UA has a diverse fleet of 777s. The L-UA fleet features PW 772A and 772ER fleets, while the L-CO fleet consists of GE 772ER frames. The postmerger fleet also features 777-300ERs.

So now that the merger is in the past, are pilots flying L-UA and L-CO aircraft? Are they also flying 77Ws?

Yes, they fly them all.


/close thread.

Just joined to answer this one to the best of my ability. I'm ATC and was on a FAM flight from ORD to SFO in the jumpseat of a United 777. A neighboring 777 was scheduled to Maui (I believe). Hawaiian bound 777 had a MX issue involving (I think a cargo hold fan). Bad juju over the Pacific, not so bad over the lower 48. The crew talk was of the FO timing out mid route and were all parties cockpit and cabin ok with swapping ships after a pretty detailed explanation. Ultimately MX fixed it and the Maui 777 flew on to Maui and I found myself in San Francisco on the original 777 with the bonus of the FO having unknown to me at the time loaded me a crew meal.

At no point was there discussion about variant of 777 or legacy anything. Unless it is specifically fenced it is to my knowledge fair game for scheduling. My last FAM taught me even within specific airlines and types WX RADAR is different just depending on the build year and subsequent refurbishments.

Engines are only interesting from a maintenance perspective. For a pilot it just goes forward when you open the throttle no matter the type.

unimproved wrote:

Engines are only interesting from a maintenance perspective. For a pilot it just goes forward when you open the throttle no matter the type.

That’s not really true. Different engine types have different limitations which are important to know. Also, some types display power in a different manner EPR/N1, also have different power settings.

Genot wrote:

Just joined to answer this one to the best of my ability. I'm ATC and was on a FAM flight from ORD to SFO in the jumpseat of a United 777. A neighboring 777 was scheduled to Maui (I believe). Hawaiian bound 777 had a MX issue involving (I think a cargo hold fan). Bad juju over the Pacific, not so bad over the lower 48. The crew talk was of the FO timing out mid route and were all parties cockpit and cabin ok with swapping ships after a pretty detailed explanation. Ultimately MX fixed it and the Maui 777 flew on to Maui and I found myself in San Francisco on the original 777 with the bonus of the FO having unknown to me at the time loaded me a crew meal.

At no point was there discussion about variant of 777 or legacy anything. Unless it is specifically fenced it is to my knowledge fair game for scheduling. My last FAM taught me even within specific airlines and types WX RADAR is different just depending on the build year and subsequent refurbishments.

Might be an ETOPS thing, and that fan was a no-go item.

Possibly. I just know I'd take JS over first in a 75/6/7 domestic. And the crews are freaking great.

flight152 wrote:

unimproved wrote:

Engines are only interesting from a maintenance perspective. For a pilot it just goes forward when you open the throttle no matter the type.

That’s not really true. Different engine types have different limitations which are important to know. Also, some types display power in a different manner EPR/N1, also have different power settings.

Those are things you learn once during certification, but on a day to day flight there's not much of a difference.

I don’t know the 777, but I have operated A319 CFM Engines, A320 CFM with and without sharklet A320 IAE and A321 CFM. The oldest A320 series aircraft I flew was build in mid 90‘s, the newest one was (at that time) 4 days old. There are other differences between airplanes as well - weather radar, FMGC type and others....didn’t ever get any differences training (except for the 321 which was a 15 Page Self-study PowerPoint presentation). No big deal at all with the differences, if you are not sure about some specific feature that is different from the aircraft you are used to just look it up in the FCOM.

Genot wrote:

Bad juju over the Pacific, not so bad over the lower 48..

Perhaps an Ignorant question from me - what is “bad juju”? ATC Term for turbulence?

QF93 wrote:

Genot wrote:

Bad juju over the Pacific, not so bad over the lower 48..

Perhaps an Ignorant question from me - what is “bad juju”? ATC Term for turbulence?

Bad luck? Plane hadn't taken off because of the maintenance issue, so no turbulence involved

flight152 wrote:

Yes, they fly them all.


/close thread.

Clearly you answered the question correctly. The remainder of the responses are pedantic.

AirKevin wrote:

QF93 wrote:

Genot wrote:

Bad juju over the Pacific, not so bad over the lower 48..

Perhaps an Ignorant question from me - what is “bad juju”? ATC Term for turbulence?

Bad luck? Plane hadn't taken off because of the maintenance issue, so no turbulence involved

If one of the cargo hold fire suppression systems is down and a cargo fire occurs I'd wager it'd be far more dangerous over the Pacific Ocean vs over Wichita, Kansas. Still flyable, but increased potential risk. Bad juju means bad vibe, as in something that feels wrong. Probably not the exact term I was looking for, but close enough.

unimproved wrote:

flight152 wrote:

unimproved wrote:

Engines are only interesting from a maintenance perspective. For a pilot it just goes forward when you open the throttle no matter the type.

That’s not really true. Different engine types have different limitations which are important to know. Also, some types display power in a different manner EPR/N1, also have different power settings.

Those are things you learn once during certification, but on a day to day flight there's not much of a difference.

There absolutely is. Different Flex power modes, different icing, warm-up and time/temperature limitations.

As a pilot you're required to know all of them. The 757/767 fleet was notoriously difficult to learn at UA, since simplified with the retirement of the 767-200's.

In the 756 base at Continental we flew the 752, 753, 762 and the 764


Unlike Delta who always operated the 764 as a separate pilot group

Max Q wrote:

In the 756 base at Continental we flew the 752, 753, 762 and the 764


Unlike Delta who always operated the 764 as a separate pilot group

Didn't Delta fold in the 764 after the merger?

N1120A wrote:

Max Q wrote:

In the 756 base at Continental we flew the 752, 753, 762 and the 764


Unlike Delta who always operated the 764 as a separate pilot group

Didn't Delta fold in the 764 after the merger?

I believe they are still separate as of last year

SierraPacific wrote:

N1120A wrote:

Max Q wrote:

In the 756 base at Continental we flew the 752, 753, 762 and the 764


Unlike Delta who always operated the 764 as a separate pilot group

Didn't Delta fold in the 764 after the merger?

I believe they are still separate as of last year

Yes, still separate at DL. Have several friends who fly them.