Aug 17, 2013, 10:44 am
Last edit by: Bitterroot
Updates to Wiki as of 20 January 2014
Planned changes in aircraft by date and route:
SFO -- SYD: first 772 departs SFO 27 March; turns to 840 at SYD on 29 March
LAX -- SYD: first 772 departs LAX 29 March; turn off 840-29th.
NRT -- ORD: First 744 departs NRT 27 March (aircraft turn at ORD to PVG and FRA in succession the day following arrival from NRT)
ORD -- NRT: First 744 departs ORD 31 March
ORD -- PVG: First 744 departs ORD 28 March
PVG -- ORD: First 744 departs PVG 29 March
ORD -- FRA: First 744 departs ORD 29 March
FRA -- ORD: First 744 departs FRA 30 March
NRT -- SFO: 852 to operate with 772 27 March through 31 March inclusive (772 coming out of rotation)
Or, you can just go look at the good work here (note that info posted above differs from AIRLINEROUTE info dated 4 January 2014 and before):
http://airlineroute.net/2013/08/17/ua-s14update1/
Or, straight to the source if you want to do your own research:
http://www.oag.com/Global
Planned changes in aircraft by date and route:
SFO -- SYD: first 772 departs SFO 27 March; turns to 840 at SYD on 29 March
LAX -- SYD: first 772 departs LAX 29 March; turn off 840-29th.
NRT -- ORD: First 744 departs NRT 27 March (aircraft turn at ORD to PVG and FRA in succession the day following arrival from NRT)
ORD -- NRT: First 744 departs ORD 31 March
ORD -- PVG: First 744 departs ORD 28 March
PVG -- ORD: First 744 departs PVG 29 March
ORD -- FRA: First 744 departs ORD 29 March
FRA -- ORD: First 744 departs FRA 30 March
NRT -- SFO: 852 to operate with 772 27 March through 31 March inclusive (772 coming out of rotation)
Or, you can just go look at the good work here (note that info posted above differs from AIRLINEROUTE info dated 4 January 2014 and before):
http://airlineroute.net/2013/08/17/ua-s14update1/
Or, straight to the source if you want to do your own research:
http://www.oag.com/Global
[Confirmed] SYD going UA 3 Cabin 777 in 2014 [and other 747 route changes]
Aug 14, 2013, 4:48 am
#106
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747 Upper Deck has 2-2, with great storage options for the window seat. The best of UA J seats for the long haul flights.
Aug 14, 2013, 5:51 am
#107
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I don't get all the hate for the CO BF seat. I have slept like a log in those on long-haul CO 777s many times. Once I flew UA 744 in F (before it was GF, ca 2002, I think it was called First Suite) to SYD and back and I know I slept better in the CO seat.
Haven't experienced the new GF seat but the CO BF seat is fiiiine. I'm not a tall man so maybe that's in my favor.
Haven't experienced the new GF seat but the CO BF seat is fiiiine. I'm not a tall man so maybe that's in my favor.
That's my guess too...cargo suffers, but goes with the strategic mindset they've established of downgauging wherever possible, esp. in the face of multiple competitors. I'm sure LAX would come first.
Aug 14, 2013, 6:28 am
#108
Join Date: Jul 2011
Location: Our Nation's Capital
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I'm going to start posting random rumors to see if I can generate pages of discussion.
Aug 14, 2013, 6:32 am
#109
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I wouldn't necessarily mind SFO/LAX-SYD downgauged to 777 if that means eventually we'll get a separate SFO/LAX-MEL (and god willing, SFO-BNE) on 787
Aug 14, 2013, 7:02 am
#111
Join Date: Aug 2009
Location: EWR, BDL
Posts: 4,471
If we FAs are still a separate operation by the time this happens (which I'm sure we will still be), more then likely this will be an HTA based trip and deadhead pairing (deadhead IAH - LAX - IAH, work LAX - SYD - LAX). But we shall see.
Aug 14, 2013, 7:09 am
#112
Join Date: Jun 2003
Location: Philadelphia, PA USA
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Posts: 982
Most of the rest is just window dressing - I'd rather save the money.
Aug 14, 2013, 7:19 am
#113
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I think this opens it up again for SQ to make a push for the OZ to US market again.
Aug 14, 2013, 7:27 am
#114
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Posts: 57,613
No one has asked the obvious question - is Tom Stuker going to be satisfied with BF on his many trips to SYD? 
Aug 14, 2013, 7:33 am
#115
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We're talking ONE airline here. The merger is not going to go away. It's been here for some time. Please st
p all of this divisiveness.
Last edited by Xyzzy; Aug 14, 2013 at 8:10 am
Aug 14, 2013, 8:40 am
#116
Join Date: May 2006
Location: New York, London, Sydney
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This is ludicrous. UA tried to move SYD to 777s once already, and was forced to back down by passenger outrage. Believe me, I am far from a vocal pax, but if they try this on the SYD routes, I will be clearly expressing myself...first with words, then with dollars.
Don't tell that to some people around here as they think the Paid J traffic is not there. That was the benefit to UA. Pay for J and upgrade to F. With that gone, who would ever think of paying for J on UA and sit in it vs QF is beyond me.
I think this opens it up again for SQ to make a push for the OZ to US market again.
I think this opens it up again for SQ to make a push for the OZ to US market again.
Last edited by iluv2fly; Aug 14, 2013 at 9:29 am Reason: merge
Aug 14, 2013, 8:44 am
#117
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That's it right there. The simple reason I make GS each year is multiple JFK-SYD in D/C fares ranging from $10-$15k a pop, so that I can upgrade to F. If UA does not have an F product to offer, there is not a snowball's chance in hell I pay a cent more than a Z fare ($6,000), and, if I can't upgrade, why would I take UA's Z fare over QF's I fare and have a better inflight experience on a single plane all the way from New York?
Aug 14, 2013, 8:52 am
#118
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(and that also assumes you can even get R space at booking - no way you pay that much just to waitlist)
Aug 14, 2013, 8:55 am
#119
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A cursory analysis suggests they're giving up little freight:
LAX-SYD is ~7100nm ESAD
B744 with PW engines can go that distance at 245t ZFW minus the 197t OEW is 48t payload minus 348 pax @ 210 lb/ea leaves 11.5t for cargo.
B77E with typical engines can go that distance at 195t ZFW minus 152t OEW is 43t payload minus 267 pax @ 210 lb/ea leaves 15t for cargo.
LAX-SYD is ~7100nm ESAD
B744 with PW engines can go that distance at 245t ZFW minus the 197t OEW is 48t payload minus 348 pax @ 210 lb/ea leaves 11.5t for cargo.
B77E with typical engines can go that distance at 195t ZFW minus 152t OEW is 43t payload minus 267 pax @ 210 lb/ea leaves 15t for cargo.
The 747 also takes weight penalties at this stage length.
Aug 14, 2013, 8:56 am
#120
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And, as pointed out below, it's nowhere near $1,000 for an upgradeable coach fare.