There are still a few around. American had a large fleet which they rapidly decommissioned as they came up for some expensive upgrade requirements.Whatever happened to Boeing's 717?
There are still a few around. American had a large fleet which they rapidly decommissioned as they came up for some expensive upgrade requirements.Whatever happened to Boeing's 717?
Delta and Hawaiian Airlines have a bunch. They're perfect for the latter's operation. Excellent airplane - think an MD-80 with significant upgrades.Whatever happened to Boeing's 717?
AA’s fleet wasn’t due for upgrades. They were removed from the fleet in 2002 after only a couple of years in service. They were acquired through AA’s acquisition of TWA back in 2000/01, but were incompatible with AA’s own fleet of similarly sized F100s. Apparently the lease rates were too high (having been signed by TWA when they were financially struggling), and AA was able to drop the leases in favor of retaining their own F100s which, at the time, were less expensive to operate. I don’t recall all of the details, but I think the owner (Boeing Capital, IIRC) didn’t want to negotiate a lower rate for AA, and perhaps the lease was still technically in the name of bankrupt TWA, and thus eligible for rejection.There are still a few around. American had a large fleet which they rapidly decommissioned as they came up for some expensive upgrade requirements.
That was my recollection as well, as both an AA FF and shareholder at the time. I think though that the incompatibility with the MD-80 fleet was more of an issue. A few of the 717's (aka the MD-95) survived as long as the F-100's - the last of which retired in 2003 IIRC. They were both great airplanes, based on my experience. The Fokker's had real galleys and were capable of generating a hot breakfast, unlike the regional jets that replaced them, and the 717's had amazing air quality. The DL 717's continue to serve Toronto and I choose them as often as I fly Delta.AA’s fleet wasn’t due for upgrades. They were removed from the fleet in 2002 after only a couple of years in service. They were acquired through AA’s acquisition of TWA back in 2000/01, but were incompatible with AA’s own fleet
Trump has a clapped out 757 parked somewhere. Hopefully he'll have to dust it off soon.I agree. Most 757s will be gone from passenger service within the '20s decade. They will be replaced by more modern planes with scant attention to common type rating. For example, United is replacing them with a mix of 737-10s (for domestic missions) and A321XLR (for transoceanic internatinal missions).
I loved those "Super 100's" that AA used when competing with Southwest out of Love Field...they were reconfigured as 56 seaters, with an all business class type service, at regular coach fares to satisfy the Wright Amendment requirements, until they were amended and rescinded...That was my recollection as well, as both an AA FF and shareholder at the time. I think though that the incompatibility with the MD-80 fleet was more of an issue. A few of the 717's (aka the MD-95) survived as long as the F-100's - the last of which retired in 2003 IIRC. They were both great airplanes, based on my experience. The Fokker's had real galleys and were capable of generating a hot breakfast, unlike the regional jets that replaced them, and the 717's had amazing air quality. The DL 717's continue to serve Toronto and I choose them as often as I fly Delta.
I was thinking the big hand is always on the 12 because they don’t know how to tell time.Another of the numerous Trump business misadventures.![]()
So many planes now have digital screens on the back of every seat, that they can show you views outside the plane there. I even read about a plane that had virtual windows for a center section enclosed area.To separate the large from the small, I'll add my comments here. The issues of window shades (and the electronic ones on the 787) are an argument that will never fully satisfy everyone. They do save weight, which is important, but practically, they are a compromise between those that want to look out the window no matter what, and those that want the cabin as dark as possible so they can sleep/watch in-flight entertainment, etc. The dimming feature does not go completely opaque, yet they do very heavily limit the amount of light that can enter. You can still see out (albeit with a very heavy dark blue tint), but the cabin remains dark.
The other half of the controversy is that, because they are electronic, the crew can control them centrally. So if they want the cabin to be dark, they can lock it out (and likewise if they want the windows transparent, such as for takeoff and landing). That, of course, bugs the folks that want full control of the window shade to the exclusion of anyone else.
Total fiasco. He hired people that had no clue how to update the aircraft. He lost an unbelievable amount of money, plus what others got screwed out of.Another of the numerous Trump business misadventures.![]()
Actually AA has been a substantial Airbus customer since the merger and already had some on-order before it. New acquisitions probably outnumber the inherited aircraft at this point. Their new A-321's are very nice airplanes, whereas the new 319's are horrible - even in the front cabin.New question on topic:
Who is buying Boeing anymore? I just read that with the 737-800 Max fiasco, even Southwest could break with 47 years of tradition and start buying A320 family jets.
My last several flights on AA have all been Airbus acquired from USAir. It seems hard-pressing to even call them "American" Airlines anymore.
Now that was an interesting airplane. Passengers and crew either loved them or hated them. You'd get great service from both sides in the "throne seat" in First Class. They were common Transatlantic for awhile, then South American and Caribbean routes because of their huge cargo capacity. They'd be gone by now anyway, but would have lasted longer if not for the incident you mentioned above.Recall that AA had a fleet of 35 A-300-600R’s, from 1988 until 2009.
Boeing's "exclusive provider" status was established much earlier than the crash of AA587 in November 2001. The exclusivity agreement was signed in November 1996 (and similar agreements were also signed between Boeing and Delta and Continental Airlines around the same time).They were ordered when AA and Boeing were disputing over the 767-300 order, and Airbus took advantage of that, and made AA a great offer, in an effort to get their foot in AA’s door.
Later, after the tragic crash of an A300 taking off from JFK, AA and Airbus pointed the finger at each other, and Boeing became the touted “exclusive provider” of AA aircraft, for a few years, anyway...
I don't recall AA ever having any A310's. I have definitely flown on an A310 with other airlines, but have also been to London on an American A300-600.Many of the Transatlantic flights were actually the little sister the A-310. But it came in 2 versions, and the shorter range version used to make unscheduled fuel stops quite often when headwinds were strong. Delta inherited a bunch from Pan Am.
I also flew on one them, across the Atlantic. I liked the double armrest separating the two center coach seats...I don't recall AA ever having any A310's. I have definitely flown on an A310 with other airlines, but have also been to London on an American A300-600.