752:
N17128 entered RFD 2774/12Nov - it was assumed scimitars were installe in SAT in Oct, questioning why aircraft is going into RFD or if SAT isn't doing scimitars
N19136 exited RFD 275/13Nov with scimitars

E175:
N85358 has been delivered to Mesa for induction.
Only 2 E175s left to be delivered until scope maximum is reached (1 in 2017, the last in 2018)

747
N121UA the last UA is now enroute UA2691 SFOTUP 13Nov

752:
N597UA entered SAT 2824/13Nov, unknow work
Regarding the SAT work, it appears ST Aerospace/VT San Antonio Aerospace Inc. is doing work that is unconfirmed as to the extent. All on sCO and sUA 752s and the 753. Scimitars or regular checks?

calpsafltskeds wrote:

752:
N597UA entered SAT 2824/13Nov, unknow work
Regarding the SAT work, it appears ST Aerospace/VT San Antonio Aerospace Inc. is doing work that is unconfirmed as to the extent. All on sCO and sUA 752s and the 753. Scimitars or regular checks?

There are currently 3 aircrafts in San Antonio:
0141 - C-check
0868 - AD work
5997 - heavy maintenance visit

q200 n364ph is in yhz for exit prep. 11 q200 remain.

767
N656UA enroute HNLHKG UA2820/14Nov... If it’s going in for Polaris-lation then 648 must be ready to come out, although no test hops seen as of yet. Perhaps the crew bringing in 656 will be tasked with the hopping.

767-400 a/c 3052 finally out of mx. Ferry 2779 IAD-EWR.

763:
N653UA exited HKG maint 2826/16Nov

764:
N67052 sked for first revenue flight after IAD repair 1523/18Nov

any updates with the polaris retrofits? i know there is a either 1 or 2 767 in HKG getting the retrofit...correct?

xxcr wrote:

any updates with the polaris retrofits? i know there is a either 1 or 2 767 in HKG getting the retrofit...correct?

There are 3 763s in HKG for Polaris retro-fit rightnow. One should be returning to service very soon.

calpsafltskeds wrote:

73G:
N16713 sked to exit MIA 2798/10Nov with slimlines/new F seats
21 of 40 (36 Domestic) complete with 2 or 3 more in mod.

764:
N66057 exited HKG 2810/10Nov with Y crew mod - seat map not shown.
On 763 Polaris, a closet was removed at aft right to replace 2 seats removed to add 4 E+/crew seats on aft left. I wonder how the 764 will accomplish crew seats as there is no closet to remove. Will seat pitch go to 30 on left rear window pairs to gain enough for crew seats at 40" pitch or will a pair of seats be lost? We'll see when N66057 is sked for revenue service. Right now there is only one 764 seat map on united.com.

This aircraft operated as UA56 CDGEWR today. The seatmap showed as 38/198. How the 198 breaks out E+/E- I don’t know.

iahcsr wrote:

calpsafltskeds wrote:

73G:
N16713 sked to exit MIA 2798/10Nov with slimlines/new F seats
21 of 40 (36 Domestic) complete with 2 or 3 more in mod.

764:
N66057 exited HKG 2810/10Nov with Y crew mod - seat map not shown.
On 763 Polaris, a closet was removed at aft right to replace 2 seats removed to add 4 E+/crew seats on aft left. I wonder how the 764 will accomplish crew seats as there is no closet to remove. Will seat pitch go to 30 on left rear window pairs to gain enough for crew seats at 40" pitch or will a pair of seats be lost? We'll see when N66057 is sked for revenue service. Right now there is only one 764 seat map on united.com.

This aircraft operated as UA56 CDGEWR today. The seatmap showed as 38/198. How the 198 breaks out E+/E- I don’t know.

The seatmap I'm looking at on the UA App for this flight shows 39/91/112. The breakdown is: 39 in Polaris Business Class and assuming that E+ is from Row 16-28 (13 Rows x 7 seats per row = 91 seats), and 112 seats in E, for a total of 203 in E+/E.

It is actually 39/70/133. There are no changes from the other 764 fleet. 10 rows of E+.

Regarding the 764 there was a photo of the 763 Polaris configuration that showed the last two rows on the left side of the aircraft with enough extra legroom to have footrests. It appears the closet on the right side aft was removed to place two seats there so that a pair could be removed for the crew rest seat pitch. I see on that configuration the seats show extra leg room, but are not shown as E+.
So, my guess is that the current seat map on the 764 could be used w/o seat count changes only if the pitch on the left side from rows 29 through 42 went from 31 to 30, providing 14 inches to allow 38" pitch on the 2 crew seat pairs. I guess we'll have to wait for photos or other confirmation on the crew rest seating.

About how long does it take to do a Polaris refit? And has the issues with the manufacturer been resolved?

VC10er wrote:

About how long does it take to do a Polaris refit? And has the issues with the manufacturer been resolved?

I think last time they got it down to about six weeks, if I remember correctly. I haven't heard of any further issues with Zodiac, so hopefully they've had a chance to catch up. The 77Ws came off the line so fast, I just don't think they had the resources. They only need to produce about 60-70/month to keep up with the 763 refits.

The ex-China Southerns may now get the subfleet designation of 19C and 20C......

Thanks for this, CALTECH. I figured we would see a new designation for these China Southern A320s. If their internal configurations (lavatory and galley placement, minor differences such as interphone location) are at all different from the 20S fleet, we’d have to separate them somehow.

Thanks for always keeping us updated! And thank you for your great work at MCO.

UA.com shows all 320s with ISP, so Airbus program of ISP F/E+ and new F seats is complet

Wi Fi improvements

·       United is working with Panasonic to improve the quality of the Wireless Access Points (WAPs) on all of United's Panasonic aircraft. These devices connect the user with the Wi-Fi and PDE on the aircraft. More and better WAPs mean more customers can tap into a strong, steady connection at the same time. Earlier this month, United completed WAP upgrades on it's domestic Boeing 777s, and expects to finish these modifications to the Airbus fleets by February 2018 and all other Panasonic aircraft by May. The initial experience on the 777 aircraft has been very promising with a 38 percent increase in use on an average flight.
·       United is also installing new broadband controllers on all the aircraft. These units connect the aircraft to the satellite network and will largely solve the outage issues that are experienced on the Panasonic equipped fleets. In addition, the controllers will also increase throughput by over 20 times and allow for much quicker connection speeds.
·       Panasonic is also adding satellites to its network, so United's customers will benefit from better coverage, speed and bandwidth.

CALTECH wrote:

·       United is working with Panasonic to improve the quality of the Wireless Access Points (WAPs) on all of United's Panasonic aircraft. These devices connect the user with the Wi-Fi and PDE on the aircraft. More and better WAPs mean more customers can tap into a strong, steady connection at the same time. Earlier this month, United completed WAP upgrades on it's domestic Boeing 777s, and expects to finish these modifications to the Airbus fleets by February 2018 and all other Panasonic aircraft by May. The initial experience on the 777 aircraft has been very promising with a 38 percent increase in use on an average flight.
·       United is also installing new broadband controllers on all the aircraft. These units connect the aircraft to the satellite network and will largely solve the outage issues that are experienced on the Panasonic equipped fleets. In addition, the controllers will also increase throughput by over 20 times and allow for much quicker connection speeds.
·       Panasonic is also adding satellites to its network, so United's customers will benefit from better coverage, speed and bandwidth.

Also posted here: https://hub.united.com/united-wifi-expe ... 17399.html

Long overdue. The WiFi and PDE experience on the Panasonic flights is terrible.

763 (2-class):
N667UA entered SAT maint 2776/15Nov
N658UA entered SFO maint 2773/18Nov

764:
N76064 entered HKG 2779/18Nov for crew rest mod

772:
N219UA entered XMN 2786/20Nov
N229UA sked to exit XMN 2785/20Nov

UAX update:
CR2:
N456ZW (2003 build) has entered UAX service with Air Wisconsin
N416AW (2002 build) has entered UAX service with Air Wisconsin

E175:
N89357 began revenue service 19Nov

B763ER N649UA, at HAECO for Polaris installation etc., did a test-hop yesterday.

http://flightaware.com/live/flight/N649UA

audidudi wrote:

B763ER N649UA, at HAECO for Polaris installation etc., did a test-hop yesterday.

http://flightaware.com/live/flight/N649UA

Interesting 649 started MOD about 10 days after 648 yet it appears to be ready first.

752:
N17128 exited RFD 2801/21Nov, thought scimitars were already installed, but definitely now on board

772:
N777UA exited XMN 2797/22Nov, maint only

I know the traditional 3 cabin lay out is an archaic legacy of old United. But I can't help but like it. Big ol' anachronism that it is.


I am beyond eager to see progress toward a W cabin which would be a defacto early 90s 3 cabin plane......all over again!


It is odd how far behind UCH is letting itself get behind AA & DL

tpaewr wrote:

I know the traditional 3 cabin lay out is an archaic legacy of old United. But I can't help but like it. Big ol' anachronism that it is.


I am beyond eager to see progress toward a W cabin which would be a defacto early 90s 3 cabin plane......all over again!


It is odd how far behind UCH is letting itself get behind AA & DL

Well I think they have to balance being prudent and keeping up. Recall the long roll out of their newly designed website, it was late being launched but once it was it's been pretty smooth. With Polaris I think they were too quick to launch that as the vendors didn't seem ready and the clubs are just getting built.

I truly amazes me how an airlines can have so many aircraft out of service for mods. I know all big airlines see this daily but it still amazes me.
Quick question: When ordering aircraft, do airlines order planes to dedicate them for the strict purpose of having spares?
For example: when ordering 100 MAX aircraft, 4 will be used for spares (all hypothetical numbers).

I presume there is no news or rumors about getting a second kind of bed seat for transcontinental ps service- such as a slightly modified all aisle access off the shelf solution for aircraft not slated for Polaris yet fly long and sometimes premium routes. There is no 767/757 replacement coming anytime soon and the thought of 5-10 years of the current diamond seat is means untold tens of thousands of premium fliers stuck in an ancient product! Looking at LH’s and SQ’s 787-10 seats, it only keeps United back from realizing the dream of becoming a solid 4 Star airline.

codc10 wrote:

VC10er wrote:

I presume there is no news or rumors about getting a second kind of bed seat for transcontinental ps service- such as a slightly modified all aisle access off the shelf solution for aircraft not slated for Polaris yet fly long and sometimes premium routes. There is no 767/757 replacement coming anytime soon and the thought of 5-10 years of the current diamond seat is means untold tens of thousands of premium fliers stuck in an ancient product! Looking at LH’s and SQ’s 787-10 seats, it only keeps United back from realizing the dream of becoming a solid 4 Star airline.

I don't think this is even on the radar. The Diamond seat (in use by AA/DL as well) will be the mainstay of premium transcons for years to come.

DARN!!!

VC10er wrote:

I presume there is no news or rumors about getting a second kind of bed seat for transcontinental ps service- such as a slightly modified all aisle access off the shelf solution for aircraft not slated for Polaris yet fly long and sometimes premium routes. There is no 767/757 replacement coming anytime soon and the thought of 5-10 years of the current diamond seat is means untold tens of thousands of premium fliers stuck in an ancient product! Looking at LH’s and SQ’s 787-10 seats, it only keeps United back from realizing the dream of becoming a solid 4 Star airline.

those diamond seats are used by a lot of airlines. they are great seats, only downside is no all aisle access. like the previous comment, AA/DL still uses them on their on their domestic premium routes and TATL. I think AA's version are older(correct me if im wrong)(not the A321)

The super diamond seat is great is as well, but i think Qatar is the only airline that uses that seat(787-8,A350,A380)

I actually like those seats, they are super comfy and spacious. then again im not a big person, so i dont require that much space.

CALTECH wrote:

FlyHossD wrote:

CALTECH wrote:

#860 will be a STC, scheduled ETR 23 Dec, but then believe it does the NGS install mod, another STC maybe.
#854 will be a STC, scheduled ETR 24 Jan, but then believe it too does the NGS install mod, another STC maybe.
All 753 scheduled completion, Sept 27 2018.

Is all this information still the same?

calpsafltskeds wrote:

764:
N76064 entered HKG 2779/18Nov for crew rest mod

772:
N219UA entered XMN 2786/20Nov
N229UA sked to exit XMN 2785/20Nov

UAX update:
CR2:
N456ZW (2003 build) has entered UAX service with Air Wisconsin
N416AW (2002 build) has entered UAX service with Air Wisconsin

E175:
N89357 began revenue service 19Nov

I just flew on a ZW bird last night. The cabin appeared to have been completely redone with new seats, sidewalls, LED lighting. Looked really good.

77H

77H wrote:

I just flew on a ZW bird last night. The cabin appeared to have been completely redone with new seats, sidewalls, LED lighting. Looked really good.

77H

Lipstick on a pig, but at least pigs fly a little better! She'll still climb out at 200fpm next summer. At least they'll be decent from a passenger perspective if they have to hang around for a few more years. If only the Skywest CRJ2s were so lucky.

xxcr wrote:

VC10er wrote:

I presume there is no news or rumors about getting a second kind of bed seat for transcontinental ps service- such as a slightly modified all aisle access off the shelf solution for aircraft not slated for Polaris yet fly long and sometimes premium routes. There is no 767/757 replacement coming anytime soon and the thought of 5-10 years of the current diamond seat is means untold tens of thousands of premium fliers stuck in an ancient product! Looking at LH’s and SQ’s 787-10 seats, it only keeps United back from realizing the dream of becoming a solid 4 Star airline.

those diamond seats are used by a lot of airlines. they are great seats, only downside is no all aisle access. like the previous comment, AA/DL still uses them on their on their domestic premium routes and TATL. I think AA's version are older(correct me if im wrong)(not the A321)

The super diamond seat is great is as well, but i think Qatar is the only airline that uses that seat(787-8,A350,A380)

I actually like those seats, they are super comfy and spacious. then again im not a big person, so i dont require that much space.

I think the Diamond seat is comfortable enough, the newer version UA have on the 787 is a bit better looking and they are comfortable to sleep in. But all aisle access is a very big deal to me. I love a window but I cannot drink too much wine or coffee because I loath the climb over...especially at the bulkhead- although the bulkhead seats seem roomier.
I never realized that AA and DL used them as much as you say. Is the same basic design United has used on a DL 767? How about AA? Which aircraft and routes would you find them on DL and AA? I’d love to see pics. I’m going to check the photo library here.

763 (2-class):
N658UA exited SFO 2770/23Nov, maint
N673UA entered SFO 2817/23Nov, maint

xxcr wrote:

VC10er wrote:

The super diamond seat is great is as well, but i think Qatar is the only airline that uses that seat(787-8,A350,A380)

I think AA's new business class seat on the 789s are based on the Super Diamond. (can someone please confirm?)

I went looking at business class seats on Delta and American, across 777, 767, 757, A330 and A321, I was surprised at how many different seat types there were on a single airline, although some may have been old. Delta seemed to have the UA Diamond seat just on the transcontinental 757?
Did everything I saw on Delta WBs going to be changed to the new Delta One with the door?
I’m still curious: when airlines take out hundreds of these expensive seats (even if they are now old) what happens to them? Do they get recycled somehow or is there just a massive pile in a dessert somewhere? Where will UA be putting all the Diamond seats they throw away?

VC10er wrote:

xxcr wrote:

VC10er wrote:

I presume there is no news or rumors about getting a second kind of bed seat for transcontinental ps service- such as a slightly modified all aisle access off the shelf solution for aircraft not slated for Polaris yet fly long and sometimes premium routes. There is no 767/757 replacement coming anytime soon and the thought of 5-10 years of the current diamond seat is means untold tens of thousands of premium fliers stuck in an ancient product! Looking at LH’s and SQ’s 787-10 seats, it only keeps United back from realizing the dream of becoming a solid 4 Star airline.

those diamond seats are used by a lot of airlines. they are great seats, only downside is no all aisle access. like the previous comment, AA/DL still uses them on their on their domestic premium routes and TATL. I think AA's version are older(correct me if im wrong)(not the A321)

The super diamond seat is great is as well, but i think Qatar is the only airline that uses that seat(787-8,A350,A380)

I actually like those seats, they are super comfy and spacious. then again im not a big person, so i dont require that much space.

I think the Diamond seat is comfortable enough, the newer version UA have on the 787 is a bit better looking and they are comfortable to sleep in. But all aisle access is a very big deal to me. I love a window but I cannot drink too much wine or coffee because I loath the climb over...especially at the bulkhead- although the bulkhead seats seem roomier.
I never realized that AA and DL used them as much as you say. Is the same basic design United has used on a DL 767? How about AA? Which aircraft and routes would you find them on DL and AA? I’d love to see pics. I’m going to check the photo library here.

I don't know if ancient is an appropriate term. They were introduced by CO only just before the merger was announced, so they are less than 10 years old, and when you consider it took 5 years to get them on all the sCO birds, it's not like they've been flying since the 90's. I know all aisle access is the name of the game in business nowadays, but I actually think the diamond seats are well designed and comfortable in every other way. Also, my wife and I are flying on 8 J flights this summer around the Pacific for our anniversary, and we can only sit next to each other on 1, so there are some disadvantages to all aisle access dominating J.

cosyr wrote:

VC10er wrote:

xxcr wrote:

those diamond seats are used by a lot of airlines. they are great seats, only downside is no all aisle access. like the previous comment, AA/DL still uses them on their on their domestic premium routes and TATL. I think AA's version are older(correct me if im wrong)(not the A321)

The super diamond seat is great is as well, but i think Qatar is the only airline that uses that seat(787-8,A350,A380)

I actually like those seats, they are super comfy and spacious. then again im not a big person, so i dont require that much space.

I think the Diamond seat is comfortable enough, the newer version UA have on the 787 is a bit better looking and they are comfortable to sleep in. But all aisle access is a very big deal to me. I love a window but I cannot drink too much wine or coffee because I loath the climb over...especially at the bulkhead- although the bulkhead seats seem roomier.
I never realized that AA and DL used them as much as you say. Is the same basic design United has used on a DL 767? How about AA? Which aircraft and routes would you find them on DL and AA? I’d love to see pics. I’m going to check the photo library here.

I don't know if ancient is an appropriate term. They were introduced by CO only just before the merger was announced, so they are less than 10 years old, and when you consider it took 5 years to get them on all the sCO birds, it's not like they've been flying since the 90's. I know all aisle access is the name of the game in business nowadays, but I actually think the diamond seats are well designed and comfortable in every other way. Also, my wife and I are flying on 8 J flights this summer around the Pacific for our anniversary, and we can only sit next to each other on 1, so there are some disadvantages to all aisle access dominating J.

Agreed. I think these seats are uncompetitive on most intl routes (especially Asia and Australia), but they're fine for premium domestic service. All aisle access isn't an industry standard for domestic premium — just having lieflat in general outside of the NYC-LAX/SFO markets is still a very new thing. I think UA needs to focus on replacing premium seats on their intl widebody aircraft before turning their attention to anything else. Even leaving the Diamond seats on the 752s is fine, in my opinion. Their stage lengths just aren't long enough to justify AAA.

atcsundevil wrote:

cosyr wrote:

VC10er wrote:

I think the Diamond seat is comfortable enough, the newer version UA have on the 787 is a bit better looking and they are comfortable to sleep in. But all aisle access is a very big deal to me. I love a window but I cannot drink too much wine or coffee because I loath the climb over...especially at the bulkhead- although the bulkhead seats seem roomier.
I never realized that AA and DL used them as much as you say. Is the same basic design United has used on a DL 767? How about AA? Which aircraft and routes would you find them on DL and AA? I’d love to see pics. I’m going to check the photo library here.

I don't know if ancient is an appropriate term. They were introduced by CO only just before the merger was announced, so they are less than 10 years old, and when you consider it took 5 years to get them on all the sCO birds, it's not like they've been flying since the 90's. I know all aisle access is the name of the game in business nowadays, but I actually think the diamond seats are well designed and comfortable in every other way. Also, my wife and I are flying on 8 J flights this summer around the Pacific for our anniversary, and we can only sit next to each other on 1, so there are some disadvantages to all aisle access dominating J.

Agreed. I think these seats are uncompetitive on most intl routes (especially Asia and Australia), but they're fine for premium domestic service. All aisle access isn't an industry standard for domestic premium — just having lieflat in general outside of the NYC-LAX/SFO markets is still a very new thing. I think UA needs to focus on replacing premium seats on their intl widebody aircraft before turning their attention to anything else. Even leaving the Diamond seats on the 752s is fine, in my opinion. Their stage lengths just aren't long enough to justify AAA.

In a perfect world, they could have a different plane for every route. Even for transatlantic short flights to UK/Ireland from EWR, I personally would rather not have a lie flat bed, as I'm not going to sleep, and I find most of these seats less comfortable for relaxing. I've had flights to Europe as short as 5 1/2 hours with tailwinds, with take off and landing and two meals, I might get a 2-3 hour nap. On flights under 9 hours, I would actually prefer those old UA recliner seats, with the long bulky legrest right under my calves. Lie flat beds always have the ottoman, leaving your legs unsupported in the middle when you're just reclining. I realize that many people still want the lie flat bed, even for shorter flights, so I can't wait for UA to introduce their long teased W class. If it is anything like AA/DL with a leg rest, that might actually be my preference for UK/Ireland flights.

cosyr wrote:

In a perfect world, they could have a different plane for every route. Even for transatlantic short flights to UK/Ireland from EWR, I personally would rather not have a lie flat bed, as I'm not going to sleep, and I find most of these seats less comfortable for relaxing. I've had flights to Europe as short as 5 1/2 hours with tailwinds, with take off and landing and two meals, I might get a 2-3 hour nap. On flights under 9 hours, I would actually prefer those old UA recliner seats, with the long bulky legrest right under my calves. Lie flat beds always have the ottoman, leaving your legs unsupported in the middle when you're just reclining. I realize that many people still want the lie flat bed, even for shorter flights, so I can't wait for UA to introduce their long teased W class. If it is anything like AA/DL with a leg rest, that might actually be my preference for UK/Ireland flights.

That "perfect world" already exists (though eroding away fast)--BA, LH, SQ, CX, etc. all have 4 cabins of different products/pricing for you to choose from. F for all aisle access/privacy, C for lie-flat, W for space and reclining, and Y for cheapest fare. But I understand what you mean, unfortunately airlines have finite space to maximize profit and to match the consumers' unlimited preferences based on what they're willing to pay.

73G:
N27733 entered MCO 2784/20Nov, potential slimlines

738:
N76522 exited LCQ 2694/27Nov with slimlines 16/48/102 config - first LCQ reconfiguration of a 737
N76523 entered LCQ 2780/24Nov for slimlines

772:
N206UA exited XMN 2793/25Nov
N220UA entered XMN 2788/23Nov

UAX
E145:
N13913 has left the fleet. Stored at IGM
N15912 has left the fleet. Stored at IGM

E175:
N85358 - Entered service on 24-Nov

I just flew this past week RT EWR/LHR on a United 764. While I love that airplane, I am sorry but the lack of an all-aisle access seat is BAD. On the way over, I could not get up and over the person sitting next to me because they were extremely overweight. I was at the bulkhead in seat 1A and I had nothing to hold onto, I had wake them to get by. This person tried to suck in their tummy, and move their legs a 1/4 inch- but that was like a scene from Seinfeld! Ultimately they had to get up out of the seat (and I felt bad about that, but I was bursting). I intentionally did not drink any alcohol because I didn't want to have to go again. However, by the time we landed, and got to the gate... I was racing for the first "Loo" I saw.

I realize the flight is short going over, but if you're flying for business as I was, any sleep is welcome. I get the express meal and out I go. (until nature calls)

It was 7+ hours on the return but for the first time in many years, the seat next to me was empty. It made ALL THE DIFFERENCE in the world not having to climb over someone...and I love my window seat, but I may give that up next time for a coveted center row seat. The 787-10 can't come too soon.

I don't know why UA is not putting Polaris on their 764s. I think they will be around long enough for the ROI (no?). Plus, to LHR, with the fierce competition UA could really benefit from having a GREAT NYC/London product and service. Once the lounge is open (in June!) and when Polaris in available to LHR, plus the LHR club is nice...UA can really compete on quality. Just not yet.

VC10er wrote:

I just flew this past week RT EWR/LHR on a United 764. While I love that airplane, I am sorry but the lack of an all-aisle access seat is BAD. On the way over, I could not get up and over the person sitting next to me because they were extremely overweight. I was at the bulkhead in seat 1A and I had nothing to hold onto, I had wake them to get by. This person tried to suck in their tummy, and move their legs a 1/4 inch- but that was like a scene from Seinfeld! Ultimately they had to get up out of the seat (and I felt bad about that, but I was bursting). I intentionally did not drink any alcohol because I didn't want to have to go again. However, by the time we landed, and got to the gate... I was racing for the first "Loo" I saw.

I realize the flight is short going over, but if you're flying for business as I was, any sleep is welcome. I get the express meal and out I go. (until nature calls)

It was 7+ hours on the return but for the first time in many years, the seat next to me was empty. It made ALL THE DIFFERENCE in the world not having to climb over someone...and I love my window seat, but I may give that up next time for a coveted center row seat. The 787-10 can't come too soon.

I don't know why UA is not putting Polaris on their 764s. I think they will be around long enough for the ROI (no?). Plus, to LHR, with the fierce competition UA could really benefit from having a GREAT NYC/London product and service. Once the lounge is open (in June!) and when Polaris in available to LHR, plus the LHR club is nice...UA can really compete on quality. Just not yet.

Patience man... It's going to take time for Polaris to be fully out on this massive fleet of aircraft.

ikolkyo wrote:

VC10er wrote:

Patience man... It's going to take time for Polaris to be fully out on this massive fleet of aircraft.

Right. Let's not forget that Polaris hasn't even been in service for a year. It takes years to roll out new premium seating across a fleet. When the 764s have seats which are only about six years old or less, not to mention the aircraft rarely flies routes longer than 8-9 hours (often much less), it just isn't at the top of the priorities list.

The 763s need to be finished first because those cabins are totally clapped out (especially in Y), then the sUA 772s to remove the F product and standardize premium service, then the sCO 772s because those seats are nearing the end of their life too. All three of those types also have seats 10+ years old. After that, I would argue the 787s should get new seats because of the markets served and the stage lengths they fly. Only then should the 764 be modded. And it will be, it's just a low priority, so there's no point in making an announcement when they likely wouldn't be due for mods for another three years — they've got about 100 aircraft to get through first, not including new 77W and 78J deliveries.

But yes, patience is needed with things like this. These seats each cost as much as a Ferrari, and each one takes weeks to build and hours to install. New premium suites are amazing, but they're incredibly expensive and incredibly time consuming to build and install. It's a far cry from the old recliners. I would expect the entire fleet to have Polaris around 2022 (when the A350s start coming online), but until then, a little patience will be required.