FLYACYYZ From Canada, joined Jan 2004, 1914 posts, RR: 11 Posted (11 years 3 weeks 3 days 9 hours ago) and read 4588 times:
To take advantage of heavy passenger and cargo traffic, effective March 1st, AC757/756 YYZSFOYYZ will see the return of 767-200's after several years absence. I've heard that the flight will operate with 762's 6 times weekly, with narrow body Airbus service on Sunday.
Hopefully a sign of the times that transborder traffic is picking up, although surprised to see SFO being upgauged before LAX.
Sebring From Canada, joined Jul 2004, 1677 posts, RR: 14
Reply 5, posted (11 years 3 weeks 2 days 7 hours ago) and read 4037 times:
How many 762s do AC still have, and are they being retired anytime soon?
Currently, 12 + 2 762ers pulled out of the desert. I believe there will be two 762s retired this year so it will probably be 12 at the end of the year. Beyond that, it's anyone's guess. AC continues to add used 763s and is in negotiations for new aircraft, too.
FLYACYYZ From Canada, joined Jan 2004, 1914 posts, RR: 11
Reply 7, posted (11 years 3 weeks 1 day 18 hours ago) and read 3891 times:
The reason for the upgauge probably because SFO is strong with AC being the only operator on the route.
LAX is in a bit of an overcapacity situation right now with Air Canada, Jetsgo, American, adhoc charters on Skyservice, and until recently Westjet which withdrew from the route due to poor profitability. Can remember the days at LAX where all AC flights were widebodies including the nightly AC793 on the 74M.
LongHauler From Canada, joined Mar 2004, 5863 posts, RR: 43
Reply 10, posted (11 years 3 weeks 1 day 12 hours ago) and read 3738 times:
Back in the old days, then YYZ-LAX started, AC had only two flights a day, a DC-8-60 in the morning, returning around noon, then a DC-8-40/50 in the evening, returning the following morning. At the same time, AA flew one B707 a day. (Actually, it was a B720, they just called it a B707!)
When AC went to L1011s, AA responded with the DC-10. When AA pulled out, AC was still flying only two trips a day, usually L1011s, sometimes a B747 combi.
When the frequency increased, the gauge decreased with B727s, then A320s.
Now, they fly 4 round trips a day in winter, 5 in summer. Usually, the morning flight is an A321, (yes I know it is scheduled as an A320, but it is almost always substituted with a 321 ... heavy loads)
Same thing with YYZ-SFO, started with one L1011, then increased in frequency with a reduction in gauge. Now it is 3 round trips a day in winter, 4 in summer, again with the first round trip as an A321.
Why so few widebodies? Well, basically, on 5 hour flights, the A321 has a lower seat mile cost than a B767-200. And, as passengers choose by price, not aircraft, why give them a widebody? That is one of the "legacies" of LCCs, they showed airline accountants that passengers will fly a narrow body aircraft to the moon and back, as long as its cheap!
As far as J is concerned, it is still a very strong market for AC, and in my opinion, J in an A320 series is no less comfortable than a domestic B767-200.
Just because I stopped arguing, doesn't mean I think you are right. It just means I gave up!