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Poor Sales Of B767-400  
User currently offlineKrisworldB777 From Australia, joined Nov 2000, 570 posts, RR: 3
Posted (13 years 6 months 4 weeks 2 hours ago) and read 2444 times:

It is quite obvious that Boeing's new 767-400 is selling poorly but why is this? Arilines seem to be flocking to Airbus with orders for the A330. The 767-400 features the excellent 777 interior new cockpit and wings which probably puts it in front of the A330 technologically. Do airlines prefer the A330s close relationship with the A340 and the -200/-300? Are the prices different? What about engine performance?

The biggest shock was when Qantas went Airbus with their first ever order. It was expected they would purchase the 777 or the 767-400. Even more of a shock was EVA Air's decision. Are airlines not happy with their -200 and -300 767s?? Well there are lots of questions that need to be answered.

45 replies: All unread, showing first 25:
 
User currently offlineA320FO From Austria, joined Oct 2000, 211 posts, RR: 1
Reply 1, posted (13 years 6 months 3 weeks 6 days 22 hours ago) and read 2227 times:

Sorry, can't really comment on it, but according to the rumors I've heard, the 767-400s performance does not live up to the expectatons. Also, the current model lacks range, as it was built for the specifications of DL and CO.
KrisworldB777, the only change in the 767-400 wing are the (IMHO ugly) wingtip extensions. Otherwise it is the same ( 20 something year old) wing as on the other 767 series.
The A330s main advantage is the cargo compartment. The 767s container system is kind of non-standard and does not offer the dimensions possible on Airbus.

A320FO


User currently offlineSteman From Germany, joined Aug 2000, 1369 posts, RR: 7
Reply 2, posted (13 years 6 months 3 weeks 6 days 21 hours ago) and read 2201 times:

Many best sellers planes started with slow sells.
I think the 767-400,especially the new longer range derivative, will be bought in large numbers from airlines operating previous 767 versions and 777.
In Europe the most likely to order that are BA, Alitalia and KLM.

Just wait and see.

By the way, the Airbus wings are probably the best designed in the world.
The 767 wings were designed when fuel efficience was a premier objective (remember oil crisis of the '70s?). The 747 wings were designed to reach high speeds and nowadays wings are designed as a compromise between spedd and economy.

Ciao

Stefano


User currently offlineStar_member From Australia, joined Dec 2000, 185 posts, RR: 0
Reply 3, posted (13 years 6 months 3 weeks 6 days 21 hours ago) and read 2191 times:

airbus also has the advantage of fly by wire and cockpit commonality of A320/330/340

User currently offlineQantas737 From Australia, joined Jul 2000, 738 posts, RR: 4
Reply 4, posted (13 years 6 months 3 weeks 6 days 21 hours ago) and read 2182 times:

The 767-400ERX will be out some time soon too, and it will have all the range that airlines are expecting. THe A330 is also greater in respect of its Fly-By-Wire, cockpit commanilty and that it is a newer design. I know that QF didnt only order the A330 due to its specifications, but it was also a bargain with the A380 purchases. Trust me i dont hate no company 

User currently offlineUnited Airline From Hong Kong, joined Jan 2001, 9160 posts, RR: 15
Reply 5, posted (13 years 6 months 3 weeks 6 days 21 hours ago) and read 2159 times:

According to Boeing's Homepage, the 767-400ER is already available. I am sure that the 767-400ER will be very successful. I guess UAL, Delta, Continental will get some.

 


User currently offlineAirnewzealand From New Zealand, joined Oct 2000, 2542 posts, RR: 6
Reply 6, posted (13 years 6 months 3 weeks 6 days 21 hours ago) and read 2157 times:

AirNZ is expected to place an order for the 767-400 or A330-200/300. Also they might be getting the A330-200 for AN. I hope they go for the 767 for AirNZ so that they can carry on their 767 fleet. I really like it and it really is a cosy aircraft.

Cheers
mikey


User currently offlineTim From Australia, joined Jun 2000, 705 posts, RR: 3
Reply 7, posted (13 years 6 months 3 weeks 6 days 20 hours ago) and read 2140 times:

LD3's can be fitted into the A330's hold. Can 767's hold LD3's?

Tim


User currently offlineHkgspotter1 From Hong Kong, joined Nov 2005, 0 posts, RR: 0
Reply 8, posted (13 years 6 months 3 weeks 6 days 20 hours ago) and read 2134 times:

Very poor would be more correct. Just like the 717.

User currently offlineVirginFlyer From New Zealand, joined Sep 2000, 4537 posts, RR: 41
Reply 9, posted (13 years 6 months 3 weeks 6 days 20 hours ago) and read 2132 times:

Airnewzealand - I believe AN/ANZ are likely to decide on the 767 or A330 depending on what SIA decide to replace the A310

United Airline - There is no 767-400, only the 767-400ER. Goodness knows why, but thats it. There is an even longer range version, currently dubbed the 767-400ERX, which has identical range to the 767-300ER. It will likely become the 767-400LR. I really have no idea why the base model carries the ER tag, anyone care to elaborate???

Tim - The A330 can carry the standard LD3. The 767 can only carry non-standard LD2s, which are smaller, and of course have less capcity. This is a major selling point for Airbus (all their aircraft, A319-A340-600, can carry LD3 containers)

I think it is WAY too early to call yet whether the 767-400 is selling well or not. Just remember, Boeing has its products very spread, with numerous variants, which means less orders for individual variants, whereas airbus has less variants, making more orders for each... The only way you can make real sense of it is to look at total orders for a whole segment of the market (ie 737/757 vs A32x, 757/767/777 vs A330/A340) and even then, because the manufacturers segment things differently, this is not an entirely accurate view of things.



"So powerful is the light of unity that it can illuminate the whole earth." - Bahá'u'lláh
User currently offlineJohnnybgoode From Germany, joined Jan 2001, 2187 posts, RR: 6
Reply 10, posted (13 years 6 months 3 weeks 6 days 19 hours ago) and read 2107 times:

a main problem is that the 764 was developed for the likes of continental and delta.
i don´t think that an or anz order the 764 because of its lack of range. bus that decision relies heavily on sq. so i´d think they could order 777s or perhaps a-330s, if singapore decides to replace it a-310s with a-330s.
don´t think united will order the 764, but who knows.
this summer i flew to cancun from frankfurt with condor, and i took a visit to the cockpit and i chatted with the pilots about condor´s fleet strategy. i asked the captain if condor might order the 764 and he said he doubts it because it´s hard to get such a large plane (764 in charter configuraton: up to 320 pax) fully loaded. that´s why condor phased out its dc-10s with 757-300s.



If only pure sweetness was offered, why's this bitter taste left in my mouth.
User currently offlineCV640 From United States of America, joined Aug 2000, 952 posts, RR: 5
Reply 11, posted (13 years 6 months 3 weeks 6 days 16 hours ago) and read 2078 times:

Virgin Flyer did hit the nail on the head about sales of the 767-400. Boeing will make an aircraft for a few of the bigger airlines even if they know that total sales won't be too high in order to keep them as a customer. Most US airlines are us to manufacturers building exactly what they ask for and want. If they want a new variant of an existing airplane, they expect it too be built, if they will order enough. I'm sure Boeing was hoping for more orders, and they will probably get them, I think follow up from Delta and Continental plus AA might order some. There will probably be only about 100-120 at most prodeuced, but that will be enough. Remember the -400 was to prevent Delta from going ot the Airbus.

ANother thing to remember that before the A330 was cut down tot he -200 sales were also very dissappointing too. When the -200 came out they took off, the smaller size and greater range fit perfectly. Most airlines would prefer the range to the large size and that is one area where the Airbus has the big advantage. It has more range avialable, the 764 lost a lot of range in comparison to the 763.



User currently offlineTEDSKI From , joined Dec 1969, posts, RR:
Reply 12, posted (13 years 6 months 3 weeks 6 days 16 hours ago) and read 2071 times:

In another forum sometime ago someone said that Delta was unhappy with the performance of their 767-400s. They said that it could not reach it's designated altitude with the excess weight of passengers, cargo and fuel until it burned up some of that fuel to lightened it enough to go that high.

User currently offlineRayChuang From United States of America, joined Jun 2000, 7989 posts, RR: 5
Reply 13, posted (13 years 6 months 3 weeks 6 days 16 hours ago) and read 2071 times:

TEDSKI,

Actually, the story about the low performance of the 764ER in DL service has already been discounted by actual DL pilots.  

I think we may see both AA and UA order the 764ER some time in 2001 as a true replacement for the DC-10. And if KLM does follow through with the 772ER order, expect NW to very likely order a large number of 764ER's as D10 replacements. This could mean a backlog of around 100 planes or more.


User currently offlineDCA-ROCguy From United States of America, joined Apr 2000, 4488 posts, RR: 33
Reply 14, posted (13 years 6 months 3 weeks 6 days 15 hours ago) and read 2048 times:

Ditto to Ray; the 764 is the true DC-10 replacement; in my view it should have come out years ago. Also, don't American and Continental have 20-year contract arrangements of some kind with Boeing, in exchange for discounts? I'd be very surprised if AA didn't order the 764 at some point.

The 757 sold slowly at first too, but took off by the late '80s when American, United and Delta made big orders. I think a similar pattern will emerge with the 764. AA and UA are phasing out their DC-10s, which they were not doing when the 777 (which was too big anyway for DC-10 routes) came out in 1995.

Airbus has not succeeded in marketing the A330/A34O series to the largest US carriers, so unless that changes it seems to me that the 767-heavy US majors have a lot of incentive to order the 764. They may also be waiting to see if the first-run planes have any bugs that DL or CO encouter, before buying.

Jim


User currently offlineCPDC10-30 From United Kingdom, joined Feb 2000, 4779 posts, RR: 24
Reply 15, posted (13 years 6 months 3 weeks 6 days 14 hours ago) and read 2027 times:

VirginFlyer, the "base" model for the -400 is an ER to keep naming conventions consistent with the rest of the 767 family. There are many non-ER (domestic) -200 and -300s that have a range of less than 6000km. 767-X00ER all have intercontinental range.

User currently offlineRayChuang From United States of America, joined Jun 2000, 7989 posts, RR: 5
Reply 16, posted (13 years 6 months 3 weeks 6 days 12 hours ago) and read 1986 times:

DCA-ROCguy,

The 757-200 originally didn't sell very well because 1) it came out in the middle of a major economic recession and 2) Boeing couldn't decide if the 757-200 was really designed to replace 727-200's. That's why Boeing studied seriously the 7J7 project (which was a true 727 replacement design) until another recession in the early 1990's killed that idea; it took the Next-Generation 737 to finally fill the 727 replacement niche.

What Boeing subsequently did was to sell the 752 as a DC-8/707 replacement, and that resulted in lots of sales to AA, CO, DL, NW, TW and UA. Even HP and US bought fairly sizeable fleets.

Because AA, CO, DL and UA are rapidly retiring their tri-engine jumbos, that's why CO and DL have each bought over 20 planes. An order from AA and UA for the 764ER could net each airline a minimum of 40 planes; they will be used on the busiest USA transcon flights (LAX-JFK), flights to GIG, GRU and EZE from the USA, and flights to Hawaii from the USA.


User currently offlineDeltaSFO From United States of America, joined Nov 2000, 2488 posts, RR: 22
Reply 17, posted (13 years 6 months 3 weeks 6 days 11 hours ago) and read 1977 times:

Oh God.... Here we go again with people making an issue out of a non-issue.

The 767-400 has fulfilled every expectation Delta had for it. It is very popular with pilots, and FA's love it just as much as the other 767s in the fleet.

Range and climb performance meet the specifications laid out by Delta. To the best of my knowledge, CO is also very happy with the 767-400.

DeltaSFO


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User currently offlineNotarzt From Germany, joined Dec 2000, 642 posts, RR: 1
Reply 18, posted (13 years 6 months 3 weeks 6 days 11 hours ago) and read 1955 times:

Folks...

I have read topic headers like this one here very often. Some people try to say that the B717, the B757-300 and B767-400 are "not successful", some others even add these are going "poor" (due to design errors, defects in actual performance, etc., pp.). It's not only too early to comment on the (non-) success of the new Boeing models, it's not the correct way of "argumentation". What's a commercial success? Sales? Economic innovation? An aircraft fitting the market's needs?
Now, I suggest that these people look up total sales of more "successful" models like the A300, the A310, the A321 or the DC-10 and tell about the commercial "success" of these models if single non-airline mega order are disregarded (FedEx, UPS, US Government). Thanks. They will have to realise that even "successful" models like the A300 and A310 are relatively low in airline sales. The B757-300 and B767-400 received only few orders... let's see, they have 20 more years to come.

Daniel


User currently offlineDCA-ROCguy From United States of America, joined Apr 2000, 4488 posts, RR: 33
Reply 19, posted (13 years 6 months 3 weeks 6 days 11 hours ago) and read 1945 times:

Thanks for the additional info, Ray....I do remember the 7J7 project now that you mention it. I have a couple of questions you might be able to answer.

First, the 7J7's final death in the early '90s came after Boeing had introduced the 737-400, which has the capacity of the 727 but sorely lacks its range. Thus the 734 sold poorly in the USA except to US which has lots of short dense routes. And of course Europeans have lots of short dense routes and thus it sold better there (BA, etc).

I remember thinking at the time, why didn't Boeing give the 734 the 722's range? No doubt it cost less to simply put fuselage plugs in the 733, but you then have a less marketable airplane. United, I remember, specifically rejected the 734 because it couldn't fly EWR-DEN.

And then Boeing lets the longer-range A320 go unanswered from 1989 until 1998 when the 738 came out. Which seems to me a huge strategic mistake. Now UA, NW, AC and US are operating big Airbus narrowbody fleets that might never have been had the 734 had sufficient range.

Second, back to the original topic: could the 764 be hitting the market at the right time now instead of in the early '90s? I remember that Boeing considered an extended 763 back then but rejected it to build the 772 as a DC-10/ L-1011 replacement. For which the 772 was too large, as the 752 was too large to replace the 722.

UA, CO, AA et al meanwhile wrung another decade out of their DC-10s; now they're retiring those a/c and maybe the 764 is hitting the market at the right time.

Jim


User currently offlineSpacepope From Vatican City, joined Dec 1999, 2899 posts, RR: 1
Reply 20, posted (13 years 6 months 3 weeks 6 days 11 hours ago) and read 1957 times:

Just because I had to look this up for another post, I figure I'd share the information here as well.

Delta 21
Con. 26
Kenya 3

Total: 50 orders

Question is, how many need to be sold before Boeing makes a profit off of the program. Informed responses only please.

T.J.



The last of the famous international playboys
User currently offlineRayChuang From United States of America, joined Jun 2000, 7989 posts, RR: 5
Reply 21, posted (13 years 6 months 3 weeks 6 days 10 hours ago) and read 1937 times:

DCA-ROCguy,

Boeing's 7J7 project died because the recession caused by the Iraq invasion of Kuwait 1990 killed off chances of the plane being sold to any airline period. Boeing could have sold quite a few to AA, CO, DL and UA as 727 replacements.

That's why MD-80 series sales continued a bit longer. When Boeing announced the Next-Generation 737 project in 1993, the 737-800 perfectly matched the need to replace the 727-200, so that's why AA, CO and DL were among the first airlines to order the plane; UA couldn't wait and ordered the A320 instead.

The timing of the arrival of the 767-400ER actually couldn't be better for US-based airlines; as I said earlier, now that the three-engine jumbos are rapidly disappearing from US-based airlines, they need a replacement, and the 764ER fits the bill perfectly.


User currently offlineSingapore_Air From United Kingdom, joined Nov 2000, 13738 posts, RR: 19
Reply 22, posted (13 years 6 months 3 weeks 6 days 10 hours ago) and read 1922 times:

Who are thou to comment on success or faliure of thus holy 767-400. It is when thy superior and sexy Singapore Airlines orders either thy A330 or thou 767-400, than we will know then thou.




Anyone can fly, only the best Soar.
User currently offlineSn330 From Belgium, joined Nov 2004, 16 posts, RR: 1
Reply 23, posted (13 years 6 months 3 weeks 6 days 10 hours ago) and read 1923 times:

AA already has gotten rid of their DC10's. On most, if not all, routes they were replaced by the 767-300, so I doubt AA would order the 767-400. They seem to be satisfied with the job that their 763's are doing.

User currently offlineZander From Sweden, joined Feb 2000, 610 posts, RR: 5
Reply 24, posted (13 years 6 months 3 weeks 6 days 10 hours ago) and read 1920 times:

To DeltaSFO,
Oh God.... here we go again......the same photo on every damn post.....aren't you bored of that one soon??
Could you change please....I assume you have shot it yourself and it isn't that good to be included on every post! Just check among the 125 000 photos on the site!!!

By the way....the A330 had also a slow start, correct me if I am wrong. But I think anyway it's hard for the 767-400 to be a best seller.....we have to wait and see.


25 Notarzt : T.J., Do you know what happened to the ILFC orders for the B767-400? Did they convert all their B767-400 positions to B767-300 or even other Boeing ty
26 Tan flyr : The 764 will do quite well down the road when carriers such as AA/UA & others decide to get add'l capacity and retire the 762's. Traffic growth will k
27 Spacepope : The 753 orders are tallied under the CO 753 topic (44 orders total). All leasing companies cancelled their orders for the 764, but I am not sure as to
28 King767 : Zander, Mabye DeltaSFO likes that pic? He can post it as much as he wants to. And anyway, thats a pretty pathetic thing to get back at.
29 OlympicA340 : Cyprus Airways is looking for aircraft either 767/A330 to replace their A310s but, MY opinion is that they would go for the A330s because they have an
30 Post contains images Baec777xx : Some carriers would prefer the aircraft they needs, In my own airline, I will have lots of Boeing Orders all the way until I'm filled up on my Routes,
31 King767 : Hey, Actually the A310 and the A330 do not share cockpit commonality, neither do they share the same systems, hence the A310 with standard system, and
32 Fleet Service : Virginflyer, you say the 767 can only accept LD-2's? Where did you get that information? At AA our 767's accept LD-3's, 4's,8's and on the 763's,LD9's
33 IndianGuy : I think one of the reasons could be the inability to carry cargo. Most airlines are looking for aircraft with plenty of space in the belly holds This
34 King767 : IndianGuy, It really depends on the airline, if the extra cargo is important or not. As the looks of it, there are alot of airline who did not really
35 Toxtethogrady : Only the folks at Continental know...
36 Zander : King767, There are no doubts about that DeltaSFO likes that pic...that's for sure. But he can use it as wallpaper instead and we can watch it if we wa
37 Post contains links and images DeltaSFO : Zander... If you don't like it you don't have to look at it. And no I did not shoot it myself. Have a nice day. DeltaSFO Click for large versionPhoto
38 Notarzt : King767, Are you sure about what you've said in your above post? Are you referring to volume or payload weight? Please specify. Thanks. Daniel
39 Dakotasport : I think that the -400 has been selling poorly for a simple reason............AIRBUS!! In my opinion, i would mych rather be flying on a boeing than an
40 King767 : Hey Norzart, I am not 100% sure about the question. I have not gone into detail to try to find that answer. Can someone elaborate a little on the fact
41 Notarzt : Tom, I was wondering about your "quick fact info" that the B767-300F loads more cargo than the A300B4-600F. What does "more cargo" mean? Volume? Paylo
42 King767 : Hey, Yes I understand what you are saying and I agree with you 100%. The A300-600F is best for shorter ranged heavy roles, while the 763F is best for
43 CrewChief32 : VirginFlyer, the Boeing 767 is able to carry LD3 Containers, too. These containers are larger, so they cannot be loaded on the left and right position
44 Fly-By-Pilot : http://www.celticairways.com/L1011F.html This site will enlighten you.
45 Notarzt : Torsten, You are correct about the alternate lower cargo hold's container or paletts. That's why I was talking about the A300's and B767's "standard c
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