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User currently offlineAFa340-300E From France, joined May 1999, 2084 posts, RR: 25
Posted (16 years 1 month 3 weeks 2 days 21 hours ago) and read 1363 times:


Here is what I wrote in an article about TWA, July 1999.

"[...] An interesting point is that TWA has announced any global forecast
for its long-haul routes. After it has withdrawn the L-1011s and 747s, only
twelve B767-200s and four -300 remain in the fleet. Plus TWA has sold 5 (and
one option) 767-200s to GECAS. In exchange, TWA will get four B767-300s in
1999 and 2000, the fleet toatling then 15 of these aircrafts. In 2000, TWA
scheduldes to open the St Louis-Tokyo Narita route. Currently, TWA doesn't
operate any aircraft able to cross such a distance. Maybe we could see an
order for B767-200ERs in the coming years. However, TWA also thinks to open
JFK-SID-JNB, STL-KIX, and other routes on Europe, so the next order could be
larger than first forecasted.
In the bottom of the Airbus order books, there are still ten A330-300s, that
would be too interesting for TWA in a short future. Maybe TWA will switch
this order to one for A340s. Anyway a wide-body order is to be announced by
the airline of St Louis."

About the STL-NRT route: I heard that they had to wait until some additional
slots become available at NRT (maybe in 2002). I assume the 767 they would
then operate on the route would face payload restrictions, wouldn't it?

The JFK-SID-JNB seems quite strange, as there must be plenty of more
efficient routes (the SAA 747-400s are almost at their technical limits if
I'm correct). Can somebody provide me some dates please? Why did they dropp
their plans? How would they have operated the route considering their
longest-range aircraft is the 767 (the longest-range version being
the -200ER IIRC), and that SAA already gets problems with a
much-longer-range 747-400?

That's pretty interesting to see a US airline getting off the FCU (Rome)
market when others US majors applied for slots. Do you know why did they cut
this route, while other carriers see a market (I believe mainly leisure on
FCU, to visit all the city's momument, and so on...)

What we can state is that TWA is beginning to recover, but they'll need a
global alliance to get rid of their financial problems for good IMO. You
said in your post that TWA was in talks with European carriers for an
alliance. I heard from a employee that they contacted AOM French Airlines
(the third France's carrier, after Air France and Air Liberté). But TWA
wasn't happy at all with what they proposed them. Any guess of whom could be
the European partner?

Why did TWA chose to focus on STL? It has a narrow O&D traffic and others
cities on the East cost (such as BOS, JFK) could have provided more O&D
passengers in addition to the connecting traffic.

Why didn't they launch a STL-FRA earlier? FRA is one of the Europe's largest

What about an order for Boeing 777-200ERs? The 777 has revealed to be a
money-maker, and they could the Triple 7 on popular routes, such as STL-LGW,
STL-CDG and routes which would requirea long range aircraft, like STL-NRT,

Best regards,
Alain Mengus

6 replies: All unread, jump to last
User currently offlineAvion From Bouvet Island, joined May 1999, 2205 posts, RR: 6
Reply 1, posted (16 years 1 month 3 weeks 2 days 21 hours ago) and read 1237 times:

Twa wont form an alliance with AOM. AOM are owned by swissair so it is more likely for AOM to team up with AA.



User currently offlineCody From United States of America, joined May 1999, 1963 posts, RR: 8
Reply 2, posted (16 years 1 month 3 weeks 2 days 20 hours ago) and read 1231 times:

I was recently told that the Tokyo route wouldn't be profitable until the Asian economy improves. I was also told that if there is to be anymore expansion in the near future, it will be in Latin America/Carribean.

User currently offlineUK-TWA From , joined Dec 1969, posts, RR:
Reply 3, posted (16 years 1 month 3 weeks 2 days 19 hours ago) and read 1220 times:

Alain: lots of questions here, I will try and answer them as good as I can.
First, the widebody order will happen at some stage within the next two years. At this time, TWA keeps the number of B767 in the fleet at 16. Five B767-200 have been sold, of those four have been handed over to GECAS for freighter conversion. The fifthe continues to fly for TWA for the time being. Meanwhile 4 B767-300ER have joined the fleet, and no. 5 is on the way (msn 25411). When this one arrives on the premises, the 5th 767-200 will be handed over to GECAS. Besides, TWA is planning to retire yet another 767 this year, plus GECAS has the option to buy a sixth aircraft., that makes to more that may leave. At the same time, there are preliminary plans to acquire 2 more vintage 767-300ER.

On JFK-JNB: This route was considered by a previous management team, and at a time when TWA wasn't that short of widebodies (1996). When the current team moved in, they dropped the plans for service to South Africa.

On KIX: TWA did not get the route authority for this one.

On NRT: TWA has received approval to defer service until June 2001. Officially because of the lack of slots. However, fiscal constraints and lack of suitable aircraft are likely the reasons for the deferral.

STL-FRA: TWA will most likely start service next year. The route would probably be only marginally profitable, and right now the scarce widebodies are better used on routes to the Caribbean and the Middle East - TWA recently doubled the number of flights to CAI and RUH.

Closure of European stations: TWA closed BCN, MAD and FCO earlier this year, because the routes were highly unprofitable. The main reason for this is an overhead of employees at these stations. In Spain, TWA had 88 employees and additional personell from a handling agent and a security firm. All this for a single nonstop flight with 190 seats to MAD, and maybe half the capacity of a 767 to BCN, which was tagged on to the JFK-LIS run ( which TWA will continue to operate. Since local labor laws prohibit furloughs without hefty severance payments, TWA decided to "go out of business" in these markets, and negotiate smaller severance payments than mandated by law.
I'm sure ina few years TWA will return to these markets and run a much leaner operation there.

On future codeshare alliances: TWA recently announced a codeshare agreement with Air Malta, which will be implemented in May. More important, TWA has an approved codeshare alliance with Air Europa of Spain. This is most likely the next one to be announced, probably after the negotiations with TWA's Spanish employees have been concluded. I think, it'll be a while until TWA joins one of the big marketing alliances. Personally, I believe it will be the Wings Alliance of Northwest and KLM.

User currently offlineDeltaMD11 From United States of America, joined Dec 2002, 1709 posts, RR: 30
Reply 4, posted (16 years 1 month 3 weeks 2 days 19 hours ago) and read 1223 times:

Good Gollee, TWA! That was a gutsy move. Why on earth just withdraw the 747-100, and get the 747-400? I remember TWA was the 747 Airline of all time!

How Sad

Too often we ... enjoy the comfort of opinion without the discomfort of thought. - John Fitzgerald Kennedy
User currently offlineBarnaby From , joined Dec 1969, posts, RR:
Reply 5, posted (16 years 1 month 3 weeks 2 days 19 hours ago) and read 1215 times:

I wouldn't look for TWA to join a major alliance any time soon.

What could it possibly bring to an alliance that the alliance would not already have?

User currently offlineUK-TWA From , joined Dec 1969, posts, RR:
Reply 6, posted (16 years 1 month 3 weeks 2 days 18 hours ago) and read 1206 times:

<< What could it possibly bring to an alliance that the alliance would not already have? >>

Largest U.S. carrier to the Middle East, a huge presence in the Caribbean (2nd after AA), with a planned expansion to South America, and a solid presence in New York City. The Wings Alliance needs all of this. Also, TWA has done a pretty good job of forming regional codeshare agreements in the Middle East and the Mediterranean.

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