1337Delta764 From United States of America, joined Oct 2005, 6388 posts, RR: 2
Reply 4, posted (7 years 9 months 3 weeks 4 days 4 hours ago) and read 5035 times:
Quoting UPSMD11 (Reply 2): Don't forget UPS (5X). They operate a fleet of 75 757-200PF and 32 767-300PF aircraft, putting them bigger than CO and NW for 757 fleet size and only slightly smaller than AC and UA on 767 fleet size.
Yes, but UPS is a cargo airline.
The Pink Delta 767-400ER - The most beautiful aircraft in the sky
WorldTraveler From , joined Dec 1969, posts, RR:
Reply 5, posted (7 years 9 months 3 weeks 4 days 4 hours ago) and read 5022 times:
Boeing's biggest customer base for all aircraft historically has been in the US and in Japan. Overall, US airlines formed the bulk of the 757 program and the 767s are common aircraft so the success of the 2 went hand in hand.
The 747 and 777 are more unique in their mission which is part of why they are more universal in their appeal.
Lazyshaun From United Kingdom, joined May 2005, 545 posts, RR: 0
Reply 6, posted (7 years 9 months 3 weeks 4 days 4 hours ago) and read 4995 times:
Its also interesting to note that even though the two a/c types are huge in the US and Japan, the 757 never got an order in Japan, am I coorect, and there are no 757 active in any Japanese airlines. Not one.
However it is also worth noting that Japan has a very limited number of a/c types operated...
very few CRJ.
Basically your restricted to Dash-8, 737, 747, 767, 777 and ordered 787.
Also the answer to why there are so many 757/767 in the US could well be because Boeing are of course from the US, and regardless of what people say, it has an effect on the choice of a/c in some US majors (i.e. AA, DL etc)
Dutchjet From Netherlands, joined Oct 2000, 7864 posts, RR: 57
Reply 7, posted (7 years 9 months 3 weeks 4 days 3 hours ago) and read 4970 times:
Quoting Lazyshaun (Reply 6): Also the answer to why there are so many 757/767 in the US could well be because Boeing are of course from the US, and regardless of what people say, it has an effect on the choice of a/c in some US majors (i.e. AA, DL etc)
You forget that three of the biggest Airbus operators are also US carriers - those being US/HP, UA and NW.
The 757 was widely popular with the US carriers due to its size and range; although the 757 started out being a successor to the also popular 72S, it became much more. That the 752 could accommodate about 200 pax on routes and operate effeciently on route ranging from 200 mile hops to transcon and west coast-Hawaii (and more recently transatlantic) services made the airplane a very good choice for the US airlines; European carriers did not quite need the range or capacity of the 757 for most of their routes, thus the European carriers were more focused on the 737/A32X airplanes and did not order the 757 in huge numbers, that being said, BA was at one time a very big 757 operator (and a launch customer for the type) and many European charter used and still use the 757 extensively. The 757 was not a big seller in Asia (although there are a good number in China) due to the fact that Asian customers strongly prefer widebody airplanes.
The 767 is popular with both US and Japanese carriers for entirely different reasons....the 767 was ordered in big numbers by US carriers since it was the ideal midsize jet and offered the right size and economics to launch routes from the US to Europe...as US carriers developed multiple hub route systems, the need for very large airplanes diminished and the 767 allowed the US carriers to offer multiple flights from multiple hubs to European cities. Of course, the 767 was also used on domestic service.......DL for example uses the 767 simply to move a lot of passengers over short to medium haul routes in addtion to longer range services. Japanese carriers went with 767 as a shorter haul/regional airliner.
Par13del From Bahamas, joined Dec 2005, 6738 posts, RR: 8
Reply 11, posted (7 years 9 months 3 weeks 3 days 23 hours ago) and read 4777 times:
Another factor no one has bought up yet, what were / was the competing Airbus product being offered at the time. The big selling time for these a/c was before the subsidy issue was front and center, so it is entirely possible that European Airlines were "pressured" to purchase "home grown" a/c.
The B747 was in a class by itself at the time and sales certainely reflect that. Ditto the B737, as soon as a competing Airbus product came along the B737 saw its European market go flat, only picked up somewhat by LCC's.
CO738 From United States of America, joined May 2006, 73 posts, RR: 0
Reply 20, posted (7 years 9 months 3 weeks 3 days 11 hours ago) and read 4385 times:
There is no way that CO could only have 58!! just hang out at EWR for a few hours and its like 757 heaven that and the occasional 1 million 737's from CO that pass through there. But for the reason why most 757, 767 aircraft are located in North America and Japan, IMO North America for the most obvious reason that Boeing is located in the US there for its easier for the plane to be sent back for MX if the manufactor has found a problem with it or for its closeness to delivery locations. As for Japan, The US and Japan have been close business partners for sometime and you tend to shave a little pricing off the top to your closest partner
If only you could install an air horn on a plane...
AirbusA6 From United Kingdom, joined Apr 2005, 2004 posts, RR: 0
Reply 24, posted (7 years 9 months 3 weeks 2 days 8 hours ago) and read 4077 times:
US operators hence long domestic trans continental sectors, where the 757 is very handy.
In Europe, the short haul routes are shorter, so A321s are perfectly acceptable, and the rise of high speed trains and LCCs have reduced the need for 757s or WBs.
On long hauls, most European carriers use larger planes, or A310s and A332s.
it's the bus to stansted (now renamed national express a4 to ruin my username)