Former TWA 757s

[IORFA]

You mean by shrinking into a merger? They are bigger now than they were.

 

[MCI transplant]

<_< -----Besides the difference in engines. Why would aa get reed of the nineteen exTWA 757s? As far as I know their making money for aa! If I remember correctly I do believe that the Pratt engine has a better fuel burn than the Rolls! If my memory serves me correctly it burns approx 600LBS per hour less! With the price of fuel today, that could add up quickly!

 

[WorldTraveler]

AA has never liked subfleets....even of engines.

I heard tell (correct me if wrong) that DL does engine maintenance on the TW 757s and AA does maintenance on DL's RR 892s on the 777s.

At one time, DL was interested in the TW 757s. I doubt if they could sign a lease until they are out of bankruptcy or at least have a Plan Of Reorg pretty close to finalization.

Jim,
you do keep keep this forum interesting. And I'm thankful you don't burn your biscuits.

 

[MCI transplant]

AA has never liked subfleets....even of engines.

I heard tell (correct me if wrong) that DL does engine maintenance on the TW 757s and AA does maintenance on DL's RR 892s on the 777s.

At one time, DL was interested in the TW 757s. I doubt if they could sign a lease until they are out of bankruptcy or at least have a Plan Of Reorg pretty close to finalization.

Jim,
you do keep keep this forum interesting. And I'm thankful you don't burn your biscuits.

<_< -----If aa's management was smart, and no one is accusing them of that, they would have kept that maintenance "in house" with the people who know those engines, and aircraft best. The same people who maintained them originally. The exTWA people here at the "Former TWA Overhaul Base" at MCI! But then again, sometimes I get the impression that aa still is trying to keep everyone, and everything, that was TWA at a absolute minimum! 😉 By the way, we do take care of them, and aa's 757s, when we're not working on Air Canada's 767's! At least the "C"checks!

 

[777 fixer]

<_< -----Besides the difference in engines. Why would aa get reed of the nineteen exTWA 757s? As far as I know their making money for aa! If I remember correctly I do believe that the Pratt engine has a better fuel burn than the Rolls! If my memory serves me correctly it burns approx 600LBS per hour less! With the price of fuel today, that could add up quickly!

If memory serves me correctly the RB211 typically stays on wing longer, i.e. fewer shop visits than the PW2000.

 

[MCI transplant]

If memory serves me correctly the RB211 typically stays on wing longer, i.e. fewer shop visits than the PW2000.

<_< ---- From someone who has worked on both, we had RB211 engines on our L1011's, and they're a vary good engine, but as for longevity, I'd say it all depends on who has been working on them! And how the engine is set up! Max power, shorter life span! Cut back on power, longer life span! (an oversimplification, but generally true!) And frankly I prefer working the RB! It's a whole lot easier to work on! Getting parts, from good ol "Darby" England, was a problem at times! Has that improved? <_< And believe me, I'm not trying to diminish the value of the RB, I'm merely trying to point out the positives of the Pratt!

 

[AMFAMAN]

<_< I'm merely trying to point out the positives of the Pratt!

MCI...I have heard many times that either just prior to the merger, or just after the merger, that the TWA 757's lost their ETOP's because of problems with the Pratts. Any truth to that?

 

[SegmentKing]

United seems to do fine with their ETOPS 757s.

 

[MCI transplant]

MCI...I have heard many times that either just prior to the merger, or just after the merger, that the TWA 757's lost their ETOP's because of problems with the Pratts. Any truth to that?

<_< ----- Nope! Not that I know of! In fact it was TWA that pioneered the ETOPS program to begin with! TWA never lost any of it's ETOPS ratings! At least not prior to the buy-out! We did have a couple of screw ups, and came close, but those weren't the fault of the engines! And it was early on in the program, so the FAA was watching us like a hawk!

United seems to do fine with their ETOPS 757s.

<_< ---- And I assume United flys 757's with Pratts?

 

[AMFAMAN]

<_< ----- Nope! Not that I know of! In fact it was TWA that pioneered the ETOPS program to begin with! TWA never lost any of it's ETOPS ratings!

Okay, that was a rumor from a few years back that I heard several times since.

 

[MCI transplant]

Okay, that was a rumor from a few years back that I heard several times since.

<_< ---- Listen people, I don't have to defend this Aircraft! The bottom line is the 757 is a money maker! Pratt engines or not! And I'd be vary surprised if aa put our exTWA planes down just because of the engines! ALCOA is one step closer to bringing their planes in for conversion. The problem is they can't find enough aircraft to begin with! And aa doesn't want to commit to a contract for just one or two planes! There ain't that many out there to be had! There must be a reason for that, No? 😉

 

[TWAnr]

Going, Going, Gone:

Jetwire - Monday, June 6, 2006

---CHANGES TO 757 FLEET TARGET $50 MILLION SAVINGS---
American Airlines will further simplify its fleet by returning 19 non-standard 757-200s, previously part of the TWA fleet, to their lessors between January 2007 and March 2008. Returning the former TWA 757s when their leases expire is a smart business decision that will save money, simplify operations, and improve efficiency as American continues to forge a different path to return to and sustain profitability. In making its decision, AA considered that these aircraft lacked important amenities such as oversized overhead bins and powerports, and required higher maintenance and equipment costs.

By returning these aircraft, AA will reduce its lease costs by about $50 million per year and avoid costly interior upgrades required to match remaining 757s. Despite a slight industry improvement recently, there are still underperforming parts of the network and American will continue to seek opportunities to further improve performance by reducing poor-performing flying. American also has 27 temporarily stored MD80s should the industry environment and the airline's performance improve enough to support growth. To achieve sustained profitability, reinvest in and grow the airline, American must operate its assets - airplanes, people and facilities - with greater productivity. Learn more on Jetnet.

Fleet Simplifications Target $50 Million Savings

American Airlines will further simplify its fleet by returning 19 non-standard 757-200s, previously part of the TWA fleet, to their lessors between January 2007 and March 2008. Returning the former TWA 757s at the end of the natural lease terms is a smart business decision that will save money, simplify operations, and improve efficiency as American continues to forge a different path to return to and sustain profitability.

This decision simplifies American's 757 fleet by eliminating a second cabin configuration lacking important customer amenities such as new seats, oversized overhead bins, in-flight entertainment, and powerports.

The decision to return these aircraft also reduces AA's lease costs by approximately $50 million per year and removes an aircraft with less competitive cabin amenities, therefore avoiding costly interior upgrades required to match remaining 757s. Schedule plans for 2007 are still being developed.

Despite a slight industry improvement recently, there are still underperforming parts of the network and American will continue to seek opportunities to further improve performance by reducing poor performing flying. To achieve sustained profitability, reinvest in and grow the airline, American must operate its assets - airplanes, people and facilities - with greater productivity.

How much money will the company save?

The decision to return the 19 leased aircraft is expected to save $50 million in lease costs per year and will avoid adding additional debt to the balance sheet.

There are additional benefits to be gained from simplifying the fleet and reducing operating complexity. This decision is another example of American's continuous efforts to return to sustained profitability, which will benefit employees, customers and investors.

Why does this make good business sense?

In addition to saving $50 million a year and reducing debt levels, returning these aircraft at the end of the lease terms provides a unique opportunity to continue fleet and operational simplification. The former TWA 757s have several differences compared to the other 124 757s in American's fleet, which create significant complexity and drive additional operating costs.

Different seating configuration which is disruptive with aircraft substitutions
Eight exit doors versus six exit doors requiring additional qualification training
Non-AA galleys, which have different parts and components (galley carts, oven racks, etc.) and drive unique catering provisioning
Smaller overhead bins which provide less storage space, often leading to gate-check of customer bags
Lack of in-seat power-ports which is not attractive to customers
The uniqueness of these aircraft results in additional maintenance complexity These aircraft have Pratt & Whitney engines, versus Rolls Royce engines on the remaining 124 757s in our fleet. Pratt & Whitney engine maintenance is outsourced driving additional M&E and purchasing effort. These aircraft also require additional spare engines as compared to the rest of the 757 fleet.
The uniqueness of these aircraft ultimately requires a unique inventory of parts which are more difficult to source.

Will jobs be affected by this decision?

Because most of these airplanes will not be returned until later in 2007 and the 2007 operating plan is in development, it is not clear how this will affect employees.

What is the schedule for returning the aircraft?

Leases expire in 2007 and 2008. The first aircraft will be returned in January 2007 and the last in March 2008. Some maintenance work will be performed on the on the aircraft prior to the lease return.

How does this decision affect future capacity plans?

The process of building the 2007 capacity plan is just beginning. Routes flown in 2007 will depend on factors such as route profitability, state of the industry and the economy, and the ability to increase utilization as a result of simplification and other efficiency efforts. If the environment improves, American has 27 MD80s in temporary storage.

We've experienced more than 16 consecutive months of record load factors. Shouldn't we be adding flights rather than grounding or returning airplanes?

Increased load factor is good news. However, load factors alone do not tell the story. During those same 16 months, American has lost money. In 2005, our net loss for the year was $681 million, added to a first quarter 2006 loss of $92 million, for a total of $773 million - all during a time of record load factors.

By using assets more productively, AA is able to manage capacity and fly its desired schedule with fewer airplanes. Additionally, balancing capacity has allowed American to increase its unit revenue and is an important factor in improving financial results.

American recently announced the temporary storage of 27 MD80s and now is returning 19 757s. Are there more aircraft decisions on the way?

American constantly evaluates aircraft needs, which in part are dependent upon industry conditions. American added two 777 aircraft to our fleet in 2006, one delivered as recently as May.

To reinvest in and ultimately grow the airline, it is necessary to achieve sustained profitability. The Performance Leadership Initiative is our roadmap to achieving success under the Turnaround Plan. It is important that everyone is vigilant in seeking ways to reduce costs, improve productivity, and close gaps.

Why communicate this now?

The lessor has secured a customer and will likely announce this soon. It was important to share this information with employees first.

 

[jj]

Going, Going, Gone:
[Lets not beat around the bush.Get rid of TWA when ever possible.Even die hard nazis cant dispute this. Dont worry all you die hards TWA will all be gone some day./quote

 

[MCI transplant]

For one quarter, I wouldnt go writing big checks just yet.

<_< -----For the first time in my life, I've got to say I agree with that one Milkey!!! Talk is cheap! "Show my the Money!!!"

Going, Going, Gone:

<_< ----- O.K.! The aircraft still won't be sitting arround long! It would be eronic, but now we know where ALCOA can get more aircraft! A win/win deal! It would only be fitting that exTWA employee's convert these planes right here at MCI!!! Stranger things have happened!Like aa buying TWA! 😛 😛 😛

 

[Hopeful]

<_< -----Besides the difference in engines. Why would aa get reed of the nineteen exTWA 757s? As far as I know their making money for aa! If I remember correctly I do believe that the Pratt engine has a better fuel burn than the Rolls! If my memory serves me correctly it burns approx 600LBS per hour less! With the price of fuel today, that could add up quickly!

Fleet Simplification Efforts Continue

From Corporate Communications: American is further simplifying its fleet by returning 19 non-standard 757-200s, previously part of the TWA fleet, to their lessors as the leases expire starting in January 2007. Returning these aircraft to the lessors reduces AA’s lease costs by approximately $50 million per year and avoids adding debt to AA’s balance sheet. It also removes an aircraft with less attractive cabin amenities. Upgrading these 19 aircraft to refurbish interiors and match the amenities of our remaining 757 fleet is costly. Returning these former TWA aircraft also allows American to avoid additional maintenance expense necessary to transition the aircraft to American’s maintenance program.



The former TWA 757s have several differences from the other 124 757s in our fleet, which create significant complexity and drive additional operating costs: Different seating configuration which is disruptive with aircraft substitutions; Eight exit doors versus six exit doors requiring additional qualification training; Non-AA galleys, which have different parts and components (galley carts, oven racks, etc.) and drive unique catering provisioning; Smaller overhead bins which provide less storage space, often leading to gate-check of customer bags; Lack of in-seat power-ports which is not attractive to customers; The uniqueness of these aircraft results in additional maintenance complexity; These aircraft have Pratt & Whitney engines, versus Rolls-Royce engines on the remaining 124 757s in our fleet. Pratt & Whitney engine maintenance is outsourced driving additional M&E and purchasing effort. These aircraft also require additional spare engines as compared to the rest of the 757 fleet; The uniqueness of these aircraft ultimately requires a unique inventory of parts which are more difficult to source.



Aircraft will remain in service until the leases expire and will be returned to the lessors between January 2007 and March 2008. American also has 27 temporarily stored MD80s should the industry environment and the airline’s performance improve enough to support growth.