Aug 13, 2013, 10:29 am
Last edit by: aacharya
The Fleet Status site is:
https://sites.google.com/site/unitedfleetsite/
At the site, you can find information about the interior features, livery, etc., for every plane in United's fleet.
To determine which plane your flight will be on go to mobile.united.com and then click on flight status. Put in the flight number for your flight and just have it use today's date (occasionally it'll say flight not operated on this date in which case just choose one of the other 3 dates it lists). In the address bar you'll see something like this:
mobile.united.com/FlightStatus/FlightDetails?carrierCode=UA&flightNumber=1205&fli ghtDate=9%2F22%2F2013&origin=EWR&destination=SFO
Just change the flight date to match the day of your scheduled flight and then change the origin / destination if necessary. Once you do that look in the details tab under aircraft # and if they have assigned a plane it'll say something like #3506 and the type of plane. Once you know that go to the United Fleet website listed above and cross-reference the four digit number against the "aircraft" column under the appropriate aircraft type.
Keep in mind that things change as they get closer and sometimes either they won't have assigned an aircraft yet or it'll be assigned #0 if it's a few days away and they are anticipating aircraft movement (e.g. putting a new/converted p.s. plane entering into service).
https://sites.google.com/site/unitedfleetsite/
At the site, you can find information about the interior features, livery, etc., for every plane in United's fleet.
To determine which plane your flight will be on go to mobile.united.com and then click on flight status. Put in the flight number for your flight and just have it use today's date (occasionally it'll say flight not operated on this date in which case just choose one of the other 3 dates it lists). In the address bar you'll see something like this:
mobile.united.com/FlightStatus/FlightDetails?carrierCode=UA&flightNumber=1205&fli ghtDate=9%2F22%2F2013&origin=EWR&destination=SFO
Just change the flight date to match the day of your scheduled flight and then change the origin / destination if necessary. Once you do that look in the details tab under aircraft # and if they have assigned a plane it'll say something like #3506 and the type of plane. Once you know that go to the United Fleet website listed above and cross-reference the four digit number against the "aircraft" column under the appropriate aircraft type.
Keep in mind that things change as they get closer and sometimes either they won't have assigned an aircraft yet or it'll be assigned #0 if it's a few days away and they are anticipating aircraft movement (e.g. putting a new/converted p.s. plane entering into service).
United Airlines Fleet Updates
Feb 9, 2012, 6:03 pm
#76
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Feb 9, 2012, 6:22 pm
#77
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Feb 9, 2012, 6:55 pm
#78
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Great website. I found one error on your website. 738 aircraft #249 you incorrectly wrote the configuration to be 15/141. It's 14/141.
Feb 9, 2012, 6:56 pm
#79
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Any updates on the PS re-config?
Feb 9, 2012, 7:10 pm
#81
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Feb 9, 2012, 7:37 pm
#83
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Thanks again!
Also, I have heard 4th quarter for the ps birds
Feb 9, 2012, 7:44 pm
#85
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Feb 9, 2012, 8:15 pm
#86
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Max takeoff weight for a 767-200ER is 395,000 lb. Max takeoff for a 757-200 is 255,000 lb.
http://en.wikipedia.org/wiki/Boeing_767#767-200
http://en.wikipedia.org/wiki/Boeing_757
So the 140,000 lb difference noted is pretty much spot on on the high end. Also this weight matters much more for real world flight plans in terms of field length, max range, payload, fuel burn per mile, etc.
http://en.wikipedia.org/wiki/Boeing_767#767-200
http://en.wikipedia.org/wiki/Boeing_757
So the 140,000 lb difference noted is pretty much spot on on the high end. Also this weight matters much more for real world flight plans in terms of field length, max range, payload, fuel burn per mile, etc.
Feb 9, 2012, 8:41 pm
#87
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Max takeoff weight for a 767-200ER is 395,000 lb. Max takeoff for a 757-200 is 255,000 lb.
So the 140,000 lb difference noted is pretty much spot on on the high end. Also this weight matters much more for real world flight plans in terms of field length, max range, payload, fuel burn per mile, etc.
So the 140,000 lb difference noted is pretty much spot on on the high end. Also this weight matters much more for real world flight plans in terms of field length, max range, payload, fuel burn per mile, etc.
Here's another way of looking at it:
CASM of a 757 with a 64t OEW/127.5t MTOW when operating with a 20t payload and 20t fuel? We'll call it X
CASM of a 757 with a 64t OEW/115t MTOW when operating with a 20t payload and 20t fuel? Also X
CASM of a 767 with a 91t OEW/197.5t MTOW when operating with a 20t payload and 20t fuel? Something greater than X
The OEW is more relevant to CASM than MTOW.
Feb 10, 2012, 2:41 am
#88
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The MTOW relates primarily to the increased payload/range capability of airframe, not the CASM. The post I was replying to was referring to the source of the CASM penalty which is primarily the OEW difference and the increased cross section. In exchange for those penalties, the airline gets a increase in payload/range capability.
Here's another way of looking at it:
CASM of a 757 with a 64t OEW/127.5t MTOW when operating with a 20t payload and 20t fuel? We'll call it X
CASM of a 757 with a 64t OEW/115t MTOW when operating with a 20t payload and 20t fuel? Also X
CASM of a 767 with a 91t OEW/197.5t MTOW when operating with a 20t payload and 20t fuel? Something greater than X
The OEW is more relevant to CASM than MTOW.
Here's another way of looking at it:
CASM of a 757 with a 64t OEW/127.5t MTOW when operating with a 20t payload and 20t fuel? We'll call it X
CASM of a 757 with a 64t OEW/115t MTOW when operating with a 20t payload and 20t fuel? Also X
CASM of a 767 with a 91t OEW/197.5t MTOW when operating with a 20t payload and 20t fuel? Something greater than X
The OEW is more relevant to CASM than MTOW.
The fuel burned per mile depends largely on the weight of the aircraft at that particular moment plus factors for aerodynamic and engine efficiency. Typically when an airline quotes a CASM figure for a type in the fleet it is the average across all missions flown by the type. In that case MTOW is a larger driver of the fuel burn portion of CASM. Of course this is skewed because, again, the missions are not the same with the average mission for a 767 longer than that of a 757.
Feb 10, 2012, 5:57 am
#89
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That is correct that they don't fly the same mission. The 762 is used for larger European markets especially with a greater distance. The 752 is used on shorter distance (it seems to be already flying it's mac with all those unplanned fuel stops), but the 752 allows smaller European cities to have air service.
Feb 10, 2012, 8:59 am
#90
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Not really a good example because each of the three aircraft with 20t of fuel will not be flying the same mission. Specifically, the first 757 with 20t fuel will fly farther than the 767 with 20t fuel. So to fly the same route the 767 might need to load (and burn) 30t of fuel (a guess).
The fuel burned per mile depends largely on the weight of the aircraft at that particular moment plus factors for aerodynamic and engine efficiency. Typically when an airline quotes a CASM figure for a type in the fleet it is the average across all missions flown by the type. In that case MTOW is a larger driver of the fuel burn portion of CASM. Of course this is skewed because, again, the missions are not the same with the average mission for a 767 longer than that of a 757.
The fuel burned per mile depends largely on the weight of the aircraft at that particular moment plus factors for aerodynamic and engine efficiency. Typically when an airline quotes a CASM figure for a type in the fleet it is the average across all missions flown by the type. In that case MTOW is a larger driver of the fuel burn portion of CASM. Of course this is skewed because, again, the missions are not the same with the average mission for a 767 longer than that of a 757.
CASM of a 757 with a 64t OEW/127.5t MTOW when operating with a 20t payload and 20t fuel? We'll call it X
CASM of a 757 with a 64t OEW/115t MTOW when operating with a 20t payload and 20t fuel? Also X
CASM of a weight reduced 757 with a 63t OEW/115t MTOW when operating with a 20t payload and 20t fuel? Less than X
OEW matters, not MTOW. MTOW is about payload/range capability.
Weight "at that particular moment" is OEW+payload+fuel; MTOW does not appear in this at all.
If Boeing takes 1000 pounds out of the 787 OEW without changing MTOW, have they changed (improved in this case) the CASM? Absolutely.
