ScottysAir From , joined Dec 1969, posts, RR:
Reply 2, posted (11 years 2 months 1 week 6 days 3 hours ago) and read 10549 times:
This is very long way to go with A300 aircraft and will be retires in 2008 or mid 2012. I am not sure eith way that would be leave with their fleet. What are you guys about orders with more new airplanes in near of the future. Thanks!
Ordpark From United States of America, joined Nov 2003, 586 posts, RR: 1
Reply 4, posted (11 years 2 months 1 week 6 days 2 hours ago) and read 10451 times:
Very interesting.....I can understand to A300's and the 767-200's. But the TW 757's are a bit of a surprise....I guess the PW engines are too bad a mix with the RR engines....Any word on what they intend to replace all that capacity with?
Tan flyr From United States of America, joined Aug 2000, 1933 posts, RR: 0
Reply 13, posted (11 years 2 months 1 week 5 days 15 hours ago) and read 9616 times:
In the past AA has not been ashamed to pick up compatible aircraft on the used market..Some Dc-10-10 came from the original National/PAA in a fleet swap and some DC-10-30s were picked up here in there also as I recall.
I would love for AA to be a launch customer for the 7e7. I am bit surprised about the Airbuses because the A-300s only came on from the very late 80's until about 92 as I recall. Perhaps there is some MX issue on the horizon?
For now though, those are cash machines for AA and the cargo capacity is outstanding to the Caribbean Basin destinations.
AA737-823 From United States of America, joined Mar 2000, 6057 posts, RR: 12
Reply 14, posted (11 years 2 months 1 week 5 days 15 hours ago) and read 9509 times:
Also though, we have to remember that the TWA 757-231s (actually, they're 2Q8's) are not owned, but leased. The lease was transferred during the takeover, but the point is that the leases run out at some point. Perhaps this is just a statement that the leases will not be renewed? Or is it that they are being terminated early?
The A300s need to go. They're going to be the oddball in the fleet, after the Fokkers are gone.
What does this say about AA's long-term strategic plan? Shrinkage over the next decade?
Oh, someone said that he bet United would love to pick up some PW powered 757s. In response to that, I'd say United would love to pick up a ten- dollar bill these days. Worry about new 757s when you can fly the ones you already have. I'm still pulling for them.
Greaser From Bahamas, joined Jan 2004, 1101 posts, RR: 3
Reply 15, posted (11 years 2 months 1 week 5 days 15 hours ago) and read 9467 times:
AA737-823, you're right, the a300s will be the oddball soon.
Though, i doubt AA has the cash right now or soon to be the launch cust. for the 7E7. Maybe they can go for the last 7e7 model?
But when the order the 7e7, i see another 777 order, possibly an upgraded 777-200ER or a 777-300ER
STT757 From United States of America, joined Mar 2000, 17030 posts, RR: 50
Reply 16, posted (11 years 2 months 1 week 5 days 14 hours ago) and read 9373 times:
AA's goal is to reduce the size of their fleet and the different configurations, A300s do offer nice revenue from cargo etc. However they are also a burden because they are not compatible with any of AA's other aircraft, read this article from yesterday's New York Times Business section:
"American's CEO lauds Southwest
Big airline's plans are modeled after rival's 'better paradigm'
11:48 PM CST on Thursday, February 5, 2004
By ERIC TORBENSON / The Dallas Morning News
NEW YORK – American Airlines Inc.'s chief executive, Gerard Arpey, praised rival Southwest Airlines Co. on Thursday, saying his company's new thinking emulates what Southwest has done for years.
"One of the reasons Southwest is so successful and has such high customer service ratings is that they promise a product that is very simple and deliver on that promise very consistently," Mr. Arpey said. "It's a better paradigm ... and that's where we need to move."
Mr. Arpey's comments to analysts at a Wall Street conference represent another significant change in the corporate mindset of the world's largest airline.
Southwest has been profitable for three decades by using one plane type and offering a no-frills point-to-point schedule.
American's system has been far more complex. Just a few years ago, American flew 14 types of planes with 35 configurations, Mr. Arpey said, as part of a strategy to put the right planes in the right markets to bring in the most revenue.
But complexity came at a high cost. As business travelers have grown more cost conscious, discount carriers such as Dallas-based Southwest have gained momentum. In response, American has been simplifying its operations since 2002 by cutting the number of types of aircraft it flies, streamlining its schedule and scrutinizing its processes to squeeze savings.
By September, American will have just 5 types of aircraft, Mr. Arpey said. The carrier would move faster to simplify its fleet if the task weren't so expensive, he said.
"The more complex your operation is, the more chances you have in disappointing your customers," Mr. Arpey said at the morning conference, sponsored by Goldman Sachs.
The Fort Worth-based carrier continues to rethink how it sells itself to customers, Mr. Arpey said, but wants to be sure it has services to offer that fliers will pay more for. American has no plans to drop its first class cabin, for example, because its best customers value the extra legroom and other services, he said.
American will use its frequent flier program to increase revenue, but Mr. Arpey said he thinks the program's mileage bonuses and incentives are a bit "too liberal." He said he hopes that a strengthening economy and airline industry will let the airline "tighten them up a bit."
The good news is that American's financial recovery continues to take shape. American hopes its costs per seat mile flown, a standard measure for airlines, will be 17 percent lower in the current quarter than in the first three months of 2003, Mr. Arpey said.
"We must keep pedaling as hard as we can," he said.
Some factors are making American's recovery more of an uphill ride. Health care costs for current and retired American employees run as much as $350 million annually. Competitors and newly created airlines such as JetBlue Airways Corp. have little or no expense for retirees, Mr. Arpey said.
Stubbornly high fuel prices will continue to eat into American's bottom line. The carrier has used financial markets to hedge some of its fuel needs for the current quarter, but it has significantly less fuel pre-purchased at lower prices for the rest of the year.
Still, analysts have generally cheered American's overall job of reducing expenses, which are now lower than at Houston-based Continental Airlines Inc.
With leaner costs, American can now flex its muscle against both its traditional foes and the surging low-cost carriers.
"If we face carriers such as JetBlue that come into our markets, we can defend them with all the tools available to us," Mr. Arpey said.
But analysts are concerned that when American and JetBlue compete on a particular route, JetBlue is winning customers in part because it has satellite television in each of its seats. JetBlue offers no first class service or meals.
American has studied adding such systems to its fleet of more than 700 planes, Mr. Arpey said. But for now, it's focused on adding power ports on its planes to let travelers use their computers for work or for watching movies.
"You really have to ask yourself how much we are going to spend on that kind of technology on the airplane when people are bringing it on themselves," he said.
Shares of American parent company AMR Corp. rose 23 cents to close at $15.63. "
Thrust From United States of America, joined Sep 2003, 2691 posts, RR: 9
Reply 19, posted (11 years 2 months 1 week 5 days 13 hours ago) and read 9160 times:
Delta could also use some more Pratt-powered 757s, as well as NWA. If only AA was willing to spend the money to retrofit the ex-TWA 757s with Rolls Royce engines. It's so sad they have decided to catalyze the retirement process of them, as AA is my favorite airline only because TWA lives on them. The ex-TWA 757s' departure from the fleet is truly a bummer indeed. It's also disappointing to hear the AA 762s and 762ERs that are grounded will not be reactivated. Even more depressing is the news that the A300s have less than four years to go before the retirement process begins.
Airways6max From United States of America, joined Aug 2003, 494 posts, RR: 0
Reply 20, posted (11 years 2 months 1 week 5 days 11 hours ago) and read 9052 times:
The A300 has no fleet commonality with the rest of AA's fleet; that aircraft should have been retired long since. AA has a glut of 757s, which can take over the 762's operations without much trouble, along with the 763. TWA's old 757s have little commonality with the rest of AA's 757s. Probably cheaper just to return them to their lessors. Clearly, AA has realized that its fleet is too big and has too many variants of aircraft. It's trying to reduce its fleet and standardize.
AlitaliaMD11 From Spain, joined Dec 2003, 4068 posts, RR: 13
Reply 21, posted (11 years 2 months 1 week 5 days 11 hours ago) and read 8995 times:
The American Aibus-300 is manilly used on flights to the Caribbean. That is really the only use of the planes. Becuase so many people want to go to the Caribbean they opperate a plane like the A300 that can carry a lot of people. Latley the caribeean routes have been opperated by the:
A300. Basiclly there whole fleet visits the Caribbean. The 737 pulled out of the Caribbean same with the super 80s. I find it interesting that AA is dropping the TWA 757s becuase yes the TWA 757 uses different engines, but there are only what six TWA 757s in the AA fleet? I think that AA is the largest 757 opperater. I think that id they want to keep that record they should just change the engines on the TWA engine. It would probally cost a lot of $$$$$ thoe. I think that AAs New flight should be:
B757-300(before it is two late)
I know that AA is trying to down size there fleet but i think these planes would fit nicley in there fleet renowel planes.
Qqflyboy From United States of America, joined Oct 2003, 2307 posts, RR: 13
Reply 22, posted (11 years 2 months 1 week 5 days 11 hours ago) and read 8983 times:
A little more clarification on the 762s...
AA grounded its 767-200 (non-ER) models. All 767-200ER aircraft are flying the transcons, and as we saw a few days ago, as subs transatlantic. I am not sure how many there were, I remember eight non-ER 762s, but that's just my guess. I may be wrong.
Good question about the MD-80s though. There are quite a few sitting in the desert (former TWA). I wouldn't be surprised if they were left there too because of the interior differences. It's a headache for catering and the flight attendants, because none of the equipment matches AA's. And besides, the MD-80s in the desert are among the oldest in TWA's fleet.
Perhaps AA is trying to get into a position of fulfilling their current order with Boeing. There are still outstanding orders for the 777 and 738. AA has flown the 777 from BOS to SDQ in the past, and perhaps with more 777s in the fleet, they could replace some of the high density routes to the Caribbean with those and the newly reconfigured 763s.
The TWA 757 leases are up in 2007, so we should still see them for a few more years. AA only has 16 left... there were over 30 in September, 2003. Sad thing is, from a flight attendant perspective, we love that 757 ten times more than the AA 757. We like having eight doors as opposed to six and four exit windows, we like the aft lavs at 3 L/R instead of 4 L/R (more room for F/As in aft galley) and the video system. The only flaw is the first class coat closet is a joke!
Here's a thought: now with the 757s back to LRTC, if AA takes out the lavs, they could add a few more rows, allowing capacity to become more aligned with the A300.
The views expressed are mine alone and do not necessarily reflect my employer’s views.