TAN FLYR From United States of America, joined Aug 2000, 1915 posts, RR: 0 Posted (6 years 5 months 3 days 12 hours ago) and read 2471 times:
Been reading the posts over on the other thread about AA..got me to thinking..and now asking for some of the folks on here older than me to help!! HA!
IIRC, in the first half of 1974 most if not all the CV 880's were WFU ( TW & DL), as well as the earliest DC8's at UAL, and maybe EA & NW. The early 707's went out the door at CO and others. OK.. so my question is to those that may have been at any ofhtose carriers in those days, please recount the chain of events, decision making and how fast the early jets were withdrawn after the OPEC-Embargo of 73/74.
This might help some understand the swiftness of AA's action today.
For what is worth..Howard Putnum, former BN CEO was interviewd on Fox Business tonite and predicted most others will also have to cut 10-20% of capacity and raise fares substantially to stay in business.
WA707atMSP From United States of America, joined Oct 2006, 2245 posts, RR: 8
Reply 1, posted (6 years 5 months 2 days 23 hours ago) and read 2231 times:
Quoting TAN FLYR (Thread starter): IIRC, in the first half of 1974 most if not all the CV 880's were WFU ( TW & DL), as well as the earliest DC8's at UAL, and maybe EA & NW. The early 707's went out the door at CO and others. OK..
A couple of minor corrections:
DL and TW were planning to ground their 880s even before the energy crisis hit, and Delta's last 880 was retired a few months pre-crisis, in 1973. To some extent, the two airlines' L-1011 deliveries in 1972/73 indirectly replaced the 880s, because the Tri Stars replaced 707s and DC-8s, which were then used to replace 880s.
Likewise, EA's DC-8s were all gone before the crisis; they were replaced by L-1011s.
Where the crisis had the biggest impact was in the large airlines' wide body fleets. The combination of higher jet fuel prices and a recession made the newly delivered wide bodies unprofitable on many of the routes they had been ordered for. Continental, National, and Delta sold their entire 747 fleets (4, 2, and 5 aircraft, respectively), and AA and TWA sold off about half of their 747s, at fire sale prices. UA cancelled orders for 15 DC-10s, and most US airlines allowed options for additional wide bodies to lapse.
A good example of the impact of the energy crisis is what happened to AA's DC-10 fleet. In the late 1960s, AA was planning for a fleet of 100 DC-10s by the late 1970s; the aircraft were to have been used on many of the airline's shorter routes out of LGA, like LGA-BOS/DTW/CVG, that were served by BAC 111s and 727-100s, as well as most of the routes served by AA's 707s. The energy crisis stopped these plans dead in their tracks. AA did not sell any DC-10s, but they were re deployed on routes like LAX-ORD / BOS / DTW / IAD that did not have enough traffic to support 747s.