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How Would You Equip An Airline?  
User currently offlineJohnJ From United States of America, joined Jun 2000, 1726 posts, RR: 2
Posted (13 years 6 months 2 weeks 1 day 20 hours ago) and read 2807 times:

Let’s say you’ve done the impossible and convinced a group of rich but naïve investors to back you in the creation a major new U.S. airline. This airline’s route structure would look quite similar to that of American Airlines. You’re planning a strong domestic U.S. network, flights to a few key Asian destinations such as HKG, NRT, OSA and BKK, a large presence in the Caribbean and Central and South America, and good coverage of the major European business centers from the U.S. Your financiers have given you a blank check with which to acquire your fleet. What types would you buy? Here are my choices:

A318/A319/A320 – most domestic U.S., Central American and Caribbean routes and some light-density northern South American flights

757-200 – high-density domestic U.S. routes and some Caribbean, Central and South American flights.

767-200 – long, thin transatlantic flights

767-300 – high-density domestic U.S. routes, high-density Caribbean routes, most South American and most European flights.

777-200 – All Asian flights, a few domestic U.S. hub-to-hub flights, and a few high-density European routes.

This is a pretty boring fleet from a planespotter’s perspective, but I think it would be efficient and would get the job done.

16 replies: All unread, jump to last
User currently offlineS.p.a.s. From Liechtenstein, joined Mar 2001, 996 posts, RR: 2
Reply 1, posted (13 years 6 months 2 weeks 1 day 18 hours ago) and read 2784 times:

If I had to choose the single aisle Airbus family for domestic and short/medium haul routes, I would certainly try to get long haul planes from Airbus too.

A330-200 and A340-500 would be my choice..

If I had a Boeing single-aisle fleet (737NGs) I would take the 777-200ER for all other long hauls and a small number of A340-500s for the extra-long haul routes (Pacific Rim)


If I were really holding a carte blanche.. Well.. would give Tupolev and Ilyushing some bunch of orders..  Smile


"ad astra per aspera"
User currently offlineTbonecapalbo From , joined Dec 1969, posts, RR:
Reply 2, posted (13 years 6 months 2 weeks 1 day 17 hours ago) and read 2757 times:

A320 series for domestic/USA routes.

767 Series for dense domestic/thin international routes.

A330/A340 series for international routes.

User currently offlineJcs17 From United States of America, joined Jun 2001, 8065 posts, RR: 36
Reply 3, posted (13 years 6 months 2 weeks 1 day 16 hours ago) and read 2747 times:

A318/319/320-Most US Domestic
A321-Some US Domestic, some Hawaii, Carribean, Mexico, very thin US-Europe routes, Latin America flights
A330-European/Indian Subcontinent flights, some Hawaii, some Transcon, South America flights
A340-West coast to Europe flights, Pacific flights, flights to Johannesburg
As someones signature says...got Commonality?

As for my commuter network:
Beech 1900
Dornier 328
ERJ 135/145

America's chickens are coming home to rooooost!
User currently offlineJohnJ From United States of America, joined Jun 2000, 1726 posts, RR: 2
Reply 4, posted (13 years 6 months 2 weeks 1 day 16 hours ago) and read 2730 times:

"As someones signature says...got Commonality?"

Ah yes... but I want to keep both manufacturers on their toes and working for my best interests. A little bit of healthy competition in the form of orders from both Boeing and Airbus keeps them from getting too cocky about their stranglehold on my fleet. If Airbus starts to do things that aren't making me happy with my fleet of A320s, I can threaten to place my next narrowbody order with Boeing in the form of the 737NG. Likewise, Airbus will get my next widebody order if Boeing doesn't keep me happy. I could still make these threats without actually buying planes from the competition, but having contracts in place with both manufacturers makes those threats that much more credible.

User currently offline747-451 From United States of America, joined Oct 2000, 2417 posts, RR: 5
Reply 5, posted (13 years 6 months 2 weeks 1 day 14 hours ago) and read 2677 times:


A319/A320 on short medium haul

B757/767-300 on intercontinental nad charter

B747-400 Long range

A380F freighter

777 long range

A380 NY-LA

User currently offlineScott4AA From United States of America, joined Apr 2002, 321 posts, RR: 1
Reply 6, posted (13 years 6 months 2 weeks 1 day 14 hours ago) and read 2674 times:

737-700/900 - short medium haul hub-spoke routes
757-200 - short medium haul hub-spoke routes
767-200 - transcons, international routes not supported by 777
767-400 - hub-hub routes, high density/low yield routes, Hawaii
777-200ER/LR - Asia, South America, Europe
777-300ER - High density Asia, South America, Europ

American Airlines - We Know Why You Fly
User currently offlineGigneil From United States of America, joined Nov 2002, 16347 posts, RR: 79
Reply 7, posted (13 years 6 months 2 weeks 1 day 13 hours ago) and read 2655 times:

Heh I wonder how many flights a day NY-LA could support with the A380.

I've been dreaming a lot lately about an all-freight airline...

BAe ATP-Fs for the 5-8 ton regional feeder market

BAe 146QTs for the 9-11 ton regional feeder to very thin medium range market

A320/321Fs unless those fail to materialize in 2004, otherwise (ew) 737-300Fs or this
mystical 737NG 20 ton freighter the Boeing website alludes to but doesn't say anything about... anyway for the 11-20 ton busy regional and thinner medium range market

A310-200 and -300F conversions for the medium-weight short and medium range trunks and
the rare feeder in the 20 to 35 ton market

Brand-new factory-built A300F4-600Rs for the heavy short and medium range and lighter medium-to-long range market - 35 to 54 tons

Brand-new A330-200Fs for heavy transcontinental, medium-heavy East Coast-Europe and SEA/PDX-ANC-Northeast Asia. If these didn't materialize, then I'd reluctantly choose 767-300Fs or MD-11Fs for this chore. - 54 to 65 or 91 tons

I think my dream fleet would have to have 747-400ERFs to fill that weird A330/MD-11F to A380F gap... this in the 65 to 110 ton gap.

Then of course the A380-800F for transcontinental hub-hub traffic, hub-Europe, hub-Asia, and Asia-Europe routes. Woo hoo 155 tons!


User currently offlineCVG777 From United States of America, joined May 2000, 1251 posts, RR: 5
Reply 8, posted (13 years 6 months 2 weeks 1 day 12 hours ago) and read 2637 times:

Commuter/Connection Aircraft + typical routes aircraft would be operated on
B1900D Point-to-Point, Some Hub-to-Spoke
DH8-200 Point-to-Point, Some Hub-to-Spoke
F328JET Hub-to-Spoke
CRJ-200LR Hub-to-Spoke
CRJ-700LR Hub-to-Spoke

Two class aircraft...Domestic US, Canada, Mexico, Central America, Caribbean, certain South American destinations.

Three-Class Aircraft- Certain transcontinental US routes, Europe, South America, Asia

User currently offlineXFSUgimpLB41X From United States of America, joined Aug 2000, 4300 posts, RR: 34
Reply 9, posted (13 years 6 months 2 weeks 1 day 12 hours ago) and read 2631 times:

Boeing 717
Airbus A319-320
Boeing 757-200
Boeing 767- Atlantic overseas
Boeing 777 and 747- Pacific overseas

Chicks dig winglets.
User currently offlineTxAgKuwait From United States of America, joined Aug 1999, 1803 posts, RR: 40
Reply 10, posted (13 years 6 months 2 weeks 1 day 10 hours ago) and read 2595 times:

If I were running an airline, I think I'd like to make a profit.

Thus my decision would be real easy.

I would buy B737-700s.

If I found the need to go international, I'd whine until Boeing hooked me up with an ETOPS version that would cross the North Atlantic. They already do California-Hawaii and seem to be doing okay across there.

Bottom line:commonality conquers all.

User currently offlineDasa From East Timor, joined Aug 2001, 760 posts, RR: 6
Reply 11, posted (13 years 6 months 2 weeks 1 day 9 hours ago) and read 2591 times:



User currently offlineMrLineGuy From United States of America, joined Mar 2002, 115 posts, RR: 0
Reply 12, posted (13 years 6 months 2 weeks 1 day 8 hours ago) and read 2578 times:




~Hub-Spoke (Domestic, International, and limited point-point)
~Narrow Body jets: 2 Classes
~Wide Body jets: 3 Classes


~B717 (thin, short haul, quick-turn, hub-spoke) (106 Pax in 2 Classes)

-700 (thin, short/medium haul, hub-spoke) (126 Pax in 2 Classes)
-800 (medium, short/medium haul, hub-spoke) (162 Pax in 2 Classes)
-900 (dense, short/medium haul, hub-spoke) (177 Pax in 2 Classes)

-200 (dense, short/medium/long haul, hub-spoke) (200 Pax in 2 Classes)
-300 (dense, short/medium/long haul, hub-spoke) (243 Pax in 2 Classes)

-200ER (thin, transcontinental and international) (181 in 3 Classes)
-300ER (dense, transcontinental and international) (218 in 3 Classes)
-400ER (dense hub-spoke, Hawaii/Florida markets) (245 Pax in 3 Classes)

-200ER (dense international, mainly European) (301 Pax in 3 Classes)
-200LR (dense international, mainly Asian) (301 Pax in 3 Classes
-*300ER* (dense international) (365 Pax in 3 Classes)

**300ER only if demand warrants the purchase**

I'd offer Domestic First and Domestic Economy
I'd offer International First, International Business, and International Economy

I know I'm dreaming, but sometimes it's fun!!


More right rudder...
User currently offlineXFSUgimpLB41x From United States of America, joined Aug 2000, 4300 posts, RR: 34
Reply 13, posted (13 years 6 months 2 weeks 1 day 7 hours ago) and read 2561 times:

Admendments to mine:

B767 for domestic heavy haul.
A330-300 for Atlantic ops
B777-300 and
B747-400 for Pacific ops

me likey!

Chicks dig winglets.
User currently offline717fan From Switzerland, joined Nov 2001, 2022 posts, RR: 6
Reply 14, posted (13 years 6 months 2 weeks 1 day 4 hours ago) and read 2520 times:

I would take the Dash 8 and the 717 to establish a new regional airline out of Zurich.

User currently offlineMandala499 From Indonesia, joined Aug 2001, 7561 posts, RR: 76
Reply 15, posted (13 years 6 months 2 weeks 1 day 2 hours ago) and read 2495 times:

In my opinion, Airbuses are fine aircraft but I wouldn't use it for high-cycle operations... but using 717s would restrict me to short haulers... So... I'm keeping my fleets simple and on the small end...

If I have to use new aircraft only I would use...
737NGs, keeping it to 700s and 800s only for <180 seaters
B767-200ERs for transcon and hub to hub.
A330-200s for transcontinental and transatlantics <270 seats.

Virtual hubbing in Vancouver for the Asian flights with smaller types feeding the traffic to medium and large cities in USA. This will prevent passengers from transitting in "horrible sterile areas" at major airports... if such operations are not allowed, the I'd use Seattle. There's no point in competing with the Asian carriers from the major citiies to Asia...

Use the 762ER to serve smaller cities in Japan direct from West coast USA.

For denser routes, 777-200ERs for Transpacific and higher capacity Transatlantic... <300 seaters.

The largest planes I would acquire will be 777-300ERs.

BKK would be served via ICN.

Just my useless idea !


When losing situational awareness, pray Cumulus Granitus isn't nearby !
User currently offlineElwood64151 From United States of America, joined Feb 2002, 2477 posts, RR: 5
Reply 16, posted (13 years 6 months 2 weeks 1 day 1 hour ago) and read 2473 times:

To get started:

MD-80s/90s (short-medium hub-and spoke domestic routes)
757-200 (long-haul domestic and North American/Carribean hub and spoke routes)
767-200/300 (international routes covering Asia, Europe and South America)
747-200 (international high-density routes such as London-New York and San Francisco-Tokyo)

For commuter routes:
Beech 1900 (for short-haul low-density routes)
ATR-42 (for short-haul high-density routes)
CRJ-200 (for medium-haul low density routes)
CRJ-700 (for medium-haul high-density routes)

After getting the airline established, I'd work for these fleet types:

717-300 (to replace MD-80s while increasing frequency)
737-800 (to replace 757s and work high-density short-medium routes)
767-300ER/LR (to replace older 767s and cover cross-country domestic routes)
777-200/300 (to replace 747s)

Operational hubs:

MCI (of course I'd choose that one)
It's the city nearest to the center of the contiguous 48 states, center of population of the US, and center of population to the North American continent. Would be an excellent cross-country hub if an airline with enough seed money to be effective took it up.

For northeastern routes and as a base for shutlle ops if we choose to operate them

BNA, BHM, CLT, or GSO (some of these would need terminal expansions)
For southeast routes and added frequency to Carribean destinations

For western routes and as a maintenance base. Also a good destination for any airline.

Those who fail to learn history are doomed to repeat it in summer school.
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