Nov 30, 2018, 5:35 pm
Last edit by: WineCountryUA
UA inaugural flight 7 Jan 2019, LAX-EWR, UA2418
FT'ers On This Flight
BThumme 20A
CaptKornDog 22D
Will be used for international service after shakedown period UA to operate 6 TATL markets with 78J from EWR; increase GUM-Japan flying
United Announces 787-10 Routes
Related thread Everything you want to know about where to sit on the 787-10
FT'ers On This Flight
BThumme 20A
CaptKornDog 22D
Will be used for international service after shakedown period UA to operate 6 TATL markets with 78J from EWR; increase GUM-Japan flying
United Announces 787-10 Routes
Related thread Everything you want to know about where to sit on the 787-10
787-10 has joined the UA fleet, where will it fly and why
Feb 18, 2019, 8:52 am
#271
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We don't know what the aircraft's actual range is at this point. UA determined the 789 was SIN capable only after they'd had extensive experience with the aircraft. As I understand it, they were pleasantly surprised by its capabilities. Right now, they're doing exactly the same thing with the 781 that they did with the 789 - i.e., figuring out it's capabilities.
Risk? There's no risk. UA is not going to assign the aircraft to a route it cannot safely fly. That really shouldn't even need to be stated here.
Risk? There's no risk. UA is not going to assign the aircraft to a route it cannot safely fly. That really shouldn't even need to be stated here.
Risk would be to operations, such as having to offload pax or cargo to make the numbers for flight work.
Feb 18, 2019, 9:33 am
#272
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https://theaircurrent.com/engine-dev...n-for-a350neo/
Feb 18, 2019, 10:21 am
#273
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If the rumors of a RR UltraFan geared large-diameter turbofan engine being ready for the A350 (A350neo) after 2025, IMO it makes no sense for UA to take delivery of the current-gen engine while growing, continuing to accept 787s, and the 77E have plenty of life in them. If anything, we'll see yet another deferral of the 350s, at which point UA can see if RR is able to deliver the engine as promised. Then, it's put-up-or-shut-up time.
https://theaircurrent.com/engine-dev...n-for-a350neo/
https://theaircurrent.com/engine-dev...n-for-a350neo/
Feb 18, 2019, 11:15 am
#274
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With that said, the A350 is a more capable platform at the 275-300 seat level and there's no question UA has a need for such an airplane, occupying the space between the 787-9 at ~250 seats and shorter-legged 787-10 (~315) and 77W (~350).
The limiting factor for the 787-10, as I understand it, is landing gear, as it is just a simple stretch over the -9 with no way to increase gross weights. If it went to a six-wheel bogie like the 777, it could probably scale up MGTOW and make for a better 77E replacement. But, that would be a significant structural rework, reducing commonality with the rest of the 787s. It would also occupy the lower end of potential 777-8 sales (which is already questionable).
Feb 18, 2019, 11:53 am
#275
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That was not my read of the post, and in any event it doesn't matter. UA's not going to assign an aircraft to a route if it doesn't believe the aircraft is suitable from a safety or operations perspective.
Feb 18, 2019, 11:54 am
#276
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True, but a PIP'ed GEnx would still lag considerably the SFC of a geared TF. More likely, IMO, would be a 787neo, and a 787-10 that could do East Coast-Asia reliably with full pax and some cargo could be a 'killer app' for UA.
With that said, the A350 is a more capable platform at the 275-300 seat level and there's no question UA has a need for such an airplane, occupying the space between the 787-9 at ~250 seats and shorter-legged 787-10 (~315) and 77W (~350).
The limiting factor for the 787-10, as I understand it, is landing gear, as it is just a simple stretch over the -9 with no way to increase gross weights. If it went to a six-wheel bogie like the 777, it could probably scale up MGTOW and make for a better 77E replacement. But, that would be a significant structural rework, reducing commonality with the rest of the 787s. It would also occupy the lower end of potential 777-8 sales (which is already questionable).
With that said, the A350 is a more capable platform at the 275-300 seat level and there's no question UA has a need for such an airplane, occupying the space between the 787-9 at ~250 seats and shorter-legged 787-10 (~315) and 77W (~350).
The limiting factor for the 787-10, as I understand it, is landing gear, as it is just a simple stretch over the -9 with no way to increase gross weights. If it went to a six-wheel bogie like the 777, it could probably scale up MGTOW and make for a better 77E replacement. But, that would be a significant structural rework, reducing commonality with the rest of the 787s. It would also occupy the lower end of potential 777-8 sales (which is already questionable).
I think UA has shown the williness/ability to adjust frequency rather than gauge on several trunk routes with its flexible 787/777 fleet of late. It's probably a sign of things to come.
Feb 18, 2019, 11:58 am
#277
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I'd be surprised if they haven't loaded up some flights to a good portion of max TOW for TATL runs to get some good reads on SFC burns in the air as part of their break-ins.
Feb 18, 2019, 12:10 pm
#278
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Yes, as I stated earlier, I'm sure they are testing the aircraft's capabilities in real world situations so they can determine future route assignments.
Feb 18, 2019, 12:13 pm
#279
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I think it's good to see that a variable-pitch turbine has been abandoned for now. While the tech is pretty fascinating in terms of capability and weight savings, it would fall into the "let's do one thing at a time" category, for me.
Apr 19, 2019, 7:26 am
#280
Join Date: Mar 2018
Posts: 47
Except for the EWR-SFO/LAX daily runs, have they settled on any dedicated routes yet? It looks like they're get inducted at IAD, but I don't see them on many TATL routes out of IAD. Do they need to get a certain number in the fleet before they can start a regular rotation?
Apr 19, 2019, 7:33 am
#281
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Except for the EWR-SFO/LAX daily runs, have they settled on any dedicated routes yet? It looks like they're get inducted at IAD, but I don't see them on many TATL routes out of IAD. Do they need to get a certain number in the fleet before they can start a regular rotation?
Apr 19, 2019, 8:42 pm
#282
Join Date: Jan 2019
Posts: 64
Anyone knows what’s going on with UA577 SFO-EWR on May 2? I booked this flight for the 787-10 and got premium plus seat 20B. Now it appears to be swapped to a 777-200, but the seat map looks strange. Never seen a 2-2-2 config like this on a 777 before.
BTW, 20B got mapped to 17B in 3-3-3 E+. Not thrilled.
BTW, 20B got mapped to 17B in 3-3-3 E+. Not thrilled.
Apr 19, 2019, 8:43 pm
#283
Join Date: Aug 2009
Location: EWR, BDL
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Anyone knows what’s going on with UA577 SFO-EWR on May 2? I booked this flight for the 787-10 and got premium plus seat 20B. Now it appears to be swapped to a 777-200, but the seat map looks strange. Never seen a 2-2-2 config like this on a 777 before.
BTW, 20B got mapped to 17B in 3-3-3 E+. Not thrilled. Yeah
BTW, 20B got mapped to 17B in 3-3-3 E+. Not thrilled. Yeah
Apr 22, 2019, 12:03 am
#285
Join Date: Dec 2016
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On UA 32 next Saturday with the SO.
Was a 788, but checked seat map today to see if anything changed (want to keep a pair of our seats together) and noticed they switched to the -10.
Had to scramble and find the the last pair of seats in last row of 11
LAX - NRT UA 32
Was a 788, but checked seat map today to see if anything changed (want to keep a pair of our seats together) and noticed they switched to the -10.
Had to scramble and find the the last pair of seats in last row of 11
LAX - NRT UA 32