ATA L1011 From United States of America, joined Feb 2001, 1374 posts, RR: 6
Reply 2, posted (10 years 8 months 2 days 18 hours ago) and read 5526 times:
Actually Greg the A300-605R bridges the gap, I think at thattime they were satisfied wi their current fleet and everyone wa sstarting to move to smaller aircraft. Theytrend of more frequencies on smaller aircraft vs 2 or 3 large aircraft a day they would offer 6 or 7 smaller aircraft..
Behramjee From Canada, joined Aug 2003, 4716 posts, RR: 44
Reply 4, posted (10 years 8 months 2 days 15 hours ago) and read 5277 times:
AA ordered new B 763s and 772s to replace TWAs order for A 330s.
AA unlike DL and CO at that time didnt have too many DC 10s and Tristars flying the domestic and regional routes. Their AB6s and 767s were there and not too old to service all their routes when the DC 10 was to be retired.
However DL and CO didnt have an aircraft of the size and range that their Tristars and DC 10-30s had therefore the need to order B 764s.
For Delta it was gr8 as they already had B 762s-763s and 752s so no prob.
CO however for its future plans is basing its domestic (high density) and long haul intl routes with medium demand around their newly ordered B 767-200ERs and B 767-400s. Both airlines B 764s are used for Hawaii, Europe and Caribbean routes as well as trans-continental.
UAL didnt need to order B 764s...there was no need.
HlywdCatft From United States of America, joined Jan 2001, 5321 posts, RR: 7
Reply 7, posted (10 years 8 months 2 days 13 hours ago) and read 5059 times:
I wish ATA or another couple airlines would order the 764. I think it is a nice looking plane, but also nice to fly on. I flew on Delta's 764s between ATL and MCO. The cabin difference between the 762s I flew ATL-DTW that same day as the 764 were like night and day other than the fact they both have 2-3-2 seating
Sllevin From United States of America, joined Jan 2002, 3376 posts, RR: 6
Reply 13, posted (10 years 8 months 2 days 10 hours ago) and read 4663 times:
Aside from the low cost in developing the 764, I think Boeing had hoped to indeed score the inroads you've mentioned. But the fact is, amongst *all* the US airlines, capacity has broadly gone DOWN, not up. Widebodies operated domestically these days are notable events rather than the norm!
United and American largely over time replaced their domestic DC-10 fleets with 757s. Northwest has done the same thing, retiring their DC-10-40's with 757-300's and -200's. CO and DL used them to somewhat replace their DC-10's and L1011's, but far from plane-for-plane.
MD-11's and the like have largely been replaced with 777, but again, only for international purposes.
The niche for the 767-400 (high density, shorter routes, where cargo was less of a factor and its lighter weight and smaller footprint an advantage over the A330) simply dried up. While Boeing has pitched the aircraft for international operations, it's a reality that the 767-400 is an underdog with the A330 in that battle.