Allegiant Purchased 6 757's???
07-14-2009, 09:48 PM
#42
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Joined APC: Apr 2007
Posts: 231
1050 frames...55 were -300's.
07-15-2009, 04:46 AM
#43
Gets Weekends Off
Joined APC: Apr 2008
Posts: 1,619
"B757200ER" nailed it well....
Supposedly when AMR bought TWA and took TWA's B757's, they were not 180min ETOPS certified. I had heard DAL eventually bought those B757's (About 14 of them), and is flying them now.
For any DAL guys out there, did the company try to retro those to make them 180min ETOPS, or leave them 'plain jane' as they were?? Reason why I ask was trying to get even a ball park idea of how much a company would pay a pop to retro them with "HDG's" and Class D suppression systems to make them usable under the 180mins ETOPS??
Thanks for any info.....SC
Supposedly when AMR bought TWA and took TWA's B757's, they were not 180min ETOPS certified. I had heard DAL eventually bought those B757's (About 14 of them), and is flying them now.
For any DAL guys out there, did the company try to retro those to make them 180min ETOPS, or leave them 'plain jane' as they were?? Reason why I ask was trying to get even a ball park idea of how much a company would pay a pop to retro them with "HDG's" and Class D suppression systems to make them usable under the 180mins ETOPS??
Thanks for any info.....SC
07-15-2009, 07:31 AM
#44
Keep Calm Chive ON
Joined APC: Feb 2008
Position: Boeing's Plastic Jet Button Pusher - 787
Posts: 2,086
Just trying to get a 'general ball park grasp' on how much (cost feasible) an after market retro-$$ would be if the 'supposed' Alligent B757s were not 180 ETOPS as they stand right now.
If the 'rumor mill' is churning.....there is a big difference in cutting a deal with a leasing company and having them do the retro work to get the aircraft within proper ETOPS specs prior to the lessor taking them, than having an airline outright buy the platform and make the changes themself after the purchase....big difference $$ upfront.
Thanks for the insight Alfa....
07-15-2009, 08:45 AM
#45
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Joined APC: Apr 2008
Posts: 1,619
When riding in AA's JS mid-last year, the CA on the MD80 who I was hitching a ride came off the B756 as a first. When talking about AA's aircraft - orders/deliveries/ ect, he commented they had gotten rid of those specific Ex-TWA 75's b/c they had different engines than the rest of the fleet, and they were non-180 ETOPS....was just curious if that was 'someone talk'in', or did DAL actually retro them to 180 ETOPS after aquisition, or did they come from the leasing company already retroed before arriving on DAL's property??....that was the question.
Just trying to get a 'general ball park grasp' on how much (cost feasible) an after market retro-$$ would be if the 'supposed' Alligent B757s were not 180 ETOPS as they stand right now.
If the 'rumor mill' is churning.....there is a big difference in cutting a deal with a leasing company and having them do the retro work to get the aircraft within proper ETOPS specs prior to the lessor taking them, than having an airline outright buy the platform and make the changes themself after the purchase....big difference $$ upfront.
Thanks for the insight Alfa....
Just trying to get a 'general ball park grasp' on how much (cost feasible) an after market retro-$$ would be if the 'supposed' Alligent B757s were not 180 ETOPS as they stand right now.
If the 'rumor mill' is churning.....there is a big difference in cutting a deal with a leasing company and having them do the retro work to get the aircraft within proper ETOPS specs prior to the lessor taking them, than having an airline outright buy the platform and make the changes themself after the purchase....big difference $$ upfront.
Thanks for the insight Alfa....
07-15-2009, 11:16 AM
#46
Looking for a laugh
Joined APC: Feb 2008
Posts: 4,099
When riding in AA's JS mid-last year, the CA on the MD80 who I was hitching a ride came off the B756 as a first. When talking about AA's aircraft - orders/deliveries/ ect, he commented they had gotten rid of those specific Ex-TWA 75's b/c they had different engines than the rest of the fleet, and they were non-180 ETOPS....was just curious if that was 'someone talk'in', or did DAL actually retro them to 180 ETOPS after aquisition, or did they come from the leasing company already retroed before arriving on DAL's property??....that was the question.
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07-16-2009, 04:19 AM
#47
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Joined APC: Oct 2006
Posts: 1,001
thread drift
Does anyone have any evidence that Allegiant actually desires ETOPS aircraft?
I know the trend with 75's these days is to try to use them on low density over-water routes (or high density routes if you don't have a widebody to put on the route), but is this what Allegiant plans to do with them?
I assume that a 757 can generate lower costs than a MD-80 on a medium length route if you can get people in the seats. Is the plan really to use them for potential ETOPS route expansion, or just to use them on current higher density medium haul routes (Florida to Vegas?) where a 75 would generate better economics than a MD-80?
I know the trend with 75's these days is to try to use them on low density over-water routes (or high density routes if you don't have a widebody to put on the route), but is this what Allegiant plans to do with them?
I assume that a 757 can generate lower costs than a MD-80 on a medium length route if you can get people in the seats. Is the plan really to use them for potential ETOPS route expansion, or just to use them on current higher density medium haul routes (Florida to Vegas?) where a 75 would generate better economics than a MD-80?
07-16-2009, 10:39 AM
#48
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Joined APC: Feb 2007
Position: MD80 Captain
Posts: 165
Does anyone have any evidence that Allegiant actually desires ETOPS aircraft?
I know the trend with 75's these days is to try to use them on low density over-water routes (or high density routes if you don't have a widebody to put on the route), but is this what Allegiant plans to do with them?
I assume that a 757 can generate lower costs than a MD-80 on a medium length route if you can get people in the seats. Is the plan really to use them for potential ETOPS route expansion, or just to use them on current higher density medium haul routes (Florida to Vegas?) where a 75 would generate better economics than a MD-80?
I know the trend with 75's these days is to try to use them on low density over-water routes (or high density routes if you don't have a widebody to put on the route), but is this what Allegiant plans to do with them?
I assume that a 757 can generate lower costs than a MD-80 on a medium length route if you can get people in the seats. Is the plan really to use them for potential ETOPS route expansion, or just to use them on current higher density medium haul routes (Florida to Vegas?) where a 75 would generate better economics than a MD-80?
07-16-2009, 12:50 PM
#49
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Joined APC: Apr 2009
Position: Hiding under the counter
Posts: 276
I can say that up here in BLI, we just got a brand spankin' new push-back tug which has adjustable positions for the tow bar pin....
Supposedly it's the only station to get one of these so far.
Supposedly it's the only station to get one of these so far.
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