Or get moved to the GUM hub and possible to operate add-on flights within Asia from NRT. That's an area where the capacity - both passenger and cargo - would be useful. Remember that CO considered picking up some 77As for GUM operations a couple years ago but the cost was too high. Now that they have the birds, why not use them that way?

-1

Is it inconceivable that UaCo would retain this domestic wide body fleet in its current role?

After all, isn't there an argument for having larger a/c for certain routes with high demand? And, by the same token, can it not be argued that by keeping only smaller planes on these routes, an airline is potentially depriving itself of a valuable revenue opportunity?

I would expect no other comment from the Flyertalk JetBlue moderator... ;)


SunLover

"Re-introduce"? Regional upgrades (called CR-1s in FT) never went away, though UA tried to kill them last year and backed down.

Frankly, as a 1K, given that I sit in economy in two- and three- cabin planes essentially zero percent of the time (thanks to UDU), I'd rather see more FC seats than keep E+, assuming that is the choice and assuming the UA's UDU prevails over CO's EUA. Even if EUA prevails, if the UFC prices under a EUA model are reasonable, I might still prefer more FC over keeping E+.

Still I think E+ stays because too many sub-1Ks in DEN, BOS, and EWR would walk to airlines with comparable products. It is easy enough to remove a row of F from CO's metal and add 3-4 inches of leg room to the first 10 or so rows of economy, and likely cheaper than doing the reverse on UA's metal.

Which carriers have better business class class than UA F? There are carriers, like LH, with worse F (both the old and new configs) than UA's new F.

If E+ goes away, it'll be quite a big deal. With CO trying to sell FC seats even with elites on the waitlist (if I understand what they're trying to do...I don't follow it too closely as it doesn't too much effect me yet), E+ is going to be more and more important. I expect that the decision to do away with E+ would put into question a lot of UA elite loyalty. I know it will mine....I keep trying to convince myself: "DFW is not all that bAAd. I'm sure that I can pretty much avoid BA." etc

I think if it is truly profitable, they'll keep it....if only marginal, it'll be gone.

The only chance int first has is keeping it on certain aircraft types that will fly to places where it might actually sell...like LHR or SYD? I expect it would be around for a few years anyways.

Especially one who AYCJ'd them a whole month.

I think that these are in real danger of being reconverted...as well as the wide body complimentary UDU upgrades to Hawaii :eek::(:eek:

And UA E+ (PS or otherwise) is a stronger product that CO Y.

I don't think anyone is rooting for it to go away. It's just a very strong hunch based on what the guy in charge has said in public settings. Jeff doesn't see any economic benefit to the airline for E+ that justifies the cost of implementing E+. He did make it clear that statement is based on CO number crunching and not knowing UAs actual numbers.

I think the fleet will include the 744s for the next 5 years at least. There are 25 of them active in the fleet, and its not the kind of capacity that can be replaced overnight. I expect that TLV will begin to see some 744 capacity as the cross-fleeting begins.


E+ had better stay, with a combined network, the # of elites vastly outstrips the # of F seats available, compounded with CO's undercutting elites by selling cheapo upgrades, will mean that elites will be PISSED OFF. 1Ks flying on very hard to upgrade routes such as IAD-SFO, or BOS-SFO will be satisfied hanging out in E+ when they are #20 on the UG list, but if they're sitting in CO's chiropractor's dream seats with 31" pitch, they may find reason to switch to B6, VX or AA.

Right, and the combined leaderahip team won't have a full picture of UA's -- and CO's -- numbers until the merger actually closes. Sure, the airlines have been sharing lots of info. as to past performance in recent months, but access to most current and future financial projections and revenue moves doesn't come until the airlines are legally under common ownership.

Cross AA of that list. They've gone to the CO layout w/ 31" pitch on their new 738's.

Sure, but in a much reduced domestic airline universe with only three network carriers (plus the airborne wreckage that is US), the key question is: so what? Where are they going to go? To DL, where the miles are worthless and ST redemption nearly impossible? to AA, with its shrunken network, crap OW alliance, minimal presence west of DFW, and fleet of tired old MDs? To VX or B6, with thin frequencies and no interlining during irrops? To F9, with no F at all?

Even in a more robust competitive environment AA/MRTC and TW/Comfort Class both failed to make their case to the bean-counters. I think CO/UA will calculate that as they're the overall best in a three-player game, E+ is no longer a competitive necessity, and live with the fact that elites are PISSED OFF, as long as they stick around... which they mostly will.

LHR Guy's Right: E+ is here to Stay, but at a cost.
 

Think heathrow guy is right on this one, I don't see the new UA ripping out E+, but I do think when it comes to the CO fleet, it will be at the cost of a row of F.