iahcsr wrote:

springtx wrote:

Why is it taking so long to get the Max9 into service, with the 777-300 it only took 8 days, Max9 N67501 has been at HOU for 21 days.

It could be just waiting turn to have WiFi installed at SKF.. 7502 is there now. I would’ve thought some crew training flights in the meantime at least though.
39M
N37506 B1 13May. 7504 had B1 the day before, but 7505 still not flown.

7501 was first aircraft to have PDM's done and FAA conformity inspection. It remained at Hobby for engine run, taxi, movement training, etc. Will be going to San Antonio for Wi-Fi about the 17th.

7502 is in San Antonio right now and when finished goes back to Hobby around 26th for PDM's.

7503 is getting PDM's and RAAS STC mod and will be going to San Antonio for Wi-Fi mod after.

7504 will get PDM's in SEA and then be used for ETOPS and Proving Runs. Then off to San Antonio around 24th for Wi-Fi mod.

Revenue flight day is June 7th and the schedule is pretty tight on having first three ready.

7502 ready on May-31st
7501 ready on June 1st
7503 ready on June 6th

Thanks, that answers a lot

VC10er wrote:

Thank you! That must have been an enormous amount of work. I truly appreciate it.
When you say “reconfigurations” as in XMN, or HKG that could/does indicate Polaris installations? What is the difference between a “mod/modification” and “reconfiguration”? - I’m assuming mods are smaller jobs than a full makeover ala: Polaris for 767s and 772s?
Thanks again and I will check out those links.

XMN is doing 777 Polaris mods, but some ships are also rotating through for other maintenance. The public fleet site, meticulously maintaned by some of our esteemed members here, is mostly consistent with internal guidance on which ships are in mod and for what purpose. HKG is doing 763 Polaris mods.

The terms can be used interchangeably, but in this context, "mod" typically indicates more comprehensive work than reconfiguration of passenger seats. I would consider the slimline installation to be more of a "reconfiguration" than a "mod", but it would be proper to use either term. The Polaris work, especially for the 763s, is more or less a full-gut, with the entire interior being replaced, nose-to-tail.

Actually I coped it from another form I participate in - then verified and updated a couple things. Reconfigurations are a mod, but mods may not be reconfigurations only. There are a lot of "mods" going on that don't have a impact on public operation of the fleet - I have no inside info, but when you see all of a cretain fleet heading into the same maint base for a few days each, something is going on to upgrade something on that fleet - WiFi upgrade, cockpit software, FAA requirements, etc..
HKG is doing 763 Polaris and XMN is doing 772 Polaris.

39M:
N67501 sked to ferry HOU-SKF 2698/16May for WiFi.

789:
N27957 exited PVG 858/15May
N27958 entered PVG 891/13May

For those who believe Polaris Lounge is going to slow, these sites demonstrate how well organized the whole enchilada is. Plus I just got an invite to view the ribbon cutting on the EWR Lounge at the end of May!

Not much changing in mod projects today - here's an update:
319: Understand N4901U might finally be receiving work, N1902U probably in storage LCQ
73G: N25705 in MIA, N21723(GUM) in HOU for slimlines - last non-slimline 737NG is service N15712 in GUM operation
39M: N67501/N37502 in SKF for WiFi, N37503 in HOU, N37504/N37506 completed B1 flights, N47505??
753: N75854/N77865 in RFD for slimline mod - N75854 is first CO build going through SL mod, more time for an STC
763: N651UA in HKG, estm 6/1 Polaris, N659UA in HKG estm 6/26 Polaris - Five 3 Class 763s seem roped into LHR-ORD/EWR rotations
763: N684/5/6UA still flying as N588/590/592HA. 7/1, 10/1 and last 2018 expected delivery dates
764: Y Crew mod continues N77066 in HKG, 6 out of 16 complete.
772: N786UA flying with Polaris. N787UA/788UA/796UA all in XMN and expected to receive Polaris and maybe PE
77W: N2748U, last 77w expected delivery 3Q 2018 - schedules for assembly, but no further information

calpsafltskeds wrote:

Not much changing in mod projects today - here's an update:
319: Understand N4901U might finally be receiving work, N1902U probably in storage LCQ
73G: N25705 in MIA, N21723(GUM) in HOU for slimlines - last non-slimline 737NG is service N15712 in GUM operation
39M: N67501/N37502 in SKF for WiFi, N37503 in HOU, N37504/N37506 completed B1 flights, N47505??
753: N75854/N77865 in RFD for slimline mod - N75854 is first CO build going through SL mod, more time for an STC
763: N651UA in HKG, estm 6/1 Polaris, N659UA in HKG estm 6/26 Polaris - Five 3 Class 763s seem roped into LHR-ORD/EWR rotations
763: N684/5/6UA still flying as N588/590/592HA. 7/1, 10/1 and last 2018 expected delivery dates
764: Y Crew mod continues N77066 in HKG, 6 out of 16 complete.
772: N786UA flying with Polaris. N787UA/788UA/796UA all in XMN and expected to receive Polaris and maybe PE
77W: N2748U, last 77w expected delivery 3Q 2018 - schedules for assembly, but no further information

Are those A319s or A320s?

Also with regards to the 77W, there were strong rumors there would be a follow on order for an additional four. Any more word on that?

I seriously hope they do get at least 4 more. Me thinks that other hubs should see some.
Does anyone think that the 77W will show up on the LAX/SFO SYD routes? With a true Polaris seats and real W cabin United could seriously improve their Australian reputation!

I am going to ask, even though I believe I know the answer. Is United planning on reconfiguring the other 767s that are currently in 2 class (Diamond J) into full Polaris like the old 3 class birds? When I look at the United progress chart it confuses me as it seems to just list 14 767s to be refitted. Arent they ALL being refitted including the new (used) 767s from Hawaiian?

I also saw the images from the first 772, I noticed that the new bulkhead is not installed? They put a mini version of the sculpted bulkhead design on the 767, are they NOT going to do the same for the 772, which should be the same as the 77W? (right?)

VC10er wrote:

I am going to ask, even though I believe I know the answer. Is United planning on reconfiguring the other 767s that are currently in 2 class (Diamond J) into full Polaris like the old 3 class birds? When I look at the United progress chart it confuses me as it seems to just list 14 767s to be refitted. Arent they ALL being refitted including the new (used) 767s from Hawaiian?

Yes, but the oldest 7 of that fleet will be retired and not currently planned to retrofit. Ships 6452, 6453, 6457, 6458, 6461, 6462, 6463. No timetable on retirements, however. Hawaiian 767s will have Polaris.

73G:
N25705 eixted MIA 3785/18 May with slimlines, last domestic 737NG to get slimlines

VC10er wrote:

I also saw the images from the first 772, I noticed that the new bulkhead is not installed? They put a mini version of the sculpted bulkhead design on the 767, are they NOT going to do the same for the 772, which should be the same as the 77W? (right?)

I've flown up front on the one reconfigured 772. I recall there being Polaris branding on the bulkhead, although I don't recall one way or the other if it had the repeating white rectangular swoosh on it.

Since it’s quite likely UA will order additional 787s as part of the 767 replacement (not a sure thing...but) anyone know just how many 78s UA has on option? Also I presume there is a guaranteed delivery time frame should these options be confirmed?

iahcsr wrote:

Since it’s quite likely UA will order additional 787s as part of the 767 replacement (not a sure thing...but) anyone know just how many 78s UA has on option? Also I presume there is a guaranteed delivery time frame should these options be confirmed?

There are unfirmed options for 50 787’s (any model).

UAinAUS wrote:

iahcsr wrote:

Since it’s quite likely UA will order additional 787s as part of the 767 replacement (not a sure thing...but) anyone know just how many 78s UA has on option? Also I presume there is a guaranteed delivery time frame should these options be confirmed?

There are unfirmed options for 50 787’s (any model).

I bet they take the whole lot of 50 x 788's with a few 789's/78J's thrown in for good measure since they only have 14 remaining open orders for 787 model (all J). Overall, UA would have 100 units strong and one of the largest fleets in the world. That scale should make UA very efficient in fuel consumption, spare parts inventory lower and pilot commonality across a large fleet.

adamblang wrote:

VC10er wrote:

I also saw the images from the first 772, I noticed that the new bulkhead is not installed? They put a mini version of the sculpted bulkhead design on the 767, are they NOT going to do the same for the 772, which should be the same as the 77W? (right?)

I've flown up front on the one reconfigured 772. I recall there being Polaris branding on the bulkhead, although I don't recall one way or the other if it had the repeating white rectangular swoosh on it.

The United released image of the first 772 with Polaris. It had a rectangle Polaris sign similar to the chrome plaque on a refitted narrow body that has the new bulkheads. The image showed a flat plain silver wall ala: current bulkhead. The large LED lit unit that is mounted on the 77W and 767 is not there. So the repeated tiles of the globe in a carved relief is NOT there. Obviously this is not going to make much of a difference in ticket sales, however what it does say to "we" the consumer is "when we can get away with skimping, we will" - and IMHO this flies in the face of UA;s commitment to becoming something wonderful for all the senses. The "look" of the Polaris cabin is beautiful, and if the 772 is going to fly millions of premium passengers on ULH flights before they are taken to the scrap heap, I think they should not have cut the corner.

I assume all it required was manufacturing more of the wall treatments that the 77W have (I assume the bulkheads are the same size?). IMHO, that branded bulkhead and the lit sidewall entrance go a very, very long way to position Polaris as a very premium experience and exudes pride and luxury. (and if the FA's follow the new code of dress just released, they will be standing next to these features)

I'm just surprised, a small version of it was deemed good enough to produce for the handful of 767s, but the 772 will not get them...unless perhaps they are coming later?

Also, I saw they are using the oval tin for the amenity kit. I wrote them because I think they shout cheap vs the matching Saks Fifth Ave versions they had. The tins arrive at your seat in the plastic bag often already dented. They have no secondary use and at the end of the flight the tins are littered all over the cabin.

I am not trying to be a wanker...I love UA want United to REALLY pull ahead, and I am a firm believer that the devil is in the details, especially in a "luxury" cabin where your ticket may have been $6,000 to $10,000 bucks.

Anyone know what happened at EWR today? I heard about an incident with an OS plane, and that flight was cancelled, but I don't even know what type of plane UA had involved. Wing struck OS? or the other way around?

cosyr wrote:

Anyone know what happened at EWR today? I heard about an incident with an OS plane, and that flight was cancelled, but I don't even know what type of plane UA had involved. Wing struck OS? or the other way around?

Aircraft 0236 was being pushed back from gate B56 when the left winglet struck the Austrian Airlines (767-300) right horizontal stabilizer.

I saw the OS 767 being towed to the north side earlier, was wondering what happened... ouch.

39M
N37504 C1 (?) 19May.. Per reply #951 above will induct at SEA on delivery.

I was thinking about UA’s decision to have a much larger (Polaris) Business Class on it’s wide bodies than DL or AA. On the 772, UA I believe there will be 50 seats, AA 37 and DL 28. That is a very large difference and certainly very intentional.
Does UA believe that having 50 J seats which will put far more J seats in the sky than their 2 arch rivals be a magnet for premium fliers as the odds are going to be lower that a particularly heavy route will be less likely sold out? Will they catch overflow from full AA & DL flights?
Will 50 J provide for more upgrade room for premium fliers who would use Global Certificates or miles, therefore seemingly be more generous to loyal fliers?
I just find it to be very bold to almost double Delta in J seats- or is it as simple as “J” is where the big bucks are made, therefore 50 J will generate more revenue- should the vast majority be filled with paid business passengers?

VC10er wrote:

Does UA believe that having 50 J seats which will put far more J seats in the sky than their 2 arch rivals be a magnet for premium fliers as the odds are going to be lower that a particularly heavy route will be less likely sold out? Will they catch overflow from full AA & DL flights?
Will 50 J provide for more upgrade room for premium fliers who would use Global Certificates or miles, therefore seemingly be more generous to loyal fliers?

All of the above, plus United's hubs are almost exclusively in very wealthy metros with massive top-tier globally-oriented business communities. Charlotte and Minneapolis and Phoenix and Salt Lake City are plenty important, plenty productive metros and great as domestic connecting hubs but if you're traveling to talk about technology from Silicon Valley or oil from Houston or public policy from Washington on a business fare that United's nonstop is going to have that much more going for it than American's or Delta's connection.

VC10er wrote:

Will 50 J provide for more upgrade room for premium fliers who would use Global Certificates or miles, therefore seemingly be more generous to loyal fliers?

It's not just certs or miles. Fliers can also use a combination of miles and dollars. I flew back and forth between the US and the Middle East many time the past few years. I couldn't drop $8,000 for a J ticket R/T but I could take the chance of paying an extra $600 O/W plus 35,000 miles for the opportunity to upgrade. It worked about 25% of the time but it was better than always being in Y for 13 hours each way. That's $600 UA would never have taken to the bank if there wasn't an upgrade option and available seats.

https://www.united.com/web/en-US/apps/m ... ravel.aspx

jetblastdubai wrote:

VC10er wrote:

Will 50 J provide for more upgrade room for premium fliers who would use Global Certificates or miles, therefore seemingly be more generous to loyal fliers?

It's not just certs or miles. Fliers can also use a combination of miles and dollars. I flew back and forth between the US and the Middle East many time the past few years. I couldn't drop $8,000 for a J ticket R/T but I could take the chance of paying an extra $600 O/W plus 35,000 miles for the opportunity to upgrade. It worked about 25% of the time but it was better than always being in Y for 13 hours each way. That's $600 UA would never have taken to the bank if there wasn't an upgrade option and available seats.

https://www.united.com/web/en-US/apps/m ... ravel.aspx

Thanks for this. When I used to be GS it was SO much easier to do. Even using your Global Certificates on top of your ecomy award ticket! Once I left my job at a Global mega corporation and started my own business I have yet to spend my way back into the GS club.

I really didn’t think that UA would put in more J for upgrades and award tickets (just thought it could up the odds of getting upgraded) - my thoughts were around the business strategy of have such a high premium WB fleet. Heck the 772 map looks like it’s half Polaris! Then add in the new W section.
So does UA have an opportunity to vastly improve their financial performance given the J heavy fleet? Create a better premium consumer pool of fliers? I wonder if the average flier will actually realize this and make note of the difference between UA and DL & AA.

79M:
N37504 sked delivery flight 2688/22May BBFI-SEA for Induction

772:
N773UA sked to exit HKG maint 2779/22May (domestic unit)

UAX
CR2:
N884AS (2001 build) has been painted in full Globe livery and has joined the UAX Fleet with Skywest

ER4:
N13913 has re-entered revenue service with ExpressJet

E45X:
N21197 is now flying UAX with CommutAir (#26)

calpsafltskeds wrote:

79M:
N37504 sked delivery flight 2688/22May BBFI-SEA for Induction

772:
N773UA sked to exit HKG maint 2779/22May (domestic unit)

UAX
CR2:
N884AS (2001 build) has been painted in full Globe livery and has joined the UAX Fleet with Skywest

ER4:
N13913 has re-entered revenue service with ExpressJet

E45X:
N21197 is now flying UAX with CommutAir (#26)

39M
N37504 UA app Fltfo shows 2688 BFISEA today May21... we’ll know shortly
Sooner the better anyway, starting to be short of time to get ‘em all ready.

I believe the high number of J seats is their strategy that they will be able to sell expensive Y or W seats and tempt customers to stick with United with dangling the carrot of a potential upgrade on long Intl routes.

DL on the other hand does not really want to give away the seats or give up the space on the plane to have extra J seats that are filled with Intl Upgrades or mileage redemptions.

Just my $0.02 but I think DL's strategy will be much more sustainable long term. (Only time will tell)

Well, at least we will all have 2 very different business strategies to watch and debate instead of everyone matching each other!
Old UA used to do that to keep elites happy- but they are becoming something very different than legacy United.
As mentioned above UA does have hubs in major business markets so I guess they can go out closer to full in all classes, with the least amount of inexpensive economy seats (?) and more paid J and W even if they are more generous with upgrading than DL???
Interesting to watch!

gsg013 wrote:

I believe the high number of J seats is their strategy that they will be able to sell expensive Y or W seats and tempt customers to stick with United with dangling the carrot of a potential upgrade on long Intl routes.

DL on the other hand does not really want to give away the seats or give up the space on the plane to have extra J seats that are filled with Intl Upgrades or mileage redemptions.

Just my $0.02 but I think DL's strategy will be much more sustainable long term. (Only time will tell)

I doubt that UA built a premium cabin strategy predominantly around buy-ups.

73G:
N21723 (GUM unit) exited HOU 2692/21May with slimline seats (12/30/84 configuration). Heading back to HGUM tomorrow.

772:
N74007 sked to enter HKG maint 179/22May
N77019 sked to exit HKG maint 180/24May

VC10er wrote:

I seriously hope they do get at least 4 more. Me thinks that other hubs should see some.
Does anyone think that the 77W will show up on the LAX/SFO SYD routes? With a true Polaris seats and real W cabin United could seriously improve their Australian reputation!

Not until the FA's merge, the service number on the sCO side are exceptionally higher than that of the sUA side. With the new contract one would think that it would go back to the way it was unless they buy out the sUA senior FA's, so it would not matter what equipment type is flown.

Amwest2United wrote:

VC10er wrote:

I seriously hope they do get at least 4 more. Me thinks that other hubs should see some.
Does anyone think that the 77W will show up on the LAX/SFO SYD routes? With a true Polaris seats and real W cabin United could seriously improve their Australian reputation!

Not until the FA's merge, the service number on the sCO side are exceptionally higher than that of the sUA side. With the new contract one would think that it would go back to the way it was unless they buy out the sUA senior FA's, so it would not matter what equipment type is flown.

"the service number on the sCO side are exceptionally higher" Care to cite proof? As to the rest of your statement, I don't understand what you're saying. But this is a fleet update thread isn't it?

I’m FAR from an expert on the dual FA contact and pay issues. But I’m somewhat of an expert business traveler with a lot of UA miles on my butt!
As much as I love the 787, on such a long flight to Sydney and such a premier route, with the competition having a better product and reputation- I’d be tryin real hard to get those 77Ws on those SYD routes. I’m certain United would fill them with mostly paid J.
Me, the CEO says (Lol)

VC10er wrote:

I’m FAR from an expert on the dual FA contact and pay issues. But I’m somewhat of an expert business traveler with a lot of UA miles on my butt!
As much as I love the 787, on such a long flight to Sydney and such a premier route, with the competition having a better product and reputation- I’d be tryin real hard to get those 77Ws on those SYD routes. I’m certain United would fill them with mostly paid J.
Me, the CEO says (Lol)

Too much capacity and completion to SYD. Even AA switched from 77W to 789 (and now does not offer First class on that route). United would probably loose a lot of money if they switched to 77W to Australia. The MEL flight is usually more full than the LAX-SYD flight.....

The777Man

The777Man wrote:

VC10er wrote:

I’m FAR from an expert on the dual FA contact and pay issues. But I’m somewhat of an expert business traveler with a lot of UA miles on my butt!
As much as I love the 787, on such a long flight to Sydney and such a premier route, with the competition having a better product and reputation- I’d be tryin real hard to get those 77Ws on those SYD routes. I’m certain United would fill them with mostly paid J.
Me, the CEO says (Lol)

Too much capacity and completion to SYD. Even AA switched from 77W to 789 (and now does not offer First class on that route). United would probably loose a lot of money if they switched to 77W to Australia. The MEL flight is usually more full than the LAX-SYD flight.....

The777Man

Correct, in the last 5 or 10 years, it went from QF (large player) and UA (small player) to VA, DL, AA and UA expansion (SYD>SFO). So, operating the most efficient a/c with the appropriate level of premium seats is wise on this route. Plus, pax will feel better from the dreamliner's humidity...right?

If anyone wants to work on Australia, BNE might be a shot. VA didn't fare too well. QF 2x some days IIRC. UA's 788 might work.

fun2fly wrote:

The777Man wrote:

VC10er wrote:

I’m FAR from an expert on the dual FA contact and pay issues. But I’m somewhat of an expert business traveler with a lot of UA miles on my butt!
As much as I love the 787, on such a long flight to Sydney and such a premier route, with the competition having a better product and reputation- I’d be tryin real hard to get those 77Ws on those SYD routes. I’m certain United would fill them with mostly paid J.
Me, the CEO says (Lol)

Too much capacity and completion to SYD. Even AA switched from 77W to 789 (and now does not offer First class on that route). United would probably loose a lot of money if they switched to 77W to Australia. The MEL flight is usually more full than the LAX-SYD flight.....

The777Man

Correct, in the last 5 or 10 years, it went from QF (large player) and UA (small player) to VA, DL, AA and UA expansion (SYD>SFO). So, operating the most efficient a/c with the appropriate level of premium seats is wise on this route. Plus, pax will feel better from the dreamliner's humidity...right?

If anyone wants to work on Australia, BNE might be a shot. VA didn't fare too well. QF 2x some days IIRC. UA's 788 might work.

Very enlightening responses! Thanks. I was commenting purely on intuition (no facts) that UA ought to use their 77Ws. Reason being is that I’ve flown the UA 77W in Polaris about 6 RTs and IMHO it’s the best premium product United has had since a 747 in First Class 30 years ago (and yet even then there were no lie flat seats) but the service and food was amazing. The few times I’ve been to Australia and flew UA their reputation was pretty bad. Everyone questioned my decision to fly them. (Well I was in F, and at that time GS and I needed to stay on UA to keep my status) but I figured the 77W could be their shot at “helping” to close the gap - especially from SFO and the new Polaris Lounge. I guess by 2020 the 789s will have Polaris, and that’s not so far away.
Aside from UA, who else flies Melbourne to SF?
It would be very cool if UA added BNE. Currently who does UA parter with to fly pax onward to other Australian cities? It was Qantas years ago, perhaps that’s changed.

VC10er wrote:

It would be very cool if UA added BNE. Currently who does UA parter with to fly pax onward to other Australian cities? It was Qantas years ago, perhaps that’s changed.

UA partners with NZ, their South Pacific JV partner.

VC10er wrote:

fun2fly wrote:

The777Man wrote:

Too much capacity and completion to SYD. Even AA switched from 77W to 789 (and now does not offer First class on that route). United would probably loose a lot of money if they switched to 77W to Australia. The MEL flight is usually more full than the LAX-SYD flight.....

The777Man

Correct, in the last 5 or 10 years, it went from QF (large player) and UA (small player) to VA, DL, AA and UA expansion (SYD>SFO). So, operating the most efficient a/c with the appropriate level of premium seats is wise on this route. Plus, pax will feel better from the dreamliner's humidity...right?

If anyone wants to work on Australia, BNE might be a shot. VA didn't fare too well. QF 2x some days IIRC. UA's 788 might work.

Very enlightening responses! Thanks. I was commenting purely on intuition (no facts) that UA ought to use their 77Ws. Reason being is that I’ve flown the UA 77W in Polaris about 6 RTs and IMHO it’s the best premium product United has had since a 747 in First Class 30 years ago (and yet even then there were no lie flat seats) but the service and food was amazing. The few times I’ve been to Australia and flew UA their reputation was pretty bad. Everyone questioned my decision to fly them. (Well I was in F, and at that time GS and I needed to stay on UA to keep my status) but I figured the 77W could be their shot at “helping” to close the gap - especially from SFO and the new Polaris Lounge. I guess by 2020 the 789s will have Polaris, and that’s not so far away.
Aside from UA, who else flies Melbourne to SF?
It would be very cool if UA added BNE. Currently who does UA parter with to fly pax onward to other Australian cities? It was Qantas years ago, perhaps that’s changed.

UA flies LAX-MEL, not from SFO. Don't think UA will start SFO-MEL. No one flies SFO-MEL. QF and VA also fly LAX-MEL. AC flies YVR-BNE and VA flies LAX-BNE but don't think there's enough traffic for another carrier.

The777Man

¿How many narrow and widebodies orders in UA backlog?

pabloeing wrote:

¿How many narrow and widebodies orders in UA backlog?

77W 1
78J. 14
A359 45
39M 57
3JM 100
A319 30+ ( used, coming from CZ and U2)

iahcsr wrote:

pabloeing wrote:

¿How many narrow and widebodies orders in UA backlog?

77W 1
78J. 14
A359 45
39M 57
3JM 100
A319 30+ ( used, coming from CZ and U2)

How many of those 39M and 319s are remaining to go into service this year? In other words, how many additional NBs will UA have by year-end?

There are 10 7M9 going into service this year. No more 319's coming this year. The are still 2 320's at LCQ in mod from CZ

The777Man wrote:

No one flies SFO-MEL.

QF is starting SFO-MEL in September. 4x weekly on a 789 if I remember correctly, alternating with a 3x weekly 2nd LAX-MEL frequency.

Cmac787 wrote:

There are 10 7M9 going into service this year. No more 319's coming this year. The are still 2 320's at LCQ in mod from CZ

Ok thanks for the info. So +12 which hopefully means -12 RJs in the bid/mid-sized markets .

Maybe some of those 12 are going to new routes or added frequencies.

39M:
N27503 sked ferry HOU-SKF 2699/23May for WiFi
N37504 sked to exit SEA Induction, 2688/24May to SFO - believe going on ETOPS proving runs

calpsafltskeds wrote:

Maybe some of those 12 are going to new routes or added frequencies.

39M:
N27503 sked ferry HOU-SKF 2699/23May for WiFi
N37504 sked to exit SEA Induction, 2688/24May to SFO - believe going on ETOPS proving runs

Given the previous 737ng inductions took 7-10 days, only four days for 7504 is remarkable.

7501 arrived Hou April 24th and was there for 21 days before it went to SKF, from 21 days down to 4 is remarkable

springtx wrote:

7501 arrived Hou April 24th and was there for 21 days before it went to SKF, from 21 days down to 4 is remarkable

I would imagine most of that time could be attributed to familiarization/training of tech personnel on the new type. They would’ve flown people in from other stations for this purpose.

iahcsr wrote:

springtx wrote:

7501 arrived Hou April 24th and was there for 21 days before it went to SKF, from 21 days down to 4 is remarkable

I would imagine most of that time could be attributed to familiarization/training of tech personnel on the new type. They would’ve flown people in from other stations for this purpose.

7501 was kept in Hobby for additional familiarization training for other departments before going to SJF for Wi-Fi.

7502 went to SKF without any PDM's completed and will likely go to SEA for that once Wi-Fi complete.

7503 had PDM's and an STC mod for RAAS and required a 7 day hold for approval. Will move to SKF very soon.

7504 will get PDM's and conduct proving runs scheduled to start this Friday. Then will move to SKF for Wi-Fi mod.

7503 looks to be headed to SKF today. What’s the schedule for 7505/06? 7506 had B1 a week ago, but nothing since. 7505 has yet to fly at all. 7507< are 100+ frames down the line.
78J
Parts for UA’s second frame should begin arriving at CHS soon. Still no idea as to registration/Ship numbering as of yet.
BTW what is RAAS for 7503? Don’t know that one.