They have none in service anyway. I'm sure there are good online sources that will indicate the status of individual aircraft in the AA fleet.

Now somebody needs to grab these A332s. It will be really unfortunate if aircraft that have flown for only 6 years get scrapped like N291AY, 292, and 293.

I wonder if it's frames 175, 189-191, and 195-199

JohanTally wrote:

Now somebody needs to grab these A332s. It will be really unfortunate if aircraft that have flown for only 6 years get scrapped like N291AY, 292, and 293.

I do not show these aircraft as being scrapped but rather in storage. I do show 270 and 271 as being scrapped with nearly 90,000 hours on the frames

n471wn wrote:

JohanTally wrote:

Now somebody needs to grab these A332s. It will be really unfortunate if aircraft that have flown for only 6 years get scrapped like N291AY, 292, and 293.

I do not show these aircraft as being scrapped but rather in storage. I do show 270 and 271 as being scrapped with nearly 90,000 hours on the frames

Dang, only 9 years old...

SEAorPWM wrote:

n471wn wrote:

JohanTally wrote:

Now somebody needs to grab these A332s. It will be really unfortunate if aircraft that have flown for only 6 years get scrapped like N291AY, 292, and 293.

I do not show these aircraft as being scrapped but rather in storage. I do show 270 and 271 as being scrapped with nearly 90,000 hours on the frames

Dang, only 9 years old...

270 and 271 were PW A333s and those 2 are 23 years old. 270-278 were PW A333s while 279-293 are much younger A332s and have the more popular RR Trent's.

Back to the topic, are the '57 going to be converted or parted out to support other carriers frames?

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

The pilots that flew those planes would have been re-trained on other types, so now you would have to re-train them to fly them again.

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

The A332's were getting worn. I flew on them a bunch before COVID, from LAX-PHL-SJU. IF anyone takes thoses, and my money is on that not happening, they're going to need rebranding and definately a cabin refresh. I have to believe that there are better examples of 332's out there than those. As for the 757? Those jets are just a memory, for all the reasons you just stated, not to mention that they too were well worn. They are much better served supporting someones cargo operation.

MDC862 wrote:

Back to the topic, are the '57 going to be converted or parted out to support other carriers frames?

They are being acquired to *support* the market and AAR is a support provider, so these will be parted out.

Tack wrote:

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

The A332's were getting worn. I flew on them a bunch before COVID, from LAX-PHL-SJU. IF anyone takes thoses, and my money is on that not happening, they're going to need rebranding and definately a cabin refresh. I have to believe that there are better examples of 332's out there than those. As for the 757? Those jets are just a memory, for all the reasons you just stated, not to mention that they too were well worn. They are much better served supporting someones cargo operation.

I rode on one 6 months before they were parked and it was in phenomenal shape in the premium economy section. There aren't a ton of passenger A332s delivered in the last decade and almost all of them are flying except maybe some at MU. My fear is it's just an undesirable model especially after the A333 offered the 242t option.

VS11 wrote:

I wonder how much AA is getting for these 9 757s. Any ideas?

Not much if they are essentially part donors.

Tack wrote:

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

The A332's were getting worn. I flew on them a bunch before COVID, from LAX-PHL-SJU. IF anyone takes thoses, and my money is on that not happening, they're going to need rebranding and definately a cabin refresh. I have to believe that there are better examples of 332's out there than those. As for the 757? Those jets are just a memory, for all the reasons you just stated, not to mention that they too were well worn. They are much better served supporting someones cargo operation.

Although the A330's aren't that old, how many cycles do they have? I remember they flew in here to SJU quite a lot.

As for the 757's, YouTube has become one's only hope to experience and relive being on-board an AA 757, sadly

VS11 wrote:

Aviation Services Provider AAR Purchases Nine 757-200 Aircraft From American Airlines

https://finance.yahoo.com/news/aviation ... 10542.html

""The acquisition of these aircraft and engines will enable AAR to continue to support the RB211-powered 757 cargo market," said Brian Salvatori, AAR's Vice President of Asset Trading."

Will AA have any 757s left after this sale?

https://www.planespotters.net/airline/American-Airlines

It appears that the 9 B757s remaining in storage at ROW will be the last of them to find buyers. AAR is most likely going to use these as parts donors, especially if the 9 have RB211s with a reasonable amount of green time left.

robleroy121721 wrote:

Tack wrote:

JohanTally wrote:

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

The A332's were getting worn. I flew on them a bunch before COVID, from LAX-PHL-SJU. IF anyone takes thoses, and my money is on that not happening, they're going to need rebranding and definately a cabin refresh. I have to believe that there are better examples of 332's out there than those. As for the 757? Those jets are just a memory, for all the reasons you just stated, not to mention that they too were well worn. They are much better served supporting someones cargo operation.

Although the A330's aren't that old, how many cycles do they have? I remember they flew in here to SJU quite a lot.

As for the 757's, YouTube has become one's only hope to experience and relive being on-board an AA 757, sadly

They were mostly used TATL but did fly to the Caribbean and a few other places when there was slack in the schedule. I would think they are between 4000-9000 cycles as a very rough estimate.

robleroy121721 wrote:

As for the 757's, YouTube has become one's only hope to experience and relive being on-board an AA 757, sadly

I loved those AA 75s and their zippy lift at take-off. Sitting aft in that pencil & watching that forward cabin pitch up quickly was a thrill each time.

I think if these were viewed as being in good shape, they would have been part of the tranche of 24 (with extra engines) that went to AerSale. Interestingly, AerSale owns businesses that could store, refurbish, lease out, convert, or part out and store parts, so we were speculating what the split would be among disposition possibilities. Turns out, almost all got (or are getting) the Precision Conversion, at touch-work facilites in the US and abroad. Given the successful purchase of those 24, hard to imagine that the 9 that AAR bought wouldn't have been sought by AerSale if they had the same breadth of possibilities.

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

I would expect the chances that those A332s get converted to freighters greater than the likelihood that they will re-enter passenger service.

Towards the end weren't the AA 757 considered maintenance delay prone? I seem to recall they were in worse shape than DL and UA's from a service reliability standard.

jbs2886 wrote:

MDC862 wrote:

Back to the topic, are the '57 going to be converted or parted out to support other carriers frames?

They are being acquired to *support* the market and AAR is a support provider, so these will be parted out.

Yeah, that is there sure future. I'm fairly certain there aren't anymore 757 conversion lines open anyway. Market has pretty much given in to the 738/A321 on the lower end and the 763 on the higher end.

argentinevol98 wrote:

jbs2886 wrote:

MDC862 wrote:

Back to the topic, are the '57 going to be converted or parted out to support other carriers frames?

They are being acquired to *support* the market and AAR is a support provider, so these will be parted out.

Yeah, that is there sure future. I'm fairly certain there aren't anymore 757 conversion lines open anyway. Market has pretty much given in to the 738/A321 on the lower end and the 763 on the higher end.

There are - Aer Sale is sending their ex-AA 757s through Precision.

MRO has a huge operation in Carbondale, Illinois at the MDH Airport.

http://carbondaleil.chambermaster.com/l ... o-llc-2129

I have seen a National 757 fly into MDH to be parted out.

https://flightaware.com/live/flight/N56 ... 3saZkO9PYc

I am curious if those AA 757's will be flying into MDH to be parted out.

Not the first time for MDH. MDH is also doing MX work for Contour Airlines too.

Alex

Polot wrote:

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

I would expect the chances that those A332s get converted to freighters greater than the likelihood that they will re-enter passenger service.

I agree.

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

Important to mention too - for those unaware, this is remarkably expensive to rectify.

The cost of putting a new sim in, conducting a bid, pulling pilots for training, basically rebuilding the whole program from scratch, is akin to a new type introduction, but based on the number of frames you're phasing back *in*, the logistics can get even more challenging depending on the timeline. And that's before you factor in training for maintenance, ramp, above-the-wing employees, warehousing spares, the cost of actually reactivating the airplane...
More complexity and less bodies for the rest of the operation, too. If you're short on labor, the last thing you want to do is start creating new equipment categories and hamstringing your operational flexibility.

There's no reason to spend that kind of money on something that's planned to be a temporary problem. XLRs and B789s are coming in 2024, easier and less expensive to wait, even if there's an opportunity cost.

VS11 wrote:

bluecrew wrote:

JohanTally wrote:

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

Important to mention too - for those unaware, this is remarkably expensive to rectify.

The cost of putting a new sim in, conducting a bid, pulling pilots for training, basically rebuilding the whole program from scratch, is akin to a new type introduction, but based on the number of frames you're phasing back *in*, the logistics can get even more challenging depending on the timeline. And that's before you factor in training for maintenance, ramp, above-the-wing employees, warehousing spares, the cost of actually reactivating the airplane...
More complexity and less bodies for the rest of the operation, too. If you're short on labor, the last thing you want to do is start creating new equipment categories and hamstringing your operational flexibility.

There's no reason to spend that kind of money on something that's planned to be a temporary problem. XLRs and B789s are coming in 2024, easier and less expensive to wait, even if there's an opportunity cost.

Wouldn't they be able to swap them with a leasing company for 787s for which presumably they would have crews?

Are there GE powered 787s readily available for lease? Also they would likely need to be fit with an AA interior.

bluecrew wrote:

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

Important to mention too - for those unaware, this is remarkably expensive to rectify.

The cost of putting a new sim in, conducting a bid, pulling pilots for training, basically rebuilding the whole program from scratch, is akin to a new type introduction, but based on the number of frames you're phasing back *in*, the logistics can get even more challenging depending on the timeline. And that's before you factor in training for maintenance, ramp, above-the-wing employees, warehousing spares, the cost of actually reactivating the airplane...
More complexity and less bodies for the rest of the operation, too. If you're short on labor, the last thing you want to do is start creating new equipment categories and hamstringing your operational flexibility.

There's no reason to spend that kind of money on something that's planned to be a temporary problem. XLRs and B789s are coming in 2024, easier and less expensive to wait, even if there's an opportunity cost.

100%. As much as I love the 757, it’s days as a passenger jet are numbered. The fact that it should have a long life as a cargo hauler has to be enough for us AvGeeks.

Tack wrote:

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

The A332's were getting worn. I flew on them a bunch before COVID, from LAX-PHL-SJU. IF anyone takes thoses, and my money is on that not happening, they're going to need rebranding and definately a cabin refresh. I have to believe that there are better examples of 332's out there than those. As for the 757? Those jets are just a memory, for all the reasons you just stated, not to mention that they too were well worn. They are much better served supporting someones cargo operation.

AA refreshed the A332 cabins right before the pandemic. They were retrofitted with Premium Economy. The A330-300s were a different issue entirely.

ContinentalEWR wrote:

Tack wrote:

JohanTally wrote:

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

The A332's were getting worn. I flew on them a bunch before COVID, from LAX-PHL-SJU. IF anyone takes thoses, and my money is on that not happening, they're going to need rebranding and definately a cabin refresh. I have to believe that there are better examples of 332's out there than those. As for the 757? Those jets are just a memory, for all the reasons you just stated, not to mention that they too were well worn. They are much better served supporting someones cargo operation.

AA refreshed the A332 cabins right before the pandemic. They were retrofitted with Premium Economy. The A330-300s were a different issue entirely.

The difference between the A333s and A332s were night and day as far as the shape of the interior goes. You don't have any idea of what kind of cycles the A332s had do you? I was estimating between 4k and 9k for the oldest A332s.

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

HKA should be buying the A332s to bring back their North American services.

hz747300 wrote:

JohanTally wrote:

volatus24 wrote:

Doesn't AA have a shortage of transatlantic-capable planes right now? Why don't they reactivate these 757s (and 332s) for themselves? Not enough pilots perhaps?

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

HKA should be buying the A332s to bring back their North American services.

Are you referring to HX because most of their own fleet is stored so I'm not sure they are looking for more.

JohanTally wrote:

ContinentalEWR wrote:

Tack wrote:

The A332's were getting worn. I flew on them a bunch before COVID, from LAX-PHL-SJU. IF anyone takes thoses, and my money is on that not happening, they're going to need rebranding and definately a cabin refresh. I have to believe that there are better examples of 332's out there than those. As for the 757? Those jets are just a memory, for all the reasons you just stated, not to mention that they too were well worn. They are much better served supporting someones cargo operation.

AA refreshed the A332 cabins right before the pandemic. They were retrofitted with Premium Economy. The A330-300s were a different issue entirely.

The difference between the A333s and A332s were night and day as far as the shape of the interior goes. You don't have any idea of what kind of cycles the A332s had do you? I was estimating between 4k and 9k for the oldest A332s.

N279AY in 2020, according to its SDR, had close to 43,000 hours and 6354 cycles.

Spacepope wrote:

JohanTally wrote:

ContinentalEWR wrote:

AA refreshed the A332 cabins right before the pandemic. They were retrofitted with Premium Economy. The A330-300s were a different issue entirely.

The difference between the A333s and A332s were night and day as far as the shape of the interior goes. You don't have any idea of what kind of cycles the A332s had do you? I was estimating between 4k and 9k for the oldest A332s.

N279AY in 2020, according to its SDR, had close to 43,000 hours and 6354 cycles.

Wow that is even lower than I expected for their oldest A332. Lots of life left in that frame even though it may never fly again.

Tack wrote:

bluecrew wrote:

JohanTally wrote:

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

Important to mention too - for those unaware, this is remarkably expensive to rectify.

The cost of putting a new sim in, conducting a bid, pulling pilots for training, basically rebuilding the whole program from scratch, is akin to a new type introduction, but based on the number of frames you're phasing back *in*, the logistics can get even more challenging depending on the timeline. And that's before you factor in training for maintenance, ramp, above-the-wing employees, warehousing spares, the cost of actually reactivating the airplane...
More complexity and less bodies for the rest of the operation, too. If you're short on labor, the last thing you want to do is start creating new equipment categories and hamstringing your operational flexibility.

There's no reason to spend that kind of money on something that's planned to be a temporary problem. XLRs and B789s are coming in 2024, easier and less expensive to wait, even if there's an opportunity cost.

100%. As much as I love the 757, it’s days as a passenger jet are numbered. The fact that it should have a long life as a cargo hauler has to be enough for us AvGeeks.

I mean, you still regularly see DC-10s, A300s, Metroliners, lots of long-gone types flying cargo. The 757 will be around for as long as the frames have it in them, but it's probably going to be 100% cargo before too long.

It's a real hinge point to think of a 757 with a slightly less powerful and less thirsty engine, a viable -100 variant, and similar performance on the -200s. It would have been an A321 in 1982 - a much better modern airframe for Boeing than the Frankenstein 737. Could have been a much more lengthy career.

I'll really miss the 757, it'll be a shame, but the days, ultimately, are numbered.

bluecrew wrote:

Tack wrote:

bluecrew wrote:

Important to mention too - for those unaware, this is remarkably expensive to rectify.

The cost of putting a new sim in, conducting a bid, pulling pilots for training, basically rebuilding the whole program from scratch, is akin to a new type introduction, but based on the number of frames you're phasing back *in*, the logistics can get even more challenging depending on the timeline. And that's before you factor in training for maintenance, ramp, above-the-wing employees, warehousing spares, the cost of actually reactivating the airplane...
More complexity and less bodies for the rest of the operation, too. If you're short on labor, the last thing you want to do is start creating new equipment categories and hamstringing your operational flexibility.

There's no reason to spend that kind of money on something that's planned to be a temporary problem. XLRs and B789s are coming in 2024, easier and less expensive to wait, even if there's an opportunity cost.

100%. As much as I love the 757, it’s days as a passenger jet are numbered. The fact that it should have a long life as a cargo hauler has to be enough for us AvGeeks.

I mean, you still regularly see DC-10s, A300s, Metroliners, lots of long-gone types flying cargo. The 757 will be around for as long as the frames have it in them, but it's probably going to be 100% cargo before too long.

It's a real hinge point to think of a 757 with a slightly less powerful and less thirsty engine, a viable -100 variant, and similar performance on the -200s. It would have been an A321 in 1982 - a much better modern airframe for Boeing than the Frankenstein 737. Could have been a much more lengthy career.

I'll really miss the 757, it'll be a shame, but the days, ultimately, are numbered.

Granted, the A321 didn't really take off until the -200 was introduced in '96. The 757 had a much more modern flight deck at the start than the 737 (hello EICAS) - keep in mind this was only 5/6 years before the A320 entered service and 15 after the 737 Jurassic (which was approaching the end of it's run in '82,).

Yonderlust wrote:

robleroy121721 wrote:

As for the 757's, YouTube has become one's only hope to experience and relive being on-board an AA 757, sadly

I loved those AA 75s and their zippy lift at take-off. Sitting aft in that pencil & watching that forward cabin pitch up quickly was a thrill each time.

That and the roar & shudder of the RB211s at takeoff power.

Western727 wrote:

Yonderlust wrote:

robleroy121721 wrote:

As for the 757's, YouTube has become one's only hope to experience and relive being on-board an AA 757, sadly

I loved those AA 75s and their zippy lift at take-off. Sitting aft in that pencil & watching that forward cabin pitch up quickly was a thrill each time.

That and the roar & shudder of the RB211s at takeoff power.

I recall very clearly one example of said AA 752 takeoff, this one from DFW, when I was in a window seat on the right side a couple of seats forward of the rear. As the RB211s got throttled to TO power, I excitedly looked at the stranger next to me; he had been reading a book. But...after I looked at him he suddenly dropped his book once he realized he couldn't read during the shudder. And he had an annoyed look on his face. I bit my tongue and looked back out to enjoy the takeoff, but I remember feeling...DEEPLY offended.

Western727 wrote:

And he had an annoyed look on his face. I bit my tongue and looked back out to enjoy the takeoff, but I remember feeling...DEEPLY offended.

Ha ha! Yes, he should be ashamed:)
That shake was the best. It made you realize the raw mechanics of lift.

Western727 wrote:

Yonderlust wrote:

robleroy121721 wrote:

As for the 757's, YouTube has become one's only hope to experience and relive being on-board an AA 757, sadly

I loved those AA 75s and their zippy lift at take-off. Sitting aft in that pencil & watching that forward cabin pitch up quickly was a thrill each time.

That and the roar & shudder of the RB211s at takeoff power.

I think you'll love this. RB211s always startled me during thrust reduction on climb out.
https://youtu.be/cv1P5CjYeLM

JohanTally wrote:

Tack wrote:

JohanTally wrote:

They have gotten rid of simulators and parts also they wouldn't have any current pilots. Unfortunately the A330 is finished at AA but some of these planes could come in handy for a startup airline or one needing capacity. The A332s have a relatively modern cabin and wouldn't need much other than some rebranding.

The A332's were getting worn. I flew on them a bunch before COVID, from LAX-PHL-SJU. IF anyone takes thoses, and my money is on that not happening, they're going to need rebranding and definately a cabin refresh. I have to believe that there are better examples of 332's out there than those. As for the 757? Those jets are just a memory, for all the reasons you just stated, not to mention that they too were well worn. They are much better served supporting someones cargo operation.

I rode on one 6 months before they were parked and it was in phenomenal shape in the premium economy section. There aren't a ton of passenger A332s delivered in the last decade and almost all of them are flying except maybe some at MU. My fear is it's just an undesirable model especially after the A333 offered the 242t option.

These could be valuable as freighter conversions as they are RR Trent frames. However, there is also a surplus of A332s on the secondhand market. I wonder if someone like Omni Air might finally jump on these, given that they’re flying old 767s as passenger frames (those frames could then enter freighter conversion).

Zidane wrote:

I think you'll love this. RB211s always startled me during thrust reduction on climb out.
https://youtu.be/cv1P5CjYeLM

Lawnmower Express! I love it for the sheer reminder that there's a basic mechanical engine there.

First one ferried to ARA on Thursday, so maybe not for parts.

aemoreira1981 wrote:

These could be valuable as freighter conversions as they are RR Trent frames. However, there is also a surplus of A332s on the secondhand market. I wonder if someone like Omni Air might finally jump on these, given that they’re flying old 767s as passenger frames (those frames could then enter freighter conversion).

Last I checked, National has had some challenges getting the Air Mobility Command to be interested in its pax 332. Other government agencies, like the state department, have used it sometimes, but it's interesting, given that National is a significant defense contractor. AMC seems to like 747s, 767s and 738s at the moment. Maybe they're just set up for those and if all of a sudden there are a bunch of 332s available for charter, that might change.

So I think Omni is going to do what the retired military brass the airline has hired suggest is what the military will most likely want.