MaddogJT8D From United States of America, joined Oct 2009, 411 posts, RR: 1 Posted (3 years 7 months 4 days 23 hours ago) and read 5851 times:
Just found myself wondering this day. Most US carriers like AA, UA, and DL ordered their 757 fleets in the early and mid 1980's. However, I noticed that TWA's 757 deliveries begain in 1996 according to N702TW's FAA registration. I am wondering, what took TWA so long to place an order for the 757? Why did they wait until they did and what did they replace in the fleet?
Probably because their financial condition didn't permit an earlier order. Remember they had ordered a large Airbus fleet but had to continually postpone and then cancel the order due to their financial situation.
Too big, maybe?
I'm guessing here but IIRC, TWA's domestic strategy by that time was to feed it's TATL operations out of JFK. 757's may have been too big for that. Instead they ordered a bunch of MD-82's. They also ordered 767's which unlike the 757's, could be operated in both domestic and TATL routes.
OzarkD9S From United States of America, joined Oct 2001, 5454 posts, RR: 20
Reply 4, posted (3 years 7 months 4 days 22 hours ago) and read 5513 times:
Carl Icahn didn't want to invest in new airplanes. His idea of fleet expansion was to buy Ozark, sell/lease back the fleet of 46 DC-9's and 4 MD-80's (at basically the same amount of money he paid for OZ), then tell the pilots that he had acquired "50 new planes" as he promised when he bought control of TWA. He did order 10 A-330's which were constantly being deferred.
Then came the first Gulf War and TWA's first Chapter 11 filing. No money. It wasn't until after Icahn left during the second "pre-packaged" Chapter 11 filing and Bill Compton, a TWA pilot, later took charge that TWA placed orders for 757's and then 717's and A-318's. The 318's were part of a package deal to get the A-330's off the books. I'm not sure the 318 would have been a good fit for TWA but that was the deal they got.
WesternA318 From United States of America, joined Oct 2004, 5754 posts, RR: 23
Reply 5, posted (3 years 7 months 4 days 21 hours ago) and read 5495 times:
Airbazar is closer to the truth. TWA was betting on funneling pax through STL and onto JFK for their TATL hops. It didnt work so ell, and Icahn only made it worse. What should have happened is both hubs should have been designed as main hubs, ATL should have never been created as a hub, the 757s and new 763's were ordered when upper management finally decided to rebuild the fleet. The Airbus order was originally for 10 A330-300's with a few options, was then changed to an all A320 Family order (including being the US launch Airline for the A318, which went to Frontier after TWA disappeared) in order to keep all the deposits with Airbus. The 717's, 757's and 763's were all ordered to replace the old DC-9's (717s), the 757's had a dual role in replacing 727's and L-1011's, while the new 763's were originally supposed to increase the 767-200/-300 fleet and get rid of the remaining 747s. Then the 767-200's were retired as well.
Roseflyer From United States of America, joined Feb 2004, 10496 posts, RR: 52
Reply 8, posted (3 years 7 months 4 days 19 hours ago) and read 5146 times:
The popularity of the 757 was much different than most airplanes. It didn't hit its peak production rate until 1991, which was 10 years after it began production. The 757 did not sell very well early on it its life as it was considered to similar in size to the 767.
TWA was an early 767 customer and heavily used those airplanes and didn't need the similarly sized 757. That's similar to UA which chose the 767 and was not an early 757 customer either.
If you have never designed an airplane part before, let the real designers do the work!