The curtain is pulled back a little more...
 

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Larger fleet opens utilization options

Posted February 10, 2011
The new UA’s large fleet of 707 mainline aircraft is providing more options for matching the right airplane to a particular route on our expanded network. For instance, starting Feb. 17 we’ll be operating the Houston-Lima (IAH-LIM) route with a UA B767-300 instead of a smaller CO B757-200. The B767-300 can capitalize on cargo opportunities on the route, while also better meeting passenger demand with 29 percent more seats. In turn, the B757 gets assigned to missions more suited to its capabilities.
In the coming months, we’ll be redeploying more aircraft throughout the system, and the EWR and IAD hubs in particular will see these changes occurring on some trans-Atlantic routes. Our reservations systems will soon be reflecting the following changes in aircraft equipment, for operations effective on the date shown:

• Effective June 9, IAD will add a second daily round trip frequency to the IAD-CDG market operated with CO B757 equipment.
• Effective June 10, the EWR-ZRH round trip will transition from a CO B767-200 to a UA B767-300.
• Effective September 1, the IAD-AMS roundtrip will transition from a UA B777 to a CO B757.
• Effective September 29, the original IAD-CDG round trip will transition from a UA B777 to a CO B757.
• Effective September 29, the EWR-BRU round trip will transition from a CO B767-400 to a UA B777.

“These changes don’t affect the total amount of flying we perform,” said Planning SVP Greg Hart. “We’re taking a fresh look at our existing network and fleet, and better aligning each aircraft type with the mission it is performing.”

Not being a 756 guy I have wondered how the range on the airplane works. Aren't there times on Europe to EWR the 757 is basically landing on fumes as it is? Now add IAD to the mix. Can someone give me an idea how that is going to work out? Obviously the airplane is capable of doing it or they wouldn't schedule it, but there are lots of times they schedule unrealistic block times on some flights as well.

When asked whether we would ever fly the 757 from IAD, the UAL MEC was told "it can't get there from here," yet I see it fly from ORD to MAN and now CAL jets are about to do it into the Continent.

Are CAL and AMR 757s so very different than UAL's? Are they always -300s?

Can't wait to see how the 777/400 movement pans out. RUMORS abound that ORD 400 shrinks as IAH AND EWR get some routes to Asia, and the aircraft moves off to the coasts. AGAIN, just rumblings I have heard. Any further info on any such aircraft movements would be most welcome, as we are not all interested in moving to IAH or EWR (L.C.!).

I wonder what UA domicile will get the IAH LIM flying?

The 757 is the -200. And yes they are quite different. The rolls engines are more efficient added with the winglets 9hrs in the air is no problem.

I have been doing all the long 75 routes for 4 years and only diverted 3 times for fuel.

They are 200's with winglets. I also heard IAH NRT is going to be a -400

ORD got the trip...it is a 4 day ID.

What do you use for a rest seat? First class flat bed/seat?

Sore subject. F/C if available or a row of 3 coach seats. Nice. Safety is for sale at CAL.

Good question Lee M! This next few months will see all of this addressed, but I do worry about what the UAL CBA Terms & Conditions will give up. The European flying at UA is 100% 767 with a first class bed for the crew rest facility in BOTH directions. CAL is a two class operation from what I can tell, with #3 only used on Westbounds over 8. No disrespect, but I can see "min fuel" and a poorly rested crew on the Westbounds from EUR into IAD. They had a chronic min fuel situation going into EWR according to their safety committee, why so would IAD arrivals be any better.

Watching with interest. R