19-01v
 

B756 captain

5 – DEN
10 – EWR
5 – IAH
5 – LAX

B737 captain

5 – DCA
10 – ORD

B756 first officer

5 – DCA
5 – DEN
10 – EWR
5 – IAH

A320 first officer

25 – EWR

B737 first officer

5 – ORD

B787 first officer

10 – SFO

Opens friday.....

Looks like the plan is to max out the training center for through the spring. This bid seems small but it is all we can train.

First bid to have EWR B756 CA vacancies in a very long time. I suspect will go very senior, some of those who chased the 400 to IAD will be bidding back.

50 CA bids a month works out to 600 a year. (If my math holds up) I'll take it.

Your multiplication holds up but your addition does not. See me after class.

19-01v
 

There’s a new hire class Sept 11th. Will they likely hire into slots unfilled from this fresh vacancy bid, or get the last of the scraps from the last 28-12 bid?


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There are also two New Hire classes in August (7 and 21 I believe)

So any previous unfilled bids, plus this current vacancy should be funding the new hire slots.

sooo, I read this and chuckled out loud. Then I looked at your avatar, and concluded that 2+2=19.

Where do you see the announcement for this vacancy bid?

Its in that update that Carlson puts out. It was on CCS when i logged in yesterday.

In anticipation of the next bid in September, when they open up EWR 787 (addressed in same update). That should create some EWR 756 movement.:)

I can't find it either, at least in the normal location.

Crew resource update put out on the 1st.

A bulletin and in Flight Ops Update/Crew Resources.

Opens tomorrow.

Dulles 777 is starting TLV service, too. This is great news.

https://finance.yahoo.com/news/unite...143500935.html

No WB captains:(

Beware; check your standing bid. Mine was wiped out...I don't know when.

There was a CCS update last week. I’m guessing that’s what did your in.

Did your *bid* in...........

How does IOE work for people considering bidding the 756? Is it an Atlantic crossing in the 767-400 and one trip on the 757, or do they want you to fly the 767-300 also?

You'll have to fly the 767-400 and one other variant during OE. You'll also need a NAT trip, doesn't have to be on the 767-400.

Snapshot is out.

You do not need a NAT trip, in fact I have a mentee that has not been NAT qualified after over a year and a half. He was able to complete IOE with doing his Class II nav and ETOPS by going from EWR to SJO. I also was able to complete IOE without having to do a NAT trip. The IOE Desk is not prioritizing West Coast 756 FOs for European trips. The caveat is you cannot cross the Atlantic until you get signed off by an LCA.

Cheese and rice EWR 756 Capt went SENIOR!!

I’m waiting with popcorn in hand to see what chaos the EWR 787 opening will yield. Happy to see the growth regardless.

It will be interesting to see if they actually discuss what routes they plan on using them on. Thus far just the vague Europe discussion.

The 787-10 does have less range, but could still be used on EWR-NRT or EWR-TLV prob even EWR-PEK. Not to mention they could even do some 787-9 routes out of EWR and have the 787-10 take over some of the SFO routes. So, does it just do the shorter range Europe stuff or does it also poach some of the more popular 777 routes??

And what new routes do we see? Thus far IAD-TLV, but with 9 787-10s, 1 777-300, and 3 767-300s coming before next summer, we are going to need several more new routes, increased frequencies on existing routes, or parking of airplanes. I know we have the first heavy maintenance cycle coming up on the original 787-8s, but that doesn't account for 13 new airplanes worth of lift.

Even with additional guidance the EWR 787 bidding and associated backfills should be good for us all. (Maybe even some movement for us lowly ORD folks- you know that city where we are headquartered!)

Hopefully more good news coming, but we are certainly blessed as these are definitely "interesting times"!

I’m not sure I’d count the 767-300s as growth AC. I heard they were retiring some older non Polaris 300s with these. But who knows.

The -10 is going to be significantly larger then any 777 (except for the 777-300 or HNL birds) or any 767’s at 318 seats. So think of routes that can sell those extra seats.

Everything I’ve read is the sweet spot for the -10 is realistically in the 8-10 hour range. Which means Europe or South America. Can it do east coast to Asia? Yes but probably with some payload penalties.

The 3 Hawaiian 767’s are rumored to be the first ones in the High J configuration. Doesn’t make sense to just have 3 planes in that configuration so I think a few more will be converted and they will fly whatever route they think they can sell all those premium seats. Isolate them to a certain market. LHR anyone?

Combined with the flight attendants in October, let the great airplane shuffle begin. Again.

the 787-10 a 12 hr aircraft it would stretch to make SFO to NRT, even SFO to Europe. These aircraft will be put in EWR IAD and IAH and eventually ORD once the new terminal is built.

The most interesting thing to watch is where the 764 will go. With the FAs merged in OCT and the 787-10 going to EWR i predict the 764 will slide into ORD and possibly back into IAH.

If you look at 764 flying and high density 777 flying you will see where the 787-10 is going to fly from EWR.

This is a 5000nm range from EWR. A realistic MTOW distance for the 787-10. Attachment 3833

From an Air New Zealand investor update:

5000nm at SFO gets you to LHR/CDG (FRA right at the edge) going to Europe or NRT and very NE part of China.

The SFO chart at 5000nm
Attachment 3834

The 787-9 is advertised as a 7635 NM range by Boeing, we use it on SFO-SIN which is a 7340 NM route by Great Circle.

The 787-10 is advertised as a 6430 NM range by Boeing. To say it would be a stretch to go the 4450 NM great circle from SFO-NRT or even the 4950 from SFO-FRA grossly understates the aircraft's capabilities. Don't know that we will use it on those routes, but anything under 6000NM would be doable for the aircraft.

Looks like we will configure the -10s with 318 seats. So just between a 777-200 (280-290 seats in new configuration) and 777-300 (366 seats in the new configuration)

Knowing the way that aircraft routing seemed to have ADHD when it came to 777 vs 747 previously, I think it will definitely be interesting to watch how they handle 767-4,777-2,777-3, and 787-10 routing as we go forward. Probably won't be fun for us, but definitely interesting.

Chasing flying is going to become even more difficult!!

I asked Paul Carlson if the 767 fleet might be redistributed throughout the system because the 787-10 would have redundant route structure. He said there are no plans to do so. That was about two months ago.

Yes sir! That's going to be fun to watch. ;)

Here is the payload range chart Boeing has published for the 787-10. It is based on zero wind. At MZFW it looks to be about 4200nm. How often would a flight need to take off at max payload is the question.

http://www.boeing.com/resources/boei...787.pdf#page38
Attachment 3837

Actually the new new configuration of the 777-200’s will be 276 total.

50 Polaris
24 Premium Plus
46 Econ+
156 Econ

Chasing the 764?

Let's see... long term planning at United is about 12 hours, so that means "The Plan" could have changed about 120 times since then.

A friend of mine commented that some of the augmented 756 routes out of EWR to Europe could do a lot of those trips un-augmented due to the 787's speed advantage. Didn't cross my mind until then. Then took a look at the Europe trips and their associated block time on the 756. Subtract 15-30 minutes off of the westbound portion and some of those routes could possibly fall into un-augmented territory (AMS, LHR, CDG). Hopefully the 787 routes that are announced don't fall there. If they do then the bid might not cause much chaos as many will avoid 2 man Atlantic flying.

Wow...that thought had never crossed my mind. Carlson didnt seem to highlight that possibility in his update. Company wouldnt do something sneaky like that, now would they?

I've enjoyed flying the 777 LAX-HNL unaugmented. It's not that much shorter of a flight than what you're talking about. I don't see the 787 going junior due to less Bunkie positions.

There's a big difference between five and eight hours if you don't get a break, if the 787 is flown unaugmented- it will definitely push those trips lower on a seniority basis. The two man EWR-LHR goes much more junior than a three man EWR-LHR.