That photo is misleading, as will transpire.
GPA ordered two 767s c/ns 24952/3 which had Boeing GPA customer designation 767-3Y0 as part of an order for 8, c/ns 24947/24954.
It then sought lease contracts for the aircraft. 24947 was delivered as CC
-CDL on 11 March 1991 but the lease to LAN was not carried through and the aircraft was leased to TransBrasil on 15 May 1991.
24952 was delivered on 19 March 1991 as EI
-CAL and was delivered to Aer Lingus the same day.
24953 had EI
-CAM reserved by GPA for Aer Lingus. It was delivered as XA-RWX to GPA/Aer Lingus on 12 December 1991 and went to Aeromexico the same day.
The rest of the batch were cancelled.
-CAL was delivered in full Aer Lingus colours and crew familiarisation was carried out by using on routes to LHR
and various European destinations ex Dublin - I have photos taken at LHR
In June 1991, Aeromexico subleased the aircaft as XA-RWW. It was returned to Aer Lingus in October 1992, sub leased to Air Aruba in November, returned June 1993 then sub leased to TWA in February 1994 with whom it operated as EI
24953 was returned to Aer Lingus in February 1993. They operated it in the all white scheme until it was sub leased to TWA in February 1994 as EI
Aer Lingus had suffered a decline in their VFR Atlantic traffic in the late 1980s. Their 747s were flying with empty seats and were getting long in the tooth. The link with Boeing was strong, GPA was based at SNN
and GPA were big and flexible enough to be able to source extra aircraft in short order, or take back the aircraft if required with minimal penalties.
Aer Lingus had a plan to reduce the 747 fleet from 3 to 2, using them to JFK
and to use the 767s to Boston and develop new, thinner, routes to the US using down time to cover the more popular LHR
and Paris schedules.
The deal was flexible and, had it worked, no doubt one or more of the 767s GPA had to cancel would have been taken in addition.
As it was Saddam Hussein had other ideas and the reduction in air travel during Desert Shield and Desert Storm and in the year after, especially on the Atlantic, caused a massive downturn in Aer Lingus's traffic.
GPA was badly hit and, far from being flexible, insisted Aer Lingus continue their leases on the two aircraft leaving the airline to find sub-lessors - a situation only resolved after the remnants of GPA were absorbed into GE
This didn't solve Aer Lingus's 747 replacement problems, however, but traffic picked up, the A330-300 was perfect with regard to size, range and operating costs and 3 were ordered to replace the 747s.