Last edit by: WineCountryUA
Due to winter (most common Dec/Jan) weather/jetstream conditions for northern TATL flights, the 757-200's UA uses for the thin european routes need to make fuel stop / diversions. Typically at Bangor (BGR) / Goose Bay(YYR) / Gander (YQX) /St. John's (YYT), ....
The most commonly affected European routes are Barcelona (BCN), Berlin (TXL), Hamburg (HAM), Madrid (MAD), Oslo (OSL), Stockholm (ARN)
Interesting maps
Weather Model - North Atlantic Jet Stream Wind
North Atlantic Jet Stream Forecasts
Related / previous threads
Why does United put 757s on certain flights from EWR to europe
[757-200 diversions] CO starting hubs at Gander, Goose Bay, etc. [threads merged] pmCO
UA69 (ARN-EWR): Wrong plane, wrong fuel calculations, or bad weather?
2013 Westbound TATL 757 "Short Stops"
Consolidated "United 757 TATL Fuel Stop" Thread [Merged] 2012
The most commonly affected European routes are Barcelona (BCN), Berlin (TXL), Hamburg (HAM), Madrid (MAD), Oslo (OSL), Stockholm (ARN)
Interesting maps
Weather Model - North Atlantic Jet Stream Wind
North Atlantic Jet Stream Forecasts
Related / previous threads
Why does United put 757s on certain flights from EWR to europe
[757-200 diversions] CO starting hubs at Gander, Goose Bay, etc. [threads merged] pmCO
UA69 (ARN-EWR): Wrong plane, wrong fuel calculations, or bad weather?
2013 Westbound TATL 757 "Short Stops"
Consolidated "United 757 TATL Fuel Stop" Thread [Merged] 2012
North TATL 757 fuel stops / diversion delays [2015]
#151
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I was referring to the flight on the 26th. Winds are strong this week. Operating non stop would mean bumping anywhere between 30-70 passengers depending on the day. A fuel stop would be much cheaper and convenient despite what others might say. I would take a three hour delay over the 24 hour delay any time.
#152
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Do you have a special crystal ball that can predict the high altitude winds in the future with utmost accuracy? Months in advance so they don't sell the seats?
#153
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The counter-argument is that UA would not otherwise be able to fly certain routes. Whether that's sufficient justification can (and has been) endlessly debated.
#154
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The basic point that people are making here is that UA schedules and sells these flights knowing that some percentage of passengers are going to be significantly inconvenienced by a fuel stop because UA is flying an aircraft that's unsuited for the route. UA doesn't know which flights, or which days, but they know it's going to happen.
The counter-argument is that UA would not otherwise be able to fly certain routes. Whether that's sufficient justification can (and has been) endlessly debated.
The counter-argument is that UA would not otherwise be able to fly certain routes. Whether that's sufficient justification can (and has been) endlessly debated.
I think UA should make it very clear to folks who buy a ticket on the affected routes that fuel diversions are likely to happen. Last thing I want is to buy and fly UA and wind up having to stop for fuel. I could have booked a different airline that actually has and flies the right equipment to get the job done.
#155
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The thing is, as Kacee said, this HAS been debated endlessly here. The final word is UA thinks it does have the right equipment for the job and accepts that some small percentage of flights will get diverted and is willing to pay the compensation for that small percentage. The thing is, we have no idea why UA feels it is necessary to use the equipment it does.
#156
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The thing is, as Kacee said, this HAS been debated endlessly here. The final word is UA thinks it does have the right equipment for the job and accepts that some small percentage of flights will get diverted and is willing to pay the compensation for that small percentage. The thing is, we have no idea why UA feels it is necessary to use the equipment it does.
#157
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UA clearly does not have the right equipment for the job. If they did then they wouldn't be making so many diversions for fuel. It happened once, twice even three times then fine, maybe its the right equipment however, It happens quite often. Therefore, its clearly not the right equipment.
#158
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I'm not saying they shouldn't fly it, I am only saying they should be a little more transparent with the facts of it. While many of the Europe to USA 752 routes divert each year, some are far more of a problem than others. For example, I read that CDG just diverted, and a LHR. Those are extremely rare diversions. Flights like TXL and BCN are not rare and should be marketed accordingly.
#159
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The company wants to eventually move the TATL 757s away from Continental Europe and relegate them to UK & domestic markets over the next couple of years. Part of this involves reconfiguring the 3-cabin 763s to the 2-cabin 76E standard.
#160
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AFAIK DL's 752 aircraft all have P&W engines. I was under the impression that the RR engines UA uses on it's ex-CO 752 aircraft afforded the aircraft a slightly longer range. What are the lengths of TATL flights DL has scheduled its 752 fr? Do they really have no diversions in winter on these routes?
#161
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UA clearly does not have the right equipment for the job. If they did then they wouldn't be making so many diversions for fuel. It happened once, twice even three times then fine, maybe its the right equipment however, It happens quite often. Therefore, its clearly not the right equipment.
#162
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If they move all the 767's to EWR what will ORD be left with? 787?
We have 3 x LHR, 1 CDG, 1 AMS. I'm sure I'm missing another.
It does seem like UA has some extra slack in the 67 fleet. I had 2 cancel the same day and they still found a 3rd.
#163
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The final word is UA thinks it does have the right equipment for the job and accepts that some small percentage of flights will get diverted and is willing to pay the compensation for that small percentage. The thing is, we have no idea why UA feels it is necessary to use the equipment it does.
The same cynical Wacker calculus that says it's not worth trying to run more than 80% on time?
#164
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I agree with you that CO had a gd idea with TATL 752 service. I've taken these routes to almost every TATL destination with great success. In reality, there are very few diversions. Not much has changed in the last couple of years. I think your premise is incorrect. The longest of these routes (TXL, HAM) were initiated by CO well before the merger.
#165
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and a TATL diversion thread from 2007 - http://www.flyertalk.com/forum/conti...ds-merged.html