Early Air From United States of America, joined Jan 2001, 611 posts, RR: 1 Posted (12 years 11 months 5 days 23 hours ago) and read 1096 times:
It seems that the Boeing 767-400 is not doing as good as planned. There are only three airlines that have them Delta, Continental, and some other airline I know it is in Asia. I don't really understand this. The 767-400 is a very nice plane. I flew on it recently. It it like a 777 but smaller. I think the other airlines should buy the 767-400. What do you think?
Ishky15 From United States of America, joined May 2000, 717 posts, RR: 13 Reply 5, posted (12 years 11 months 5 days 14 hours ago) and read 948 times:
Pardon my word choice here, but many third-world airlines are in the process of what to replace their elderly widebodies with, such as Czech Airlines. It's a battle between the 767-400 and the A-330. I think that if Boeing wants the 764 line to continue it must win an order very soon.
RayChuang From United States of America, joined Jun 2000, 7866 posts, RR: 5 Reply 8, posted (12 years 11 months 5 days 14 hours ago) and read 915 times:
However, Airbus has been disappointed with the sales of the A332--they were hoping for quite a bit more. Must be the fact that many airlines ended up buying the 777-200ER instead with its larger capacity and definitely WAY longer range.
However, don't forget that the 767-400ER's development costs are really cheap, since it is just another derivative of the 767. Boeing does not need to sell lots of them to get back the development costs.
WorldTraveller From Germany, joined Jun 1999, 624 posts, RR: 5 Reply 9, posted (12 years 11 months 5 days 13 hours ago) and read 905 times:
"However, don't forget that the 767-400ER's development costs are really cheap, since it is just another derivative of the 767. Boeing does not need to sell lots of them to get back the development costs"
Well, but why will it then take four (!) years just to add some additional fuel tanks in the horizontal stabilizer???
Raggi From Norway, joined Oct 2000, 975 posts, RR: 1 Reply 10, posted (12 years 11 months 5 days 12 hours ago) and read 879 times:
The 764LR ( or ERX ) will get more than just new fuel tanks. It will need strengthening of the fuselage and probably also landing gear.
As it will have new engines as well ( Trent 600 or GP 7200 ) this also takes time to develop.
My prediction is that the 764 will never be a very strong seller, in either ER or LR form, but will sell adequately enough.
Look for orders from AA an UA, and perhaps more from DL in the near future. Airlines reportedly interested in the LR are Condor, Alitalia, LOT,AA and CO.
Gerardo From Spain, joined May 2000, 3481 posts, RR: 33 Reply 11, posted (12 years 11 months 5 days 11 hours ago) and read 870 times:
why do you say, that "Airbus has been disappointed with the sales of the A332--they were hoping for quite a bit more." ?? I think you must make a little confusion with the A342, of which only some 28 were sold.
The A332 took about half of all A330 orders, although it was launched some 4 or 5 years later. The A330-200 is - in my opinion - the masterpiece of Airbus.
The A330-200 has above all 3 major advantages over the B764: range, fleet commonality with A320 and A340 and cargo (the A330 can comfortably accommodate 2 LD-3 containers side-by-side.).
The range problem of the B764 will be less, once the B764ERX will be introduced, but sales of this improved aircraft haven't been picking up. However, the B764 might have a perfect chance in the US, as some major US airlines could order it for DC-10 or L1011 replacements.
dominguez(dash)online(dot)ch ... Pushing the limits of my equipment
King767 From , joined Dec 1969, posts, RR: Reply 14, posted (12 years 11 months 5 days 10 hours ago) and read 854 times:
It looks like most airlines don't really care about commonality between the A330/340 and narrowbodys. Look at how many airlines are operating A330 with Boeing narrowbody fleets. And I see alot of people are trying to hype up the 76s "problem" of not having enough cargo capacity, please.
RayChuang From United States of America, joined Jun 2000, 7866 posts, RR: 5 Reply 15, posted (12 years 11 months 5 days 8 hours ago) and read 838 times:
I think the reason why the A332 took half the A330 orders is simple: many airlines wanted a plane akin to the A300-600R but with a bit more range and slightly more seating capacity. That's why it's a very popular plane for Transatlantic operations.
Tullamarine From Australia, joined Aug 1999, 1261 posts, RR: 0 Reply 18, posted (12 years 11 months 5 days 7 hours ago) and read 799 times:
Boeing has been desperately trying to sell the 764 to SQ as an A310 replacement in competition to Airbus offering the A332. This would be a breakthrough order as it would involve 15+ planes and could lead to 764 sales with SQ's equity affiliates NZ and AN.
It is possible that NZ/AN will go with 764 regardless of what SQ do as they both have substantial 767 fleets already but if Airbus gives SQ a killer deal then I'd guess NZ/AN would want to be part of that.
Gerardo From Spain, joined May 2000, 3481 posts, RR: 33 Reply 19, posted (12 years 11 months 4 days 16 hours ago) and read 760 times:
How about writing my name correctly?
Seriously: cargo isn't a hype, it's revenue!! Many airlines, for example Swissair, LH, and many, many others, generate lots of revenue thru cargo. I have been said, that airlines in the US tend to give less importance to cargo, but I don't know.
And fleet commonality with A320 and A340 is interesting. For example: Swissair is said to save costs of about $50Mio per year with fleet commonality of A320 and A330. But this fleet commonality also depends on legal things and of course on the unions. For example: Iberia had great problems to introduce the A321, although it is only a stretched A320.
dominguez(dash)online(dot)ch ... Pushing the limits of my equipment
King767 From , joined Dec 1969, posts, RR: Reply 20, posted (12 years 11 months 4 days 10 hours ago) and read 728 times:
Sorry about that Gerardo*.
No of course Cargo is a big thing, but the so called "problem" the 767 has with handling cargo is all but a hype. Although the 767 can not handle 2 LD3 containers side by side, Boeing produced a modified LD-3 container, called the LD-3A, which could fit next to a standard LD-3. So saying that the 76 is cargo deficient is total bullshit.
Now the fact that most airlines see cockpit commonality as a priority is true. Yes there are alot of European airlines taking advantage of this with all AI fleets, but really look at all the airlines, particulary the Asians who operate all different types. For example KE, has a Boeing shorthaul fleet, but uses the 330 for Heavy regionals, and then uses the 744 and 777 for long-hauls! other good examples are MAS, Thai, and AirChina. There are many other airlines like this, not just Asians.
The Best, Tom
Notarzt From Germany, joined Dec 2000, 642 posts, RR: 1 Reply 21, posted (12 years 11 months 4 days 9 hours ago) and read 712 times:
As for the cargo issue... the past 20 years have shown that the alleged "LD3 container problem" does not count for the world's major airlines. In fact, the B767 has sold out the A310 by far, and - in addition - the B767-300 (to which Airbus did not and does not offer any competition) is one of the most renowed medium-capacity, long-range aircraft - not to mention its recent cargo success.
Regarding the B767-400. It's correct, sales were going slow so far and there are only three customers for the time being. However, it's a typical transcontinental widebody aircraft - similar to the basic models of the L-1011 and the DC-10 - and, in fact, the major US airlines are just in the process of getting rid of their medium-range widebodies. For the next two or three years to come, the B767-400 models will receive a decisive push, I am sure. By the way, I do expect the same for the B757-300.