UA (and CO before it) has (had) skimpy n/s service to Italy, currently serving only MXP and FCO. DL serves FCO, MXP, VCE, & PSA. US/AA serves FCO, MXP, & VCE. Adding VCE brings them in line with the other US carriers.
As other have stated, the flight times are typical for TATL arrivals in Europe.
Originally Posted by
lhrsfo
Surprising that it's a 764 to VCE - I would have thought that a 752, if it has the legs, would be more suited to the route. Also, horrible flight times.
EWR-VCE is 3623nm great-circle. But, of course, aircraft seldom fly perfect GC because of WX/ATC issues. (And while it is legal, In a twin-engine, I'd personally much prefer to fly a more northern route (near land) than the southern crossing which is GC for EWR-VCE.)
Max range of a loaded 757-200WL is 4200nm under ideal conditions. That's less than 600nm of range left. One needs range to reach a diversion airport and to circle for an hour. VRN & LJU are less than 100nm from VCE (not counting needed range to intersect approach), of course both might be too close in case of a WX diversion. So it might be possible with a strong tailwind, but I'd think the number of technical diversions would be quite high with a 752. I don't think that UA wants to support YQX and SNN any more than it must. Hence, a 764.