UAL Reports 1Q-2015 Earnings of $508m Net, 77W Orders, Other Fleet News
Apr 23, 2015, 7:29 am
#16
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Apr 23, 2015, 7:37 am
#17
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Apr 23, 2015, 7:40 am
#18
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As noted, 10 'A-market' 777-200s remain in the IPTE configuration, so those are the obvious targets, as the rest of the 772ER longhaul fleet becomes more or less interchangeable from a capability standpoint.
An interesting thought, which was discussed when the 77W rumor surfaced, was the possibility of the 10 shipsets of 77A IPTE F seats being repurposed into the 77W. I doubt the considerable investment in those seats have been entirely recouped. Wonder if that's realistic...
An interesting thought, which was discussed when the 77W rumor surfaced, was the possibility of the 10 shipsets of 77A IPTE F seats being repurposed into the 77W. I doubt the considerable investment in those seats have been entirely recouped. Wonder if that's realistic...
So, I wonder if it makes more sense to recycle the IPTE seats into the 77W's, or auction them off for Boatloads of Miles... wouldn't mind one of those babies in my den.
Apr 23, 2015, 7:59 am
#19
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Great news all around. The confusing news is the 777 going to domestic. Last we heard, the Hawaiian 777's were going to get BF seats and be used on shorter international European routes, but now 10 more are going to the Domestic Fleet?
So are the other 10 777's getting refurbed or not? Will UA really have 20 777's in a domestic configuration? If so, wow. We can now stop the hourly ORD-SFO, ORD-EWR, ORD-IAH, EWR-SFO, EWR-IAH, etc... More narrowbody's to serve the ORD-DSM of the world.
This seems like great news.
So are the other 10 777's getting refurbed or not? Will UA really have 20 777's in a domestic configuration? If so, wow. We can now stop the hourly ORD-SFO, ORD-EWR, ORD-IAH, EWR-SFO, EWR-IAH, etc... More narrowbody's to serve the ORD-DSM of the world.
This seems like great news.
Apr 23, 2015, 7:59 am
#20
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A dumb ancillary-related Q from a newbie (i.e. me): what variant of the 772 does UA fly? On their website it just says 772, no mention of ER or anything (just looking at my LAX-SYD flight later this year)
Apr 23, 2015, 8:03 am
#21
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Complete the removal of more than 130 50-seat aircraft from its schedule by the end of 2015. UAL will remove additional 50-seat aircraft in 2016 and beyond as aircraft come off lease.
Is this the CRJ200 or ERJ145? Both have 50 seats. Either way, it's welcome news.
Is this the CRJ200 or ERJ145? Both have 50 seats. Either way, it's welcome news.
Apr 23, 2015, 8:11 am
#23
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Honestly, hub-to-hub twice a day probably won't cut it. I actually like having lots of flight options to choose from... it depends on your priority.
If your priority is to side on a wide body bird, the frequency thing is definitely a problem. If your priority is to get the heck in to a meeting and get the heck out, then frequency is your friend.
For me, I'm a domestic flyer and try to maximize my time at home, so I'll take frequency over wide body comfort. But if you look at domestic legs as a means to an end (i.e. say, to make a connection to a TPAC or TATL) -- well, that's a whole different view of the world.
Different strokes for different folks. Hell, I don't even mind the E145's - so long as I get an 'A' seat.
Apr 23, 2015, 8:13 am
#24
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Apr 23, 2015, 8:22 am
#25
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... and thus, we enter the "frequency vs. lift" debate.
Honestly, hub-to-hub twice a day probably won't cut it. I actually like having lots of flight options to choose from... it depends on your priority.
If your priority is to side on a wide body bird, the frequency thing is definitely a problem. If your priority is to get the heck in to a meeting and get the heck out, then frequency is your friend.
For me, I'm a domestic flyer and try to maximize my time at home, so I'll take frequency over wide body comfort. But if you look at domestic legs as a means to an end (i.e. say, to make a connection to a TPAC or TATL) -- well, that's a whole different view of the world.
Different strokes for different folks. Hell, I don't even mind the E145's - so long as I get an 'A' seat.
Honestly, hub-to-hub twice a day probably won't cut it. I actually like having lots of flight options to choose from... it depends on your priority.
If your priority is to side on a wide body bird, the frequency thing is definitely a problem. If your priority is to get the heck in to a meeting and get the heck out, then frequency is your friend.
For me, I'm a domestic flyer and try to maximize my time at home, so I'll take frequency over wide body comfort. But if you look at domestic legs as a means to an end (i.e. say, to make a connection to a TPAC or TATL) -- well, that's a whole different view of the world.
Different strokes for different folks. Hell, I don't even mind the E145's - so long as I get an 'A' seat.
You can easily squeeze a flight between 2 flights and free up some planes. 14 flights a day, can be done with 10 flights a day and not really affect frequency too much.
Flights like ORD-BOS are suffering with Express, due to no mainline aircraft as they are all flying hourly service to IAH, SFO, EWR, LAX. A ton of aircraft can be better positioned to fly different missions, than sending a 319 on EWR-SFO, just to say they have "frequency".
But again, different thread. I'd rather be home, but if I'm home 30 minutes later and flew on a more spacious 777 over a 737-900, I'll take that any day.
Apr 23, 2015, 8:27 am
#26
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Apr 23, 2015, 8:31 am
#27
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One of the reasons why United might have gone for the 77W now is Boeing's latest PIP for the aircraft, scheduled to debut Q3 next year. While not stated on when the plane is supposed to be delivered next year, I can't imagine United ordered this aircraft without the PIP in mind. Had these enhancements been available years ago, I doubt United would have gone with the A35J. Early guess for one future route is ORD-HKG.
One of the reasons why United might have gone for the 77W now is Boeing's latest PIP for the aircraft, scheduled to debut Q3 next year. While not stated on when the plane is supposed to be delivered next year, I can't imagine United ordered this aircraft without the PIP in mind. Had these enhancements been available years ago, I doubt United would have gone with the A35J. Early guess for one future route is ORD-HKG.
Apr 23, 2015, 8:35 am
#28
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Finally. A 77W order. In 2015. Only about 10 years behind the others... Here's hoping that they are delivered as B777-322ER's.
And, finally the COdbaUA management is learning/listening from the legacy UA schedulers... we need more lift for the hub-to-hub flights.
SFO-ORD for one needs additional capacity (not just frequency). I'm sure IAH-SFO could as well...
And, finally the COdbaUA management is learning/listening from the legacy UA schedulers... we need more lift for the hub-to-hub flights.
SFO-ORD for one needs additional capacity (not just frequency). I'm sure IAH-SFO could as well...
Last edited by warreng24; Apr 23, 2015 at 8:40 am
Apr 23, 2015, 8:40 am
#29
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Ouch... 4-6% PRASM decline forecast in 2Q, reduced capacity guidance to 1-2% ASM growth in 2015 on capacity increase of 2-3%. 3% PRASM reduction in domestic, 7% PRASM deficit international. 1% reduction in corporate revenue driven by 20% reduction in oil-related traffic. 2Q forecast to have the worst PRASM performance of the year, however.
Japan capacity will be reduced in 4Q by 7% yoy.
Japan capacity will be reduced in 4Q by 7% yoy.
Last edited by EWR764; Apr 23, 2015 at 8:45 am
Apr 23, 2015, 8:40 am
#30
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http://aviationweek.com/advanced-mac...7-upgrade-plan
One of the reasons why United might have gone for the 77W now is Boeing's latest PIP for the aircraft, scheduled to debut Q3 next year. While not stated on when the plane is supposed to be delivered next year, I can't imagine United ordered this aircraft without the PIP in mind. Had these enhancements been available years ago, I doubt United would have gone with the A35J. Early guess for one future route is ORD-HKG.
One of the reasons why United might have gone for the 77W now is Boeing's latest PIP for the aircraft, scheduled to debut Q3 next year. While not stated on when the plane is supposed to be delivered next year, I can't imagine United ordered this aircraft without the PIP in mind. Had these enhancements been available years ago, I doubt United would have gone with the A35J. Early guess for one future route is ORD-HKG.