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United Airlines Fleet Updates [2020 Edition]

United Airlines Fleet Updates [2020 Edition]

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Old Mar 14, 20, 12:11 pm   -   Wikipost
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Last edit by: Bunky
Wiki Link
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.

United Airlines Equipment (Aircraft) Codes (via JOSECONLSCREW28)- code refers to type and configuration but not IFE:

pmCO
73S - B737-700 Guam Configuration (12/30/84 Slimline)
73G - B737-700 Slimline (12/36/78 config)
73Y - B737-800 Slimline Config (16/54/96 config)
73U - B737-800 Guam Slimline Configuration (16/42/108 config)
73Q - B737-800 Slimline (16/54/96) with SFP (a/c 3519 and above 16/48/102) 3528 and up Sky Interior, 3532 and up Sky bins
73C - B737-900 Slimline (20/42/117 config)
37X - 737-MAX9 Slimline 20/48/111): Slimline Config (3413-3442 & 3479: 20/42/117), (3443-3478: 20/39/120) (3479 Sky Interior and Space bins)
75B - B757-200 Int'l Config (16/45/108)
75S - B757-200 Int'l Config (16/42/118)
75E - B757-300 Slimline (24/57/156 config)
76S - B767-400ER (39/70/131 with Y crew mod)
78V - B787-8 (36/70/113 config)
78H - B787-8 (28J/21PP/38E+/158Y)

78Z - B787-9 (48/88/116 config)
78P - B787-9 (48J/21PP/39E+/149Y config)

77Y - B777-200ER ("Version 2"/ 50/72/145 config)
77E - B777-200ER Polaris/PP (50/24/46/156)

pmUA
19S - A319 version 1 (8/42/78 config)
19C - A319 version 2 (ex-CZ frames) (8/42/78 config), different lavs
19F - A319 version 1 (12/36/78 config)
19G - A319 version 2 (12/36/78 config) (ex-CZ frames) (12/36/78 config)
20S - A320 version 1 (12/42/96 config)
20C - A320 version 2 (ex-CZ frames) (12/42/96 config), different lavs
20F - A320 version ? (16/36/96 config) - Version abandoned
37K - B737-900ER (20/39/120 a/c 3801-3810 ) (20/42/117 a/c 3811-3894 Sky - a/c 3895-3899 Space Bins)
75K - B757-200 (formerly known as "ps") (28/42/72 config)
76C - B767-300ER 2-cabin non-Polaris (30J/49E+/135Y config)
76A - B767-300ER Polaris 2 class (30J/46E+/138Y config)
76L - B767-300ER Polaris/PP (46J/22PP/43E+/56Y config)
77G/M - B777-200 Domestic (Versions 3 & 4 / 28F/102E+/234Y config)
77O - B777-200ER Domestic Version 32F/124E+/206Y config.
77Q - B777-200ER 3-cabin (20xx & 28xx Tail #s) & (27xx Tail#'s) ("Version 1"/ 8F/40J/113E+/108Y config)

77U/N - B777-200ER Polaris/PP (50J/24PP/46E+/156Y)
77X - B777-300ER Polaris/PP (60J/24PP/62E+/204Y)
78J(78X) - B787-10 Polaris/PP 44J/21PP/45E+/199Y config)

Here's what each of the facilities do historically:
Domestic Contract:
LCQ, Airbus heavy/medium maint, Airbus Inductions and mods, 319/320 reconfiguration, 763 paint
MIA, reconfiguration and maintenance, all except 787/777
DLH, Airbus maintenance
SAT 757 maint/reconfiguration, some 763 maintenance
INT, 737 & 757 maint.
TPA, 737 heavy maint, contract, but UA building own hanger
RFD, 777 ADS-B (completed)
ILN occasional 763 maint.
Domestic In House:
HOU, 737 heavier maintenance, some shorter mod work
SFO, Airbus D checks, heavy 772 maint, 737NG C checks, other maint.
MCO, 737/757 maintenance, some mods.
IAH, light maint, some mods
SEA, 77W, 787 delivery induction
DEN, IAD, 787 new delivery induction
Paint Facilities
VCV, AMA, CWF, FTW paint
International Contract:
HKG, heavy widebody maint and reconf (also heavy GUM 737 maint); 763/772GE Polaris mods
XMN 772PW Polaris mods, 787 mod, 777/787 heavy maint
PVG, 788 modifications/WiFi, GUM 737 maint
PEK, some widebody maint.

Services ended at:
MCN, PEK, SKF, VQQ

Previous Related Threads
United Airlines Fleet Updates [2019 Edition]
United Airlines Fleet Updates [2018 Edition]
United Airlines Fleet Updates [2017 Edition]
United Airlines Fleet Updates [2016 Edition]
United Airlines Fleet Updates [2015 Edition]
United Airlines Fleet Updates [2014 Thread]
United Airlines Fleet Updates {2012-2013}
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Old Jan 22, 20, 7:55 am
  #76  
 
Join Date: Jun 2006
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738:
N13227 sked to enter VCV 2745/22Jan for EvoBlu livery

772:
N771UA sked to enter VCV 2741/22Jan for EvoBlu livery
N788UA sked to exit XMN 2745/23Jan, maint only visit

Last edited by Bunky; Jan 22, 20 at 4:21 pm
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Old Jan 22, 20, 8:49 am
  #77  
 
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Originally Posted by Bunky View Post
737 current 329, growing to 338 by EOY, +9
Would seem to suggest they do not think they will be taking delivery of many MAX aircraft this year?
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Old Jan 22, 20, 9:33 am
  #78  
 
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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.
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Old Jan 22, 20, 10:25 pm
  #79  
 
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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
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Old Jan 23, 20, 7:56 am
  #80  
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Sorry, I could've made this a little more clear.

Originally Posted by findark View Post
I assume so, yes. 20F would be for the 16F configuration of the 320. The pmUA craft like to use that schema (the 737s were always 37 and then a letter).
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
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Old Jan 23, 20, 8:35 am
  #81  
 
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Originally Posted by fezzington View Post
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.
AeRoSpaceman and oopl like this.
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Old Jan 23, 20, 8:38 am
  #82  
 
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Originally Posted by fezzington View Post
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
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.
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Old Jan 23, 20, 9:07 am
  #83  
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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.
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Old Jan 23, 20, 9:15 am
  #84  
 
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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.

Last edited by Bunky; Jan 23, 20 at 9:21 am
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Old Jan 23, 20, 9:22 am
  #85  
 
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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.

Originally Posted by Seattle Times
Calhoun also disclosed he has instructed engineers to go back to the drawing board for Boeing’s next new airplane. That reset could have a significant strategic impact on the competitive balance with rival Airbus, a sign of how deeply the MAX crisis has damaged Boeing. The new jet that Boeing was once expected to launch last year at the Paris Air Show now seems years away.

...


Calhoun announced that the development work Boeing has been doing for several years on a new airplane — internally known as the New Midmarket Airplane (NMA) — is starting over. “We’re not giving up on the future,” he said. “But for me, my attention and that of my executive team, I simply want to be focused” on fixing the MAX and re-emphasizing engineering and safety.
https://www.seattletimes.com/busines...to-restore-it/
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Old Jan 23, 20, 6:17 pm
  #86  
 
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Originally Posted by coolbeans202 View Post
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.
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Old Jan 23, 20, 10:36 pm
  #87  
 
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319:
N822UA sked to exit SFO 2426/25Jan with 12F mod completed
N848UA exited AMA 2733/23Jan in Evo Blu livery
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Old Jan 23, 20, 10:58 pm
  #88  
 
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Originally Posted by mike2003242 View Post
With the retrofits, they've got another 5-10 years in them. Boeings NMA can realistically still be in service by then.
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.
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Old Jan 24, 20, 7:15 am
  #89  
 
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Originally Posted by usbusinesstraveller View Post
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.
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Old Jan 24, 20, 10:20 pm
  #90  
 
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738:
N77530 exited AMA paint 2737/23Jan in EvoBlu paint.
738 at 10% EvoBlu
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