly started to replace IAD Concourse C and D:

https://aeroxplorer.com/articles/exclus ... dulles.php

Exciting news and long overdue. Wonder if it yields additional gates for UA as well or just one-for-one replacement. Seems as though on the mega-bank, they are maxed out

gwrudolph wrote:

adamblang wrote:

Design work has allegedly started to replace IAD Concourse C and D:

https://aeroxplorer.com/articles/exclus ... dulles.php

Exciting news and long overdue. Wonder if it yields additional gates for UA as well or just one-for-one replacement. Seems as though on the mega-bank, they are maxed out

There's also Concourse E happening:

https://www.flydulles.com/news/dulles-i ... -concourse

dcajet wrote:

Eff. 29NOV2023-MAR2024 United is increasing the popular IAH-EZE route to 10x w from the current daily service.

UA818/9: daily service
UA831/2: 3/5/7 southbound, 1/4/6 northbound

All services on the 275-seat 777-222/4ER

https://www.aviacionline.com/2023/05/un ... el-verano/

Is this the first time a Deep South American UA route is more than daily? From IAH only.

I would like to see GRU get a frequency increase in the next year. I can see EZE and GRU increased to double daily with 77E/789, LIM increase to 10x week with 763/764/788, SCL upgauged to 77E/789, GIG stays with 763 or upgague to 764/788, UIO daily or 10x weekly with MAX10 with Polaris, and BOG keeps double daily with one 763/764/788 and the other a MAX10 with Polaris.

As for new destinations, I can see a daily to MVD, GYE, CLO, MDE, CTG, and BSB with A321XLR or MAX10 with Polaris equipment. If UA gets closer to AD, which I strongly believe they will, I can potentially see a daily VCP in the future with A321XLR equipment.

adamblang wrote:

Design work has allegedly started to replace IAD Concourse C and D:

https://aeroxplorer.com/articles/exclus ... dulles.php

This article confuses me. It talks about a "Tier II West" and "Tier III East" and three separate tiers of concourses, but I thought the new concourse project was being called "Tier II East." This article also says simultaneously that the new building would be on top of the current C Concourse AeroTrain station and in line with the control tower, but neither of those seem to be true to me, is that right? I thought the AeroTrain station was a fair amount to the north of the control tower. It doesn't seem to me like either of those would line up.

It's hard to tell the veracity of this article when we don't know at all what documents it's based on. It was also literally written by a high school student.

With that said, it does seem like the new concourse is indeed moving along and is much, much closer to becoming a reality. Very exciting times.

Airlines0613 wrote:

dcajet wrote:

Eff. 29NOV2023-MAR2024 United is increasing the popular IAH-EZE route to 10x w from the current daily service.

UA818/9: daily service
UA831/2: 3/5/7 southbound, 1/4/6 northbound

All services on the 275-seat 777-222/4ER

https://www.aviacionline.com/2023/05/un ... el-verano/

Is this the first time a Deep South American UA route is more than daily? From IAH only.

I would like to see GRU get a frequency increase in the next year. I can see EZE and GRU increased to double daily with 77E/789, LIM increase to 10x week with 763/764/788, SCL upgauged to 77E/789, GIG stays with 763 or upgague to 764/788, UIO daily or 10x weekly with MAX10 with Polaris, and BOG keeps double daily with one 763/764/788 and the other a MAX10 with Polaris.

As for new destinations, I can see a daily to MVD, GYE, CLO, MDE, CTG, and BSB with A321XLR or MAX10 with Polaris equipment. If UA gets closer to AD, which I strongly believe they will, I can potentially see a daily VCP in the future with A321XLR equipment.

Why they wont upgrade to 77W or 78X for IAH-EZE?

aircountry wrote:

Why they wont upgrade to 77W or 78X for IAH-EZE?

The 77Ws are mostly used out of SFO/EWR, and the 78X are mostly used out of ORD/EWR. I think that's just where UA sees the most need for capacity. Even with high demand, they probably decided it's easier to add frequencies to IAH-EZE, rather than try to position 77W or 78Xs there to fly the route.

intotheair wrote:

adamblang wrote:

Design work has allegedly started to replace IAD Concourse C and D:

https://aeroxplorer.com/articles/exclus ... dulles.php

This article confuses me. It talks about a "Tier II West" and "Tier III East" and three separate tiers of concourses, but I thought the new concourse project was being called "Tier II East." This article also says simultaneously that the new building would be on top of the current C Concourse AeroTrain station and in line with the control tower, but neither of those seem to be true to me, is that right? I thought the AeroTrain station was a fair amount to the north of the control tower. It doesn't seem to me like either of those would line up.

It's hard to tell the veracity of this article when we don't know at all what documents it's based on. It was also literally written by a high school student.

With that said, it does seem like the new concourse is indeed moving along and is much, much closer to becoming a reality. Very exciting times.

I'm not sure if what they saw were possibilities for a 50 year plan, because when they say Tier II, I think they're thinking about a replacement for C/D in line with the new 14 gate Tier II East, the rest of the new concourse would be Tier II West.

The article talks about a concourse beyond that, in line with the control tower. I think this is what a possible Tier III would be, otherwise known as Concourse E or E/F. On the one hand, UA has so many planes on order, they're going to need to grow everywhere, so they don't just need new gates at IAD, they need more of them. On the other hand, they could easily grow at IAD by adding an extra bank or two of flights and no new gates. It would be impressive, but unlikely, given the historical pace of change at IAD, if they did such a grand expansion, but then again, maybe the time that you finally have the motivation to do anything, do it all, similar to DEN. Of course A/B isn't exactly bursting at the seams for Int'l airlines. If they tore down the A regional gates, and just built more concourse level gates at A, UA could take a dozen or so gates there, again, like at DEN.

Airlines0613 wrote:

Is this the first time a Deep South American UA route is more than daily? From IAH only.

I believe it is. UA has some of the highest LF % out of EZE, around 92-95% consistently.

dcajet wrote:

Airlines0613 wrote:

Is this the first time a Deep South American UA route is more than daily? From IAH only.

I believe it is. UA has some of the highest LF % out of EZE, around 92-95% consistently.

Can confirm, it’s borderline impossible to nonrev on and has been for the decade I’ve worked here.

N78008, 777-224ER as UA819 IAH-EZE 21MAY declared Mayday on approach to EZE earlier this morning, carrying 251 pax + xx crew. Airport sources say there was a fire indication in one of the engines, which turned out to be a false alarm upon inspection after landing. There are reports of a deflated nose gear tire as well. Aircraft was towed to the gate, tonight's return to IAH (UA818) is on time.

https://twitter.com/dgpartsonline/statu ... 7222993921


https://pbs.twimg.com/media/FwuiMS8X0AUGR8D


https://pbs.twimg.com/media/FwulCxYWYAEyKmy

I hear whispers of UA going for a Manchester return, daily 76W flights from EWR in NS24.. Y'all think this will happen?

timedoko wrote:

I hear whispers of UA going for a Manchester return, daily 76W flights from EWR in NS24.. Y'all think this will happen?

Makes sense as no US carrier serves MAN on their own metal.

DeSpringbokke wrote:

timedoko wrote:

I hear whispers of UA going for a Manchester return, daily 76W flights from EWR in NS24.. Y'all think this will happen?

Makes sense as no US carrier serves MAN on their own metal.

Yeah seems highly likely, there's a solid market there, with Aer Lingus and Virgin Atlantic both flying the route. Virgin is currently 5 weekly A330-300 (264 seats), while Aer Lingus is daily A330-300 (317 seats). MAN is the main gateway into the North of England, which while obviously not London levels of traffic, could support an additional carrier. Plus I assume UA wants to have a competing offering against the DL/VS/AF/KL JV. I'm curious whether they'll use the high-J (167 seat) or not (199 seat), but again that shouldn't be too hard for them to fill. Polaris would easily be the best hard product of the three.

airportgeek wrote:

DeSpringbokke wrote:

timedoko wrote:

I hear whispers of UA going for a Manchester return, daily 76W flights from EWR in NS24.. Y'all think this will happen?

Makes sense as no US carrier serves MAN on their own metal.

Yeah seems highly likely, there's a solid market there, with Aer Lingus and Virgin Atlantic both flying the route. Virgin is currently 5 weekly A330-300 (264 seats), while Aer Lingus is daily A330-300 (317 seats). MAN is the main gateway into the North of England, which while obviously not London levels of traffic, could support an additional carrier. Plus I assume UA wants to have a competing offering against the DL/VS/AF/KL JV. I'm curious whether they'll use the high-J (167 seat) or not (199 seat), but again that shouldn't be too hard for them to fill. Polaris would easily be the best hard product of the three.

Aer Lingus flies EWR-MAN? I thought they flew only EWR-DUB.

portola2727 wrote:

airportgeek wrote:

DeSpringbokke wrote:

Makes sense as no US carrier serves MAN on their own metal.

Yeah seems highly likely, there's a solid market there, with Aer Lingus and Virgin Atlantic both flying the route. Virgin is currently 5 weekly A330-300 (264 seats), while Aer Lingus is daily A330-300 (317 seats). MAN is the main gateway into the North of England, which while obviously not London levels of traffic, could support an additional carrier. Plus I assume UA wants to have a competing offering against the DL/VS/AF/KL JV. I'm curious whether they'll use the high-J (167 seat) or not (199 seat), but again that shouldn't be too hard for them to fill. Polaris would easily be the best hard product of the three.

Aer Lingus flies EWR-MAN? I thought they flew only EWR-DUB.

Sorry I should have clarified, VS and EI both fly JFK-MAN. I meant the overall NYC-MAN market.

airportgeek wrote:

DeSpringbokke wrote:

timedoko wrote:

I hear whispers of UA going for a Manchester return, daily 76W flights from EWR in NS24.. Y'all think this will happen?

Makes sense as no US carrier serves MAN on their own metal.

Yeah seems highly likely, there's a solid market there, with Aer Lingus and Virgin Atlantic both flying the route. Virgin is currently 5 weekly A330-300 (264 seats), while Aer Lingus is daily A330-300 (317 seats). MAN is the main gateway into the North of England, which while obviously not London levels of traffic, could support an additional carrier. Plus I assume UA wants to have a competing offering against the DL/VS/AF/KL JV. I'm curious whether they'll use the high-J (167 seat) or not (199 seat), but again that shouldn't be too hard for them to fill. Polaris would easily be the best hard product of the three.

I’d guess the standard config. Doesn’t seem too premium of a market.
MAN was previously served with a 752, right?

In Continental days MAN was served by DC10, 752 and 764 equipment, there were two daily flights to EWR at one point

Max Q wrote:

In Continental days MAN was served by DC10, 752 and 764 equipment, there were two daily flights to EWR at one point

Don't forget the 762 and 777!

jonahsachs wrote:

airportgeek wrote:

DeSpringbokke wrote:

Makes sense as no US carrier serves MAN on their own metal.

Yeah seems highly likely, there's a solid market there, with Aer Lingus and Virgin Atlantic both flying the route. Virgin is currently 5 weekly A330-300 (264 seats), while Aer Lingus is daily A330-300 (317 seats). MAN is the main gateway into the North of England, which while obviously not London levels of traffic, could support an additional carrier. Plus I assume UA wants to have a competing offering against the DL/VS/AF/KL JV. I'm curious whether they'll use the high-J (167 seat) or not (199 seat), but again that shouldn't be too hard for them to fill. Polaris would easily be the best hard product of the three.

I’d guess the standard config. Doesn’t seem too premium of a market.
MAN was previously served with a 752, right?

It was for the last few years, but was scheduled as a 76W for Summer 2020. Obviously that never happened.

For some history, Continental launched EWR-MAN in 1995 with a daily 757. The route was upgauged to a daily DC-10 in 1996, and then a daily 777 in 1999. After 9/11 the route was downgauged to a 764 6x weekly, and then in 2003 (briefly) 777 6x weekly, before reverting to a daily 764. For Summer 2005 the route was 1x 752 + 1x 762, and then 2x 752 from Winter 2005/06 until the merger. One of the flights was moved to IAD in 2012 and then canned in 2015, leaving just 1x 757, the least capacity CO/UA had operated to MAN in 20 years.

With the pending arrival of the A321XLR aircraft into United's fleet, I was curious to get the forum's thoughts as to whether this aircraft would open up further morning departure opportunities from the US to some of United's premier European destinations. As far as I can tell, currently UA only has AM departures to LHR from both IAD and EWR. What kind of opportunities exist at EWR, IAD, and perhaps ORD for further AM departures on UA once the A321XLR aircraft arrives on the scene? I was thinking CDG would be an obvious choice, but perhaps there are others? I have found the morning flights to be quite excellent for families traveling with children. Curious to hear your thoughts.

United announces large expansion out of Denver:

https://www.cnbc.com/2023/05/23/united- ... unges.html

Lilj4425 wrote:

United announces large expansion out of Denver:

https://www.cnbc.com/2023/05/23/united- ... unges.html

60000 departing seats a day (not sure in which season or whether its peak days or weekly average

New nonstops to AVL, GSO, DAY, and LEX starting 9/29/23. New nonstops to MBJ and SJU starting 11/4.

New/expanded morning flight bank(s): The 6am and 8am ones we've been talking about I presume.

New DEN focused ad campaign: "Thats the Denver in us"

Re-annnouncement of club details we already knew

https://www.united.com/en/us/newsroom/a ... ion-125273

Lilj4425 wrote:

United announces large expansion out of Denver:

https://www.cnbc.com/2023/05/23/united- ... unges.html

With DEN terminal (facilities) expansion being years ahead of ORD is it possible that DEN could become UA's largest hub?

UA is adding not only more gates at DEN, they also announced they are adding another bank of flights to leave early morning. Even though UA will never have a fortress hub (although a case could be made for EWR) is it possible for them to get DEN to 700 or even 800+ daily flights? UA's possibilities at DEN for now seem limitless.

On a side note a renouncement of sorts UA currently has under construction the largest United Club in the system at DEN they will announce the opening of that Club in the near future. And they aren't just opening the largest United Club they will open a total of 3 United Clubs on of those clubs (although not the largest) will be on the A concourse.

What’s the flight count for UA’s hubs for the summer. I think ORD/DEN/IAH/EWR are all in the 400+ range.

SumChristianus wrote:

Lilj4425 wrote:

United announces large expansion out of Denver:

https://www.cnbc.com/2023/05/23/united- ... unges.html

60000 departing seats a day (not sure in which season or whether its peak days or weekly average

New nonstops to AVL, GSO, DAY, and LEX starting 9/29/23. New nonstops to MBJ and SJU starting 11/4.

New/expanded morning flight bank(s): The 6am and 8am ones we've been talking about I presume.

New DEN focused ad campaign: "Thats the Denver in us"

Re-annnouncement of club details we already knew

https://www.united.com/en/us/newsroom/a ... ion-125273

Great to hear they are going to be modernizing all the existing B gates, those are definitely in need of some love.

DeSpringbokke wrote:

timedoko wrote:

I hear whispers of UA going for a Manchester return, daily 76W flights from EWR in NS24.. Y'all think this will happen?

Makes sense as no US carrier serves MAN on their own metal.

WOuld love for UA to codeshare on IAH-MAN on SQ...currently all shows via FRA, MUC etc with LH.

avi8 wrote:

What’s the flight count for UA’s hubs for the summer. I think ORD/DEN/IAH/EWR are all in the 400+ range.

On Friday, June 9th (to pick a day)...

DEN: 461
EWR: 410
GUM: 13
IAD: 215
IAH: 441
LAX: 114
ORD: 478
SFO: 241

AA @ DFW: 819
DL @ ATL: 842

adamblang wrote:

avi8 wrote:

What’s the flight count for UA’s hubs for the summer. I think ORD/DEN/IAH/EWR are all in the 400+ range.

On Friday, June 9th (to pick a day)...

DEN: 461
EWR: 410
GUM: 13
IAD: 215
IAH: 441
LAX: 114
ORD: 478
SFO: 241

AA @ DFW: 819
DL @ ATL: 842

Fascinating to see IAH and DEN so close to each other. Thanks for the info!

BB78710 wrote:

Lilj4425 wrote:

United announces large expansion out of Denver:

https://www.cnbc.com/2023/05/23/united- ... unges.html

With DEN terminal (facilities) expansion being years ahead of ORD is it possible that DEN could become UA's largest hub?

UA is adding not only more gates at DEN, they also announced they are adding another bank of flights to leave early morning. Even though UA will never have a fortress hub (although a case could be made for EWR) is it possible for them to get DEN to 700 or even 800+ daily flights? UA's possibilities at DEN for now seem limitless.

On a side note a renouncement of sorts UA currently has under construction the largest United Club in the system at DEN they will announce the opening of that Club in the near future. And they aren't just opening the largest United Club they will open a total of 3 United Clubs on of those clubs (although not the largest) will be on the A concourse.

IIRC UA has said there's potential for the DEN hub to get to 700 daily departures eventually - I think that was a while back but it's at least been on UA's mind. The biggest issue there happens to be Southwest though - and DEN is already their largest base.

I'd call IAH a fortress hub for UA, yes WN has a big operation right up the road at HOU but at IAH, UA is dominant. Similar situation at EWR/IAD, fortress hubs at that particular airport but they still have a stiff competition within that market as a whole.

timedoko wrote:

I hear whispers of UA going for a Manchester return, daily 76W flights from EWR in NS24.. Y'all think this will happen?

IIRC there were rumblings about that route resuming this summer but I think it got shelved for a year since UA opted to jump on the hot markets in places like Spain this year.

I'm betting that both MAN and BUD are both part of the S24 adds for UA.

LAXdude1023 wrote:

Ive been reflecting and analyzing the recent moves of UA with regard to route network (the Europe Expansion, the Domestic Expansion, Declining a Polaris Lounge in DEN, moves in Latin America/Asia, etc.). One thing is becoming abundantly clear: UA is sticking to the plan of hub compartmentalization.

SFO-ICN and IAH-EZE. UA recently expanded both routes to add more capacity. They could have launched a new route from EWR/ORD/IAD, they chose instead to add more capacity to hubs where the flights already existed.

Domestic expansion has focused heavily at DEN whereas other hubs have actually lost routes recently.

In Europe, its been the same: add more capacity to EWR and IAD and make ORD first in line for new routes. IAD-CDG is an example of that.

UA is on record as saying no Polaris Lounge for DEN any time soon which negates the need to expand Polaris eligible routes from there.

Basically, UA has defined roles for each of its hubs. They will expand those roles within the hub before expanding the role of the hub. Only exceptions are when you have massive O&D that overrides it (SFO-Europe, IAH-AMS, EWR-Asia, etc.). So looking for routes like DEN-CDG, or EWR-GIG, or ORD-ICN on UA metal seems to be a fools errand based on the strategy.

Very well said, I think you’re spot on. The recent addition of IAH-EZE increasing to 10x weekly is a great example. AA and DL have added a ton of capacity on JFK to South America, so the fact UA has increased capacity from IAH rather than adding say EWR-EZE tells us a lot about their hub strategy.

adamblang wrote:

avi8 wrote:

What’s the flight count for UA’s hubs for the summer. I think ORD/DEN/IAH/EWR are all in the 400+ range.

On Friday, June 9th (to pick a day)...

DEN: 461
EWR: 410
GUM: 13
IAD: 215
IAH: 441
LAX: 114
ORD: 478
SFO: 241

AA @ DFW: 819
DL @ ATL: 842

It would’ve been interesting to see how many flights daily EWR would operate without the flights UA cut over the summer due to shortage of staff and congestion.

LAXdude1023 wrote:

Ive been reflecting and analyzing the recent moves of UA with regard to route network (the Europe Expansion, the Domestic Expansion, Declining a Polaris Lounge in DEN, moves in Latin America/Asia, etc.). One thing is becoming abundantly clear: UA is sticking to the plan of hub compartmentalization.

SFO-ICN and IAH-EZE. UA recently expanded both routes to add more capacity. They could have launched a new route from EWR/ORD/IAD, they chose instead to add more capacity to hubs where the flights already existed.

Domestic expansion has focused heavily at DEN whereas other hubs have actually lost routes recently.

In Europe, its been the same: add more capacity to EWR and IAD and make ORD first in line for new routes. IAD-CDG is an example of that.

UA is on record as saying no Polaris Lounge for DEN any time soon which negates the need to expand Polaris eligible routes from there.

Basically, UA has defined roles for each of its hubs. They will expand those roles within the hub before expanding the role of the hub. Only exceptions are when you have massive O&D that overrides it (SFO-Europe, IAH-AMS, EWR-Asia, etc.). So looking for routes like DEN-CDG, or EWR-GIG, or ORD-ICN on UA metal seems to be a fools errand based on the strategy.

I simply can not figure out how UA has not expanded IAH into Africa again...As large as the African population is in Houston, atleast one flight to LOS or ACC has to be profitable...Maybe a 77E?

N292UX wrote:

timedoko wrote:

I hear whispers of UA going for a Manchester return, daily 76W flights from EWR in NS24.. Y'all think this will happen?

IIRC there were rumblings about that route resuming this summer but I think it got shelved for a year since UA opted to jump on the hot markets in places like Spain this year.

I'm betting that both MAN and BUD are both part of the S24 adds for UA.

MAN and BUD both make a lot of sense to me. CPH and PRG also seem like holes in the European network, but haven't seen much talk about either of these markets so maybe UA isn't interested.

I think the most likely European additions for next summer are EWR-MAN and LAX-FRA.

https://thepointsguy.com/news/united-po ... ge-denver/

Looks like there finally will be a Polaris lounge in Denver - I was right when I guessed that this could be one of today's announcements a couple weeks back. Seems like the lounge will open in a couple years.

sfojvjets wrote:

https://thepointsguy.com/news/united-polaris-lounge-denver/

Looks like there finally will be a Polaris lounge in Denver - I was right when I guessed that this could be one of today's announcements a couple weeks back. Seems like the lounge will open in a couple years.

Finally! Glad it's official. I know some have said DEN doesn't justify it - but it absolutely does. Up to 5 daily flights on UA metal (FRA, MUC, NRT, LHR, LHR), in addition to LH is using it for their flights (FRA/MUC) is enough to justify it. And then when you add in the large FF base UA has in DEN, there are a lot of passengers starting their journey in DEN and connecting through the 6 other hubs to other international destinations that will be able to use this lounge as well.

And for the sake of consistency, this is also very important. Having your flagship lounge in all 7 domestic hubs is great, something your two big competitors don't have. And the Polaris WB hard product will be consistent across the entire fleet within a month or so too! Very exciting times for UA.

I remember when DEN opened a couple of decades ago. It was huge, it was thought to be a boondoggle. But even then I remember thinking that with a centrally located airport with all of that expansion room, that it was going to grow into something huge for the economy in Colorado. Seems like it is continuing to expand in traffic into the major facility that was wisely planned so many years ago.

United is increasing EWR-PTY from 1x d to 9x w, eff 24JUN2023. All flights from EWR to PTY operated with the 179-seat 737-900ER.

https://www.aviacionline.com/2023/05/un ... nama-city/