adamblang wrote:

My butt and back like the 737 Y seats more than the Airbus Y seats. I feel about the same after a 4 hour 737 flight as I do after a 2 hour Airbus flight.

I think the 737 Y seats might the same seat as the 787 and 10-abreast 777 Y seats? They look mighty similar, like they might be the same seat with slightly different optioning.

I'm glad to hear it. I actually quite like the 787 Y seats, so that gives me hope. I like the articulating seat pan when reclining. The recline may not actually be as much, but it feels like you're getting more. The Airbus Y seats are just harsh in general. The overall design feels very abnormal for an aircraft seat. I guess they had to make the bottom pad of the seat shorter to squeeze in another row, but that combined with poor pitch makes it miserable. At least they didn't make the same mistake with the 737 signature seats. I'm disappointed they've chosen to not standardize across the narrowbody fleet, but I'm assuming that would potentially mean having to remove seats from the Airbus fleet, and obviously that can't happen It might have been nice if they'd gotten it right the first time, but oh well.

All of that aside, I'm a little disappointed to see they haven't done a little more with the ex-CZ aircraft. I realize the bins, PSUs, etc. are all brand new, but they look like the same bog standard stuff that's on the existing fleet. I wish they'd go the same route as DL by installing more modern looking cabins, because as is, it looks no different to me than a 15 year old Airbus. The bulkheads are nice to see, but even they look relatively underwhelming. Maybe these are just medium term investments and weren't worth sinking even more time and money into (it sounds like it's already taken a lot of both to get them in service), but it would be nice if UA took a page from DL to be a little more innovative from a cabin design perspective. There are many shades of innovation on the 77W, but it really needs to carry over to the narrowbody fleet, too.

Is that the bulkhead design that was in a video released by UA when they introduced the new F seat? I seem to recall the little triangles and more being used. (I'm not so fond of the little triangle design motif. It's made from the negative space around the globe-in-a-box) it's not enough to make me puke, but it demonstrates how committed they are to the CO globe) I also think it's nice when they added some golden brown touches to recall the gold line in the livery. Polaris originally had golden brown leather head rests, but they moved back to grey sadly, IMHO) - are all existing 737s that go in for the new F and Y seats get the full treatment: new bulkheads and carpet also?

atcsundevil wrote:

I'm glad to hear it. I actually quite like the 787 Y seats, so that gives me hope. I like the articulating seat pan when reclining. The recline may not actually be as much, but it feels like you're getting more.

To be clear – because my initial post is ambiguous – the 787s seats slide slightly forward while reclining but the 737 seats I've seat in don't – just the standard lean back. I don't know that I tried to recline the 10-abreast 777 seat I sat in and don't have a clear memory of what it does.

But the padding on all three felt the same and the appearance of all three looked the same (with the obvious screen / tablet holder / seat back pocket difference).

Do other airlines have that built-in tablet holder on the tray table UA introduced? It's quite a nice touch.

77W N2243U went from SEA to SFO today.

fun2fly wrote:

77W N2243U went from SEA to SFO today.

There will be a ferry flight from PAE down to SEA on Saturday (N2644U?). Not sure how many are still at PAE, but saw the staffing request for a 77W ferry flight go out yesterday.

gon2fly wrote:

There will be a ferry flight from PAE down to SEA on Saturday (N2644U?).

This would be the last of the original 14 ordered. The next 4 aren't scheduled to arrive until about a year from now (3Q 2018) Any idea if this is the earliest that Boeing can deliver these next four or did UA want to wait a year before any more deliveries?

738:
N76528 entered MIA 96/14Aug, hopefully for slimlines and first of last 10 738s for slimlines (2010/2011 vintage units)

MIA getting more work with 1 320, 1 738s, 1 763 for maint, 1 738 and 1 73G for slimlines and new 738 induction

fun2fly wrote:

77W N2243U went from SEA to SFO today.

N2143U
First $ flight today UA794 SFOORD 15Aug
789
N26970 C1 BOE187 CHSCHS 15Aug

iahcsr wrote:

fun2fly wrote:

77W N2243U went from SEA to SFO today.

N2143U
First $ flight today UA794 SFOORD 15Aug
789
N26970 C1 BOE187 CHSCHS 15Aug

It is N2243U, as noted by "fun2fly" above.

audidudi wrote:

iahcsr wrote:

fun2fly wrote:

77W N2243U went from SEA to SFO today.

N2143U
First $ flight today UA794 SFOORD 15Aug
789
N26970 C1 BOE187 CHSCHS 15Aug

It is N2243U, as noted by "fun2fly" above.

Oops.. N2243U Ship 2143

787-9 New Delivery:
N26970 sked delivery flight 2687/17Aug CHS-DEN for Induction
789 #21 in UA fleet. 12 788s makes it 33 in fleet.

77W
N2644U The last of the original 14 is still sitting all alone at PAE... I presume Polaris has something to do with this.

calpsafltskeds wrote:

787-9 New Delivery:
N26970 sked delivery flight 2687/17Aug CHS-DEN for Induction
789 #21 in UA fleet. 12 788s makes it 33 in fleet.

And they are being utilized quite extensively this Fall! Looking at the November schedules (after all 744s have been retired):

788 Routes (11 out of 12 frames required to operate schedule)
SFO-CDG
SFO-TLV
SFO-KIX (5x weekly with 1x weekly SFO-DEN rotation in between)
DEN-IAD
DEN-NRT
IAD-DEN
IAD-GRU
IAD-LHR
IAD-CDG
IAD-PEK

789 Routes (20 out of 21 frames required to operate schedule)
SFO-LHR
SFO-HND
SFO-ICN
SFO-PVG
SFO-CTU (3x weekly)
SFO-SIN
SFO-SYD
SFO-AKL
LAX-LHR
LAX-NRT
LAX-PVG
LAX-SIN
LAX-SYD
LAX-MEL

And, with the help of Great Circle Mapper and Excel, here are some stats that show the impressive range of the 789, with no positioning flights the shortest hop is 4,485 NM. That sked looks really tight, especially when several of the markets need most of two full units to operate. There should be a few 6-10 hour maintenance visits daily in LAX and SFO between flights.
On the 788, not sure if the DEN-IAD sked is two round trips or one as FSDan showed one in each direction.

789
SFO HND 4,485 nm
SFO LHR 4,665 nm
LAX NRT 4,737 nm
LAX LHR 4,741 nm
SFO ICN 4,917 nm
SFO PVG 5,345 nm
LAX PVG 5,636 nm
SFO AKL 5,663 nm
SFO CTU 5,970 nm (3 days)
SFO SYD 6,446 nm
LAX SYD 6,507 nm
LAX MEL 6,884 nm
SFO SIN 7,340 nm
LAX SIN 7,621 nm
Total: 80,951 nm (One way miles)
Average: 5,783 nm

788
DEN IAD 1,262 nm
IAD DEN 1,262 nm
IAD LHR 3,195 nm
IAD CDG 3,356 nm
IAD GRU 4,117 nm
SFO KIX 4,704 nm (5 days, DEN-SFO 1 day)
SFO CDG 4,852 nm
DEN NRT 5,030 nm
IAD PEK 6,015 nm
SFO TLV 6,450 nm
Total: 40,239 nm (One way miles)
Average: 4,024 nm

Man, the 789 are on some longgggg routes. The 788 on the other hand is on a bunch of mid haul / shorter long haul.

Okcflyer wrote:

Man, the 789 are on some longgggg routes. The 788 on the other hand is on a bunch of mid haul / shorter long haul.

UA has both PW and GE 772ERs doing some pretty long trips as well. EWR-HKG and ORD-HKG would rank in the top 5 longest routes on the 789 list.

http://www.gcmap.com/mapui?P=ewr-hkg,+ord-hkg&DU=nm

calpsafltskeds wrote:

On the 788, not sure if the DEN-IAD sked is two round trips or one as FSDan showed one in each direction.

It's just one daily round trip.

Okcflyer wrote:

Man, the 789 are on some longgggg routes. The 788 on the other hand is on a bunch of mid haul / shorter long haul.

And two of the 788s sectors, IAD>PEK and SFO>TLV, are both longer than nine of the 789s sectors!

iahcsr wrote:

77W
N2644U The last of the original 14 is still sitting all alone at PAE... I presume Polaris has something to do with this.

No sooner do I mention it, then UA2688 PAESEA 18Aug

73G:
N15712 en route from GUM to IAH via HNL & LAX. Flights 2816 GUM-HNL and 2817/19Aug HNL-LAX-IAH.
There was a letter to GUM pilots within the last year stating 3 of 11 units would be pulled back to mainland service and utilization would be increased on GUM services with only one cancellation listed. To my knowledge the a/c types were not listed. But, it would be my guess N15712, one of four GUM 73Gs is returning to Domestic. One would expect N15712 to get slimline seats, PDE and WiFi ASAP if that is the case on relocation.

jetblastdubai wrote:

Okcflyer wrote:

Man, the 789 are on some longgggg routes. The 788 on the other hand is on a bunch of mid haul / shorter long haul.

UA has both PW and GE 772ERs doing some pretty long trips as well. EWR-HKG and ORD-HKG would rank in the top 5 longest routes on the 789 list.

http://www.gcmap.com/mapui?P=ewr-hkg,+ord-hkg&DU=nm

Aren't the PW birds a little restricted when they get to the edge of the envelope? I thought the GE aircraft were operating the extreme routes. The route I'm really focusing on is EWR-HKG.

ikolkyo wrote:

I thought the GE aircraft were operating the extreme routes. The route I'm really focusing on is EWR-HKG.

I believe EWR-HKG has always been a GE powered 772. ORD-HKG was s-UA for years and went from a 744 to a PW 772ER. It might be a GE bird full-time by now.

jetblastdubai wrote:

ikolkyo wrote:

I thought the GE aircraft were operating the extreme routes. The route I'm really focusing on is EWR-HKG.

I believe EWR-HKG has always been a GE powered 772. ORD-HKG was s-UA for years and went from a 744 to a PW 772ER. It might be a GE bird full-time by now.

ORD-HKG is still flown by a pw powered 77E.

ikolkyo wrote:

jetblastdubai wrote:

Okcflyer wrote:

Man, the 789 are on some longgggg routes. The 788 on the other hand is on a bunch of mid haul / shorter long haul.

UA has both PW and GE 772ERs doing some pretty long trips as well. EWR-HKG and ORD-HKG would rank in the top 5 longest routes on the 789 list.

http://www.gcmap.com/mapui?P=ewr-hkg,+ord-hkg&DU=nm

Aren't the PW birds a little restricted when they get to the edge of the envelope? I thought the GE aircraft were operating the extreme routes. The route I'm really focusing on is EWR-HKG.

United's Pratt 77Es are rated at 648k MGTOW, while the GE-powered birds get up to 656k, so in the most basic terms, that's 8k more pounds of payload.

Wow, this truly underscores the fact that ALL those 787 ULH flights won't have the new Polaris seat for a few years to come. Yet, so impressive that United has so many 787s! And a good number of 78-10s coming too.
The 80ish international 772s that will get Polaris seats first (and 14 77Ws) however should have a great impact on UA's general customer satisfaction scores. I hope.
When are the 4 additional 77Ws due for delivery?

calpsafltskeds wrote:

And, with the help of Great Circle Mapper and Excel, here are some stats that show the impressive range of the 789, with no positioning flights the shortest hop is 4,485 NM. That sked looks really tight, especially when several of the markets need most of two full units to operate. There should be a few 6-10 hour maintenance visits daily in LAX and SFO between flights.
On the 788, not sure if the DEN-IAD sked is two round trips or one as FSDan showed one in each direction.

789
SFO HND 4,485 nm
SFO LHR 4,665 nm
LAX NRT 4,737 nm
LAX LHR 4,741 nm
SFO ICN 4,917 nm
SFO PVG 5,345 nm
LAX PVG 5,636 nm
SFO AKL 5,663 nm
SFO CTU 5,970 nm (3 days)
SFO SYD 6,446 nm
LAX SYD 6,507 nm
LAX MEL 6,884 nm
SFO SIN 7,340 nm
LAX SIN 7,621 nm
Total: 80,951 nm (One way miles)
Average: 5,783 nm

788
DEN IAD 1,262 nm
IAD DEN 1,262 nm
IAD LHR 3,195 nm
IAD CDG 3,356 nm
IAD GRU 4,117 nm
SFO KIX 4,704 nm (5 days, DEN-SFO 1 day)
SFO CDG 4,852 nm
DEN NRT 5,030 nm
IAD PEK 6,015 nm
SFO TLV 6,450 nm
Total: 40,239 nm (One way miles)
Average: 4,024 nm

Where will UA fly the two Decmeber one January and one February delivery units to? Four more units should be a few more routes.

fun2fly wrote:

calpsafltskeds wrote:

And, with the help of Great Circle Mapper and Excel, here are some stats that show the impressive range of the 789, with no positioning flights the shortest hop is 4,485 NM. That sked looks really tight, especially when several of the markets need most of two full units to operate. There should be a few 6-10 hour maintenance visits daily in LAX and SFO between flights.
On the 788, not sure if the DEN-IAD sked is two round trips or one as FSDan showed one in each direction.

789
SFO HND 4,485 nm
SFO LHR 4,665 nm
LAX NRT 4,737 nm
LAX LHR 4,741 nm
SFO ICN 4,917 nm
SFO PVG 5,345 nm
LAX PVG 5,636 nm
SFO AKL 5,663 nm
SFO CTU 5,970 nm (3 days)
SFO SYD 6,446 nm
LAX SYD 6,507 nm
LAX MEL 6,884 nm
SFO SIN 7,340 nm
LAX SIN 7,621 nm
Total: 80,951 nm (One way miles)
Average: 5,783 nm

788
DEN IAD 1,262 nm
IAD DEN 1,262 nm
IAD LHR 3,195 nm
IAD CDG 3,356 nm
IAD GRU 4,117 nm
SFO KIX 4,704 nm (5 days, DEN-SFO 1 day)
SFO CDG 4,852 nm
DEN NRT 5,030 nm
IAD PEK 6,015 nm
SFO TLV 6,450 nm
Total: 40,239 nm (One way miles)
Average: 4,024 nm

Where will UA fly the two Decmeber one January and one February delivery units to? Four more units should be a few more routes.

There's some talk here about expansion for Summer 2018, those four additional 789s, additional 77Ws and the first 787-10s.

I fly at least every other week from SFO on PS, ORD, Asia, and UK. Polaris seat is great on the 773, especially the one facing full forward...the offset ones have less privacy. And the 787's are great even with the old business class seat. It's quite bigger and newer than the 757 versions. The better humidity and pressure and sky interior far make up for not yet having Polaris seat.

All said, I have to say that the satellite WIFI has been absolutely horrendous both domestically and internationally. I feel like this is a more recent degradation in service. It wasn't this unreliable when they first started rolling it out.

So what gives? And what are they doing about it? I can't remember a flight where it worked seamlessly the entire time or at all.

VC10er wrote:

Wow, this truly underscores the fact that ALL those 787 ULH flights won't have the new Polaris seat for a few years to come. Yet, so impressive that United has so many 787s! And a good number of 78-10s coming too.
The 80ish international 772s that will get Polaris seats first (and 14 77Ws) however should have a great impact on UA's general customer satisfaction scores. I hope.
When are the 4 additional 77Ws due for delivery?

Three will come 3rd quarter (July-Sept) and last one before Dec.

unitedchicago wrote:

All said, I have to say that the satellite WIFI has been absolutely horrendous both domestically and internationally. I feel like this is a more recent degradation in service. It wasn't this unreliable when they first started rolling it out.

Agree. Has gotten so bad. I end up getting refunds more than 80% of the time. Haven't heard whether they are actively trying to fix this.

SFOtoORD wrote:

unitedchicago wrote:

All said, I have to say that the satellite WIFI has been absolutely horrendous both domestically and internationally. I feel like this is a more recent degradation in service. It wasn't this unreliable when they first started rolling it out.

Agree. Has gotten so bad. I end up getting refunds more than 80% of the time. Haven't heard whether they are actively trying to fix this.

I would be interested to find out the reasoning behind this — whether it's a lack of bandwidth with so many aircraft using the service, or if it's an equipment issue. With so many moving parts involved in such a system, I can only imagine maintaining reliability isn't easy. It's pretty unfair of them to have passengers continuing to pay for something that's so unreliable.

atcsundevil wrote:

SFOtoORD wrote:

unitedchicago wrote:

All said, I have to say that the satellite WIFI has been absolutely horrendous both domestically and internationally. I feel like this is a more recent degradation in service. It wasn't this unreliable when they first started rolling it out.

Agree. Has gotten so bad. I end up getting refunds more than 80% of the time. Haven't heard whether they are actively trying to fix this.

I would be interested to find out the reasoning behind this — whether it's a lack of bandwidth with so many aircraft using the service, or if it's an equipment issue. With so many moving parts involved in such a system, I can only imagine maintaining reliability isn't easy. It's pretty unfair of them to have passengers continuing to pay for something that's so unreliable.

I suspect it's a combination of factors. I think there is a plane to satellite link issue and a capacity issue on the planes wifi network. Sometimes I notice that I get dropped off the planes network and can't get back on. And sometimes it seems like the plane can't get connected to the internet, but the onboard streaming works.

The new 737-800SFPs will come with
United purchased 4 new 737-800SFP aircraft from Boeing which are set to be delivered starting in August of 2017. These planes will undergo induction and post-delivery modification at MIA. During this modification they will be installed with Scimitar Winglets and the LiveTV KA WiFi System. These aircraft will induct into the fleet as 73Q aircraft.
These aircraft will be numbered 539 with registration number N77539, subsequent planes will number sequentially, with nose numbers 540-542. The registration numbers are N78540, N79541 and N77542, respectively.
Gray and Blue Bulkheads and Dividers.
Additional observer seat installed.
Additional Oxygen mask installed.
New style Oxygen mask installed (full face mask).
Interior consistent with new delivery 777-300ER Polaris.
No monitors installed on seats. WiFi will be installed post PDM.
“Space Bins” (Close to 1-to-1 bag to passenger ratio)
Additional Center Overhead Storage Compartments.
Blue leather B/E Pinnacle seats in Economy and Economy Plus.
These planes will be equipped with an oxygen service port rather than replaceable crew oxygen bottles.

Sept '17, 767-400s will get Crew Rest Installed, STC for 0057, ETR Oct '17.

757-300s scheduled to begin Slimline installs Nov '17

CALTECH wrote:

These planes will be equipped with an oxygen service port rather than replaceable crew oxygen bottles.

That's the most bizarre thing I've read in ages.
Boeing has offered this feature on the 737 for DECADES. We had ONE aircraft in our 737-200 fleet that had it. It was great- saved a ton of time and pointless "work" to service crew O2.
But why would United have it fitted to just the last 4 of HUNDREDS of 737-7/8/9 aircraft?
What's the point?

AA737-823 wrote:

CALTECH wrote:

These planes will be equipped with an oxygen service port rather than replaceable crew oxygen bottles.

That's the most bizarre thing I've read in ages.
Boeing has offered this feature on the 737 for DECADES. We had ONE aircraft in our 737-200 fleet that had it. It was great- saved a ton of time and pointless "work" to service crew O2.
But why would United have it fitted to just the last 4 of HUNDREDS of 737-7/8/9 aircraft?
What's the point?

Maybe it's to help them decide if they want that option on the MAX? Or if it's already been chosen as an option on the MAX, maybe this is more of a familiarization thing? It is strange to bring in four oddballs, but it must serve a purpose.

Any indications that the rest of the 738 fleet is getting refitted like these new aircraft? If not it is indeed very odd.

CALTECH wrote:

757-300s scheduled to begin Slimline installs Nov '17

Will they update first class too so this entire fleet can be consistent across ex-CO and ex-TZ.

Are these 738s a United takeover of an order for another airline that was canceled? (Given United's penchant to order 73Gs and 739s, these 4 738s seem odd.) Maybe that was optioned by the previous airline and too late for United to change?

adamblang wrote:

Are these 738s a United takeover of an order for another airline that was canceled? (Given United's penchant to order 73Gs and 739s, these 4 738s seem odd.) Maybe that was optioned by the previous airline and too late for United to change?

Orders were placed by UA.

CALTECH wrote:

The new 737-800SFPs will come with
United purchased 4 new 737-800SFP aircraft from Boeing which are set to be delivered starting in August of 2017. These planes will undergo induction and post-delivery modification at MIA. During this modification they will be installed with Scimitar Winglets and the LiveTV KA WiFi System. These aircraft will induct into the fleet as 73Q aircraft.
These aircraft will be numbered 539 with registration number N77539, subsequent planes will number sequentially, with nose numbers 540-542. The registration numbers are N78540, N79541 and N77542, respectively.
Gray and Blue Bulkheads and Dividers.
Additional observer seat installed.
Additional Oxygen mask installed.
New style Oxygen mask installed (full face mask).
Interior consistent with new delivery 777-300ER Polaris.
No monitors installed on seats. WiFi will be installed post PDM.
“Space Bins” (Close to 1-to-1 bag to passenger ratio)
Additional Center Overhead Storage Compartments.
Blue leather B/E Pinnacle seats in Economy and Economy Plus.
These planes will be equipped with an oxygen service port rather than replaceable crew oxygen bottles.

Sept '17, 767-400s will get Crew Rest Installed, STC for 0057, ETR Oct '17.

757-300s scheduled to begin Slimline installs Nov '17

QUESTIONS: what is SFP mean? (New letters for me!)
Also, will they get the new First Class seat?
And, aside from these particular 737-800s, what is the progress refittings going on 737s in general? (E.g; new First Class seats, new Y seats and bulkheads, etc?) in short creating consistency with the Airbus'?

VC10er wrote:

CALTECH wrote:

The new 737-800SFPs will come with
United purchased 4 new 737-800SFP aircraft from Boeing which are set to be delivered starting in August of 2017. These planes will undergo induction and post-delivery modification at MIA. During this modification they will be installed with Scimitar Winglets and the LiveTV KA WiFi System. These aircraft will induct into the fleet as 73Q aircraft.
These aircraft will be numbered 539 with registration number N77539, subsequent planes will number sequentially, with nose numbers 540-542. The registration numbers are N78540, N79541 and N77542, respectively.
Gray and Blue Bulkheads and Dividers.
Additional observer seat installed.
Additional Oxygen mask installed.
New style Oxygen mask installed (full face mask).
Interior consistent with new delivery 777-300ER Polaris.
No monitors installed on seats. WiFi will be installed post PDM.
“Space Bins” (Close to 1-to-1 bag to passenger ratio)
Additional Center Overhead Storage Compartments.
Blue leather B/E Pinnacle seats in Economy and Economy Plus.
These planes will be equipped with an oxygen service port rather than replaceable crew oxygen bottles.

Sept '17, 767-400s will get Crew Rest Installed, STC for 0057, ETR Oct '17.

757-300s scheduled to begin Slimline installs Nov '17

QUESTIONS: what is SFP mean? (New letters for me!)
Also, will they get the new First Class seat?
And, aside from these particular 737-800s, what is the progress refittings going on 737s in general? (E.g; new First Class seats, new Y seats and bulkheads, etc?) in short creating consistency with the Airbus'?

SFP= Short Field Performance.

I can't remember what was changed though....been to long since iv flown it.

CALTECH wrote:

Sept '17, 767-400s will get Crew Rest Installed, STC for 0057, ETR Oct '17.

What does the Crew Rest STC involve....is it a flight crew mod or an FA mod? Thanks!

AA737-823 wrote:

CALTECH wrote:

These planes will be equipped with an oxygen service port rather than replaceable crew oxygen bottles.

That's the most bizarre thing I've read in ages.
Boeing has offered this feature on the 737 for DECADES. We had ONE aircraft in our 737-200 fleet that had it. It was great- saved a ton of time and pointless "work" to service crew O2.
But why would United have it fitted to just the last 4 of HUNDREDS of 737-7/8/9 aircraft?
What's the point?

sUA aircrafts have the crew oxygen service port.

ikolkyo wrote:

adamblang wrote:

Are these 738s a United takeover of an order for another airline that was canceled? (Given United's penchant to order 73Gs and 739s, these 4 738s seem odd.) Maybe that was optioned by the previous airline and too late for United to change?

Orders were placed by UA.

These four slots were part of the 65 converted 73G order that were already in progress. UA switched them to 738s and the rest to MAX.

CriticalPoint wrote:

I can't remember what was changed though....been to long since iv flown it.

Off the top of my head, I believe the SFP has sealed slats and increased deflection for ground spoilers. The tailskid was also modified. Not sure if the SFP includes the carbon brakes but UA 737s have that anyway regardless of SFP. I believe these changes were developed for the 739ER and later incorporated into 738s. All UA 738s from about 2008 or so are SFP.

guppyflyer wrote:

CALTECH wrote:

Sept '17, 767-400s will get Crew Rest Installed, STC for 0057, ETR Oct '17.

What does the Crew Rest STC involve....is it a flight crew mod or an FA mod? Thanks!

Even though it's a relatively minor modification, technically it's a new configuration requiring FAA approval of the LOPA and a STC. It should not take nearly as long to certify as a major interior mod, though. 3 sets of Y seat pairs in the last two rows of the a/c are being replaced by two pairs of reclining seats with footrest, legrest and privacy curtains.

It's only for the 'enhanced' longhaul FA rest seats per the JCBA, to bring the sCO 764s fleet in line with the sUA 763s. The 747, 777-200ER/300ER and 787 have separate FA crew rest facilities that don't require special cabin seats.

iahcsr wrote:

ikolkyo wrote:

adamblang wrote:

Are these 738s a United takeover of an order for another airline that was canceled? (Given United's penchant to order 73Gs and 739s, these 4 738s seem odd.) Maybe that was optioned by the previous airline and too late for United to change?

Orders were placed by UA.

These four slots were part of the 65 converted 73G order that were already in progress. UA switched them to 738s and the rest to MAX.

Yes I understand that. UA ordered the 73G and decided they wanted 4 special 738s out of the 65 instead.

Just for the record:

- UA will be operating a special B773 charter IAH-AMS on 21 August, returning AMS-IAH 24 hours later on 22 August.

UA 2718 (United Airlines) B777-300ER - Delayed 174 minutes

Date: 2017-08-21 - Departure: Houston (IAH) George Bush Intercontinental Airport
Estimated Departure Time: 05:20 pm - Scheduled Departure Time: 02:30 pm

Date: 2017-08-22 - Arrival: Amsterdam (AMS) Schiphol
Estimated Arrival Time: 09:54 am - Scheduled Arrival Time: 07:00 am

ikolkyo wrote:

iahcsr wrote:

ikolkyo wrote:

Orders were placed by UA.

These four slots were part of the 65 converted 73G order that were already in progress. UA switched them to 738s and the rest to MAX.

Yes I understand that. UA ordered the 73G and decided they wanted 4 special 738s out of the 65 instead.

It did always seem a little odd that they converted only four of the 65 from 73Gs to firm 738s and left 61 (a somewhat strange number) for TBD MAXes.

factsonly wrote:

Just for the record:

- UA will be operating a special B773 charter IAH-AMS on 21 August, returning AMS-IAH 24 hours later on 22 August.

UA 2718 (United Airlines) B777-300ER - Delayed 174 minutes

Date: 2017-08-21 - Departure: Houston (IAH) George Bush Intercontinental Airport
Estimated Departure Time: 05:20 pm - Scheduled Departure Time: 02:30 pm

Date: 2017-08-22 - Arrival: Amsterdam (AMS) Schiphol
Estimated Arrival Time: 09:54 am - Scheduled Arrival Time: 07:00 am

Actually it is not a charter flight it is an extra section covering UA20 which canceled on August 20th for mechanical. Aircraft nose number 2141 will operate UA2718 IAH-AMS Aug 21 and it will ferry position back to the U.S. on Aug 23 as UA2829 AMS-ORD.