https://www.flyertalk.com/forum/undefined738:
https://www.flyertalk.com/forum/undefinedN13227 sked to enter VCV 2745/22Jan for EvoBlu livery

https://www.flyertalk.com/forum/undefined772:
https://www.flyertalk.com/forum/undefinedN771UA sked to enter VCV 2741/22Jan for EvoBlu livery
https://www.flyertalk.com/forum/undefinedN788UA sked to exit XMN 2745/23Jan, maint only visit

Would seem to suggest they do not think they will be taking delivery of many MAX aircraft this year?

In fact, it looks like the MAXs weren't even counted in the Fleet Totals.
With 14 MAXs today's total 737s would be 343, not 329. And a YE total of 338 would have a reduction of current aircraft if the 14 in GYR are counted and no additional delivered.

319:
N822UA entered SFO 1873/18Jan, 12F mod?
N825UA entered LCQ 2746/22Jan, 12F mod?

772:
N791UA entered XMN maint 2746/23Jan

78X:
N12012 in PDX for EvoBlu livery - undelivered

Sorry, I could've made this a little more clear.

Exactly. 20F was the fleet code for the former-20S birds converted to have 16F Seats. 20G was the fleet code for the former-20C tails. Neither appear to have any movement.

I realize this is unpopular for FT but IMO this was a move for the better... 16F is bordering on too many pax for a single FA to handle in a timely manner (particularly on on a short flight) in addition to all of their other purser duties

I am sympathetic to FA workload, I really am, but how does Delta make it work with their 16F 320s? United has already dumbed-down the domestic F service to be pre-plated, single-tray in virtually all cases.

If I had to guess, I would wager United hasn't totally abandoned the concept, but since it most likely requires a reconfiguration to "SpaceFlex" standard in the aft galley area, it would be much more time-consuming mod than the 319s. With the MAX grounding, I wouldn't be surprised if UA put the project on ice until that issue is settled.

On a short flight, all they have to do is hot towels, drinks and snack basket. I'd have to disagree and say that's a manageable load for 1 FA. For me domestic F doesnt move the needle and I'm more interested in them getting Polaris conversions completed, especially the 789s used on the ULH routes.

Not to pile on, but 738 seems to do just fine with 16 FC seats.

But as always, we appreciate your insights, fezzington. As well as your opinions.

752:
N14102 sked to exit MIA 2015/24Jan in 16F/160Y configuration.

I don't really understand why the 320 reconfiguration (to gain a row of F) was trying to squeeze in to retain the 2 lost seats (+4F, -6Y) and adding a closet.

The 319 style added row of F takes only 3 total inches - this can be done by just repitching non-bulkhead rows 2 and 3 from 39 to 38 (2 inch gain) and going to 34 from 35 in any E+ row or an inch from the E+ bulkhead. Pull a 35 inch row of Y, add a 38 inch row of F.

UA has been moving quickly with the easy 319 mod, similar to the E+ conversion of pmCO units done mostly at INT.

UA must have thought there was more room to gain to retain the 2 seats and add a closet by changing F pitch to 36 or 37, E+ to 34 (or even 33) and adding 2 seats by the exit with considerably reduced exit row pitch. IMHO that isn't worth the effort and the question becomes whether extra F seats is better for Upgrades/sales and commonality. How much does reduced pitch in E+ affect travelers?

12F is common with 319 - with 16F is common with the 738 understanding the swap would mostly be between Airbus units.

As for 16F for service in First, how does the 738 at 16F do service differently than the Airbus fleet? Maybe the stage lengths in general are longer in the 738.

Posting this here as we know UA was keenly interested in Boeing's NMA. I guess they'll need to look elsewhere for the 767 replacements.

https://www.seattletimes.com/busines...to-restore-it/

With the retrofits, they've got another 5-10 years in them. Boeings NMA can realistically still be in service by then.

319:
N822UA sked to exit SFO 2426/25Jan with 12F mod completed
N848UA exited AMA 2733/23Jan in Evo Blu livery

Given that the 757 replacements have gone to Airbus, would there be enough demand for just a 767 replacement? Given that Boeing is going to owe UA hundreds of millions if not $1-2b in compo for the Max, might it not be better for both sides to just offer a $2-4b discount (maybe more) on an order for 788s and/or 789s? That’ll save Boeing billions in developing a new aircraft and get UA a good deal over the life of the planes they buy. Airbus doesn’t have a suitable mid-market 767 replacement either.

who knows at this point, 788s sure seem like they would be a good replacement but they are pricey. In UAs case, the 767s are used on some very premium heavy routes which is why they went high J. You would think they could justify 788s and put them also in high premium configurations and add some capacity.

738:
N77530 exited AMA paint 2737/23Jan in EvoBlu paint.
738 at 10% EvoBlu