Quote:
Originally Posted by Cheddar
Last thing I heard a few months ago was the 767 ‘dies’ in PHL while the 757 lasts until 2025 ending in DFW.
321N is taking over the 757 classic spots in PHX and the 787 the 767 in PHL. My guess is the 321N will be a 1/1 replacement for most of the 757’s and the 788 will do the same for the ‘long thin routes’ like KEF/ANC (DFW examples). The other 788’s will be emerging markets WB’s (like the 767 in PHL) or 1/1 straight 763 capacity replacements (like HI DFW flying was before they removed the 767 and sent them to PHL and the 777 took over even during the slow months).
The 789’s are the fun ones, doing what isn’t profitable or logistically incapable for the 777’s. This frees up 777 fleet to be better utilized for capacity heavy routes in Europe/Asia/SA and allows us to explore other new routes with the 789’s.
Speaking earlier of Vasu, he’s a HUGE fan of the 773ER and he’s told anyone that asks that he wants more.
Time will tell.
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Well he said he loved the 75/76 too and a month later we had a time table for getting rid of them at an accelerated pace.
So I guess that means the -300ER is f'd. Too bad, it's one badass widebody. Nothing else has such a presence.
The 787 was originally supposed to only be eight across in coach, but AA being AA made it nine which squashed the seats. I think that is the only way it can beat the A330neo on a CASM basis. The A350 is a bigger plane than the 787 and was kinda sorta a replacement for the 747 and largest 777 variants IIRC.
The biggest issue with the 787 is range, in that it has too much, and all that cost money in the form of weight. Hence why Boeing wanted to make a MOM aircraft with a 5000 mile range. They think with a composite structure they can do so - in order to be similar in fuel burn to a narrow body it needs an elliptical fuselage which composites allow. The problem with composites is they are expensive...
03-09-2024
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