SJCguy From United States of America, joined Apr 2001, 579 posts, RR: 1 Posted (12 years 4 months 1 week 2 days 3 hours ago) and read 1808 times:
Seeing most of our planes going thru a make-over, but not one being a 735, leads me to think we are going to phase them out. Not once have I seen one of our 500's in the new paint or new interior. What do you all think? It would make sence to fly only 137-seaters. How much longer for our 500's?
Sllevin From United States of America, joined Jan 2002, 3376 posts, RR: 6
Reply 5, posted (12 years 4 months 1 week 2 days 2 hours ago) and read 1768 times:
I wouldn't doubt the 737-500's are on the way out, but so are the 732's, and one would think that the 732's would go first -- meaning that there's quite a while until they are gone. While it would be great to be all -700 based, Southwest is too fiscally responsible to retire aircraft unless they can get top dollar for them!
ONT 737 From United States of America, joined Mar 2001, 590 posts, RR: 2
Reply 6, posted (12 years 4 months 1 week 1 day 19 hours ago) and read 1713 times:
Southwest received all of its 735s in a relatively short time span. The first was delivered on Feb 28, 1990 and the 25th was delivered on May 29, 1992. Since WN is only repainting their a/c when they are regularly supposed to (as opposed to taking them out of service) we will have wait for the 735s to be due for their repainting. We will probably be seeing them all get painted in a relatively short time. I don't think WN will be phasing them out soon opting for an all 137 seat fleet. Why then would they make a provision in their last 73G order giving them the option to convert some to 738s.....
American 767 From United States of America, joined May 1999, 3888 posts, RR: 12
Reply 7, posted (12 years 4 months 1 week 1 day 17 hours ago) and read 1644 times:
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Oh no, the 500's won't go anytime soon. Like you explain, they are only 10-12 years old and they share a lot of common features with the 300's which are operated in large numbers at Southwest. Common features are: identical cockpit and many spare parts in common. At Southwest a pilot can fly all 737 variants but normally as far as the FAA is concerned a pilot who is rated on the 300 is automatically rated on the 400 and 500 with no additional training, but not on the NG series. The 200's (I saw one in FLL two months ago, it was still in the old orange and red livery) will be gone in the mid 2000's but the 300's and 500's will stay longer than that, till at least 2010. I don't think Southwest will buy 800's and 900's because those require an extra flight attendant in the cabin, that's because they have two overwing exits on each side. That's why they never got any 400's, only 300's and 500's as far as 2nd generation 737's are concerned. They are not looking at the 600 because that one is too small, so I think that the only variant they are looking at is the 700.
Southwest is focussing on only one type for the future: the 737-700.
John From United States of America, joined Sep 1999, 1374 posts, RR: 5
Reply 8, posted (12 years 4 months 1 week 1 day 15 hours ago) and read 1590 times:
It wouldn't surprise me to see WN add a few -800s to their fleet eventually, and use them SPECIFICALLY for their longer haul or higher density routes, such as BWI-LAX, ALB-LAS, PVD-PHX ...for example. I know the -800 would require slightly longer turn times on the ground, but like I said, this variant would be much better suited to the longer segments in markets that don't neccessarily require high frequency, 1 or 2 nonstops per day, and the flexibility of carrying up to 189 pax.
Sjc>sfo From , joined Dec 1969, posts, RR:
Reply 9, posted (12 years 4 months 1 week 1 day 15 hours ago) and read 1569 times:
Yes they would fit in to those longer hault routes, unfortunately the don't work with (what I understand to be) Southwest's flight schedule, which often has a single aircraft flying a combination of routes such as OAK-LAX-LAS-PHX, I actually don't see how the transcons fit in the schedule at all.
Scottb From United States of America, joined Jul 2000, 6797 posts, RR: 32
Reply 10, posted (12 years 4 months 1 week 1 day 13 hours ago) and read 1521 times:
The transcons and other longer-range flights (like PVD-PHX, BUF-PHX, ALB-LAS, etc.) fit in the schedule because Southwest sees enough demand on the city pair and connecting routes to justify the flight. If you've got 100+ passengers date going from Providence through intermediate cities to Phoenix and beyond, it makes sense to accomodate those passengers on a non-stop since it's cheaper to send them that way.
I imagine the 737-500's will be around for quite a long time given their relative newness; the new generation 737's (i.e. -300 and -500) will probably be in the fleet until 2015 or 2020 given that their deliveries continued until the inroduction of the Next Generation 737's in late 1997.
FYI, the reason for not getting the -800's is twofold: longer turn times and the need for a fourth flight attendant on aircraft seating between 150 and 200 passengers.
Barney captain From United States of America, joined Nov 2001, 973 posts, RR: 13
Reply 12, posted (12 years 4 months 1 week 1 day 11 hours ago) and read 1470 times:
I'm not convinced 800's are out of the question. Remember, the 727's we had were a HUGE hit with the pax. Configured for 3 FA's @ 149 pax and copious amounts of leg room. I can absolutely see this in the transcon market competing with (and exceeding) AA's More Room Throughout Coach by several inches.
Srbmod From , joined Dec 1969, posts, RR:
Reply 13, posted (12 years 4 months 1 week 1 day 8 hours ago) and read 1408 times:
With Southwest operating the 200/300/500 Classics along side the 737-700NG, when it is time to replace the Classics, why not replace them with the NG equivalent? Does Southwest really think replacing the smaller series with a larger series will work on all routes? I agree that the 800/900 series will eventually end up in the fleet if the transcons are successful, and known Southwest, they'll be successful.