767 Fleet/Subfleet Activity (2018)

AV8AJET · Mon Feb 26, 2018 9:12 pm

Allee wrote:
DHL ordered a 767-300 BCF at Singapore Airshow. I'm curious who is getting it

Maybe Atlas to replace a 767-200?

hkcanadaexpat · Mon Feb 26, 2018 10:58 pm

N156FE (Federal Express) was delivered from @PAE to @IND on 2/23. LN 1142. This is the 3rd new 763FER delivered to FEDEX this year.

hkcanadaexpat · Fri Mar 02, 2018 11:55 pm

N387AM (Cargo Aircraft Management) has been delivered from @TLV to @CVG on 3/1. This is the first cargo conversion to be completed in 2018. It is currently getting painted @ROW and will eventually have new regs applied. LN 541. 1994-build. Originally delivered to American Airlines.

briguychau · Sat Mar 03, 2018 12:01 am

Air Canada C-FCAG 767-300ER was ferried YYZ-MZJ for storage/retirement yesterday (March 1st).

wjcandee · Sat Mar 03, 2018 10:12 pm

hkcanadaexpat wrote:
N387AM (Cargo Aircraft Management) has been delivered from @TLV to @CVG on 3/1. This is the first cargo conversion to be completed in 2018.

I'm thinking that you mean "the first one for CAM", because I think 1399A was delivered to CVG on 1/8.

hkcanadaexpat · Sun Mar 04, 2018 2:48 am

wjcandee wrote:
I'm thinking that you mean "the first one for CAM", because I think 1399A was delivered to CVG on 1/8.

i have 1399A as delivered to @PSM on 12/22 last year in my files. could be wrong though.

wjcandee · Sun Mar 04, 2018 9:35 am

hkcanadaexpat wrote:
wjcandee wrote:
I'm thinking that you mean "the first one for CAM", because I think 1399A was delivered to CVG on 1/8.

i have 1399A as delivered to @PSM on 12/22 last year in my files. could be wrong though.

Nah. You're right, our Oracle! I have it at CVG on 1/8, but that's after it was painted. So you are correct that it entered the US from conversion on 12/22, and that's the right date to use.

wjcandee · Wed Mar 07, 2018 8:28 am

N763CK (Kalitta Air) has been delivered from @MEX to @OSC on 3/4. This is the second cargo conversion to be completed in 2018, and Kalitta's second from IAI/Bedek-Mexicana MRO. LN 501. 1993-build. Originally delivered to Gulf Air.

It was 4.5 months in conversion at @MEX.

N764CK is presently being converted in @MEX; arrived 1/31. LN 538. 1994-build. Also originally delivered to Gulf Air.

Spacepope · Wed Mar 07, 2018 10:06 pm

Looks like former JAL N363UP is going into freighter conversion, headed to China via ANC.

767-200 LN 99 is ferrying MCI-LIM. What's the story on this operator?

wjcandee · Wed Mar 07, 2018 10:09 pm

I think it's actually gonna go to QPG, which is the BCF primary line; the TPE line seems to be for overflow.

hkcanadaexpat · Thu Mar 08, 2018 10:44 pm

N7375A (Cargo Aircraft Management) has been delivered from @TLV to @CVG on 3/7. This is the third cargo conversion to be completed in 2018 (and third in the span of a week!). Once painted, it will have new regs applied. LN 441. 1992-build. Originally delivered to American Airlines.

hkcanadaexpat · Sun Mar 18, 2018 11:38 pm

N153DL (Delta Air Lines) was retired to @SBD on 3/9 where it will be scrapped. First of five scheduled 763 retirements at DL this year (2x 763D & 2x 763ER-low J) remain. LN 340. 1990-build. Spent its entire life with DL.

N157FE (Federal Express) was delivered to @IND on 3/16. Fourth factory fresh frame delivered to Fedex this year. LN 1144.

DL_Mech · Mon Mar 19, 2018 12:41 am

hkcanadaexpat wrote:
N153DL (Delta Air Lines) was retired to @SBD on 3/9 where it will be scrapped. First of five scheduled 763 retirements at DL this year (2x 763D & 2x 763ER-low J) remain. LN 340. 1990-build. Spent its entire life with DL.

Except for that six year stint with Gulf Air.

Spacepope · Mon Mar 19, 2018 1:12 am

DL_Mech wrote:
hkcanadaexpat wrote:
N153DL (Delta Air Lines) was retired to @SBD on 3/9 where it will be scrapped. First of five scheduled 763 retirements at DL this year (2x 763D & 2x 763ER-low J) remain. LN 340. 1990-build. Spent its entire life with DL.

Except for that six year stint with Gulf Air.

Indeed. Retiring with around 114,000 hours. Not too shabby.

hkcanadaexpat · Mon Mar 19, 2018 8:55 am

N68078 (Federal Express) was retired from service on 1/18 and flown to @BFM for a maintenance check prior to being returned to LATAM Cargo. On 3/15, N536LA (LATAM Cargo) was delivered to @BOG. This was the third of three 763F that were previously leased to FEDEX and returned to LATAM. LN 848. 2001 build. Originally delivered to LAN Cargo.

hkcanadaexpat · Fri Mar 23, 2018 8:38 pm

N662GT (Atlas Air) was delivered to @MZJ (for painting) on 3/22 following refurbishment @HHN. This is a passenger-configured aircraft for Atlas Air's charter business. LN 595. 1995-build. Originally delivered to Martinair. Most recently flown by VIM Airlines.

lightsaber · Fri Mar 23, 2018 10:09 pm

Spacepope wrote:
audidudi wrote:
hkcanadaexpat wrote:
In other news, American Airlines confirmed news reports from last year whereby it is extending the life of its remaining 763ER fleet. The 24 strong fleet is now expected to remain until the next decade and is undergoing heavy maintenance checks and life extension programs. N389AA and N390AA are both @BFM right now.

I'm seeing N388AA and N389AA at BFM right now! N390AA hasn't been out of service for quite a while!

Both 388 and 389 only have around 90,000 hours on them. With a decent utilization rate of 4000 hours per year, they can easily complete this HMV and get flown to the next c-check. They'd be pretty much done after that.

Why would they be done at 100,000 hours? The 767 has a 150,000 hour life:
http://www.boeing.com/commercial/aeroma ... 2012_q4/2/

Now, after 120,000 hours they will be hanger queens. I could see them flying through the heavy maintenance interval. (6 years or so) and *then* these airframes are done. At around 120,000 hours, the airframe needs too much care and feeding for it to be economical in passenger duty.

But maybe you know something I do not...

Lightsaber

Spacepope · Sat Mar 24, 2018 1:12 am

lightsaber wrote:
Spacepope wrote:
audidudi wrote:
I'm seeing N388AA and N389AA at BFM right now! N390AA hasn't been out of service for quite a while!

Both 388 and 389 only have around 90,000 hours on them. With a decent utilization rate of 4000 hours per year, they can easily complete this HMV and get flown to the next c-check. They'd be pretty much done after that.

Why would they be done at 100,000 hours? The 767 has a 150,000 hour life:
http://www.boeing.com/commercial/aeroma ... 2012_q4/2/

Now, after 120,000 hours they will be hanger queens. I could see them flying through the heavy maintenance interval. (6 years or so) and *then* these airframes are done. At around 120,000 hours, the airframe needs too much care and feeding for it to be economical in passenger duty.

But maybe you know something I do not...

Lightsaber

If we follow the math at my last post, at their next HMV they would be at 115,000 hours. I would seriously doubt AA would put them through another heavy check then, especially since they publicly stated they were ditching their oldest 763s due to very poor reliability. If you think they'll go through yet another heavy check in 6 years, maybe you know something I don't

lightsaber · Sat Mar 24, 2018 2:09 am

Spacepope wrote:
lightsaber wrote:
Spacepope wrote:
Both 388 and 389 only have around 90,000 hours on them. With a decent utilization rate of 4000 hours per year, they can easily complete this HMV and get flown to the next c-check. They'd be pretty much done after that.

Why would they be done at 100,000 hours? The 767 has a 150,000 hour life:
http://www.boeing.com/commercial/aeroma ... 2012_q4/2/

Now, after 120,000 hours they will be hanger queens. I could see them flying through the heavy maintenance interval. (6 years or so) and *then* these airframes are done. At around 120,000 hours, the airframe needs too much care and feeding for it to be economical in passenger duty.

But maybe you know something I do not...

Lightsaber

If we follow the math at my last post, at their next HMV they would be at 115,000 hours. I would seriously doubt AA would put them through another heavy check then, especially since they publicly stated they were ditching their oldest 763s due to very poor reliability. If you think they'll go through yet another heavy check in 6 years, maybe you know something I don't

No, I don't think they will but if they are put through a heavy check, they are good for more than a C check more.

My question is why end at below 100,000 hours when in this thread we had longer life examples.

As my prior post noted, at about 120,000 hours I expect these to become hanger queens. So no D check or extreme heavy C after 115,000 (probably earlier).

Oh.. watching an A380 land.. Ok, back to the thread (spotting at LAX).

The 767 has done well.

Lightsaber

wjcandee · Sat Mar 24, 2018 4:23 am

hkcanadaexpat wrote:
N662GT (Atlas Air) was delivered to @MZJ (for painting) on 3/22 following refurbishment @HHN. This is a passenger-configured aircraft for Atlas Air's charter business. LN 595. 1995-build. Originally delivered to Martinair. Most recently flown by VIM Airlines.

Actually, it seems like it was headed to TUS, then diverted to AVQ (not MZJ). But maybe the flight trackers are wrong. Marana Aviation Services at MZJ does do painting, but typically Atlas has used either Premier or Leading Edge to do the painting, so it would be unusual for it to be painted at MZJ. Possible, though.

Guess we'll see.

lightsaber · Sat Mar 24, 2018 5:06 pm

This seems to be the most appropriate forum, so I shall ask again.
What 767 has the most hours?
What 767 has the most cycles?

DL_Mech · Sat Mar 24, 2018 5:41 pm

lightsaber wrote:
This seems to be the most appropriate forum, so I shall ask again.
What 767 has the most hours?
What 767 has the most cycles?

Delta ship 171 has over 127,000 hours and cycles in the high teens. Cycles were much higher on the domestic 767s that used to do the ATL-MCO runs.

Spacepope · Sat Mar 24, 2018 7:06 pm

lightsaber wrote:
This seems to be the most appropriate forum, so I shall ask again.
What 767 has the most hours?
What 767 has the most cycles?

ATSG has a few ex-ANA 767s with over 42,000 cycles on them after years of Japanese short haul domestic work. N767AX is a prime example of this. Only 60,000 hours though.

lightsaber · Sat Mar 24, 2018 7:23 pm

DL_Mech wrote:
Delta ship 171 has over 127,000 hours and cycles in the high teens. Cycles were much higher on the domestic 767s that used to do the ATL-MCO runs.

Spacepope wrote:
ATSG has a few ex-ANA 767s with over 42,000 cycles on them after years of Japanese short haul domestic work. N767AX is a prime example of this. Only 60,000 hours though.

Now that is fascinating.

I fully expected high hours to have much lower cycles, so peak is 127k hours and 42k cycles.

A passenger 767 is allowed up to 75k cycles. So the peak cycles is 56% of life.
All 767 are limited to 150,000 hours. 127,000 hours is quite good as that is almost 85% of the maximum life.

Yes, I'm using the full LOV. The do not exceed numbers where Boeing cannot allow any more cycles or hours.

http://www.boeing.com/commercial/aeroma ... 2012_q4/2/

I find this fascinating as my prior rule of thumb assumed more cycles than ship 171.

Lightsaber

Spacepope · Sun Mar 25, 2018 6:44 am

lightsaber wrote:
DL_Mech wrote:
Delta ship 171 has over 127,000 hours and cycles in the high teens. Cycles were much higher on the domestic 767s that used to do the ATL-MCO runs.

Spacepope wrote:
ATSG has a few ex-ANA 767s with over 42,000 cycles on them after years of Japanese short haul domestic work. N767AX is a prime example of this. Only 60,000 hours though.

Now that is fascinating.

I fully expected high hours to have much lower cycles, so peak is 127k hours and 42k cycles.

A passenger 767 is allowed up to 75k cycles. So the peak cycles is 56% of life.
All 767 are limited to 150,000 hours. 127,000 hours is quite good as that is almost 85% of the maximum life.

Yes, I'm using the full LOV. The do not exceed numbers where Boeing cannot allow any more cycles or hours.

http://www.boeing.com/commercial/aeroma ... 2012_q4/2/

I find this fascinating as my prior rule of thumb assumed more cycles than ship 171.

Lightsaber

Ln 26 with ATI looks to be close to the fleet leader in the US with cycles at about 44000, with what looks like a heavy check completed about a year ago, though a lot of those ex-ANA -281s are all around the same cycle count. We will have to see what happens if any 767 hits 60,000 cycles and that super spendy AD kicks in, but ATSG have done the rear bulkhead replacement on some of their fleet already.

wjcandee · Sun Mar 25, 2018 4:00 pm

739AX (which is the LN 26 of which you speak) in fact had the aft pressure bulkhead replacement (and a bunch of heavy work) done after its lease return from Amerijet and before it was dry-leased to Amazon.

Airborne Maintenance and Engineering Services (AMES), which is an ATSG subsidiary, did its first 767 aft bulkhead replacement (on an ABX aircraft) about five years ago. At the time, it was the only facility other than Boeing in-house shops to have done so. Since then, it has done several.

ThePinnacleKid · Sun Mar 25, 2018 4:57 pm

Besides the Passenger birds being converted into freighters for Atlas (Amazon Air)... expect some retiring Passenger birds to get repainted and continue as passenger aircraft for the 767-300 Atlas Air passenger ops (charters and AMC)... the following tails have all been registered with the FAA:

N662GT - specific aircraft now assigned
N663GT
N664GT

http://registry.faa.gov/aircraftinquiry ... rtxt=662GT

hkcanadaexpat · Thu Mar 29, 2018 8:33 pm

N1427A (Amazon Prime Air - operated by Atlas) was delivered to @MIA on 3/28 following BCF conversion @TPE. This is the fourth cargo conversion of 2018 and most importantly the first ever 767 cargo conversion completed @TPE where Boeing set up shop last year to perform BCF conversions to complement its @QPG facility. LN 607. 1996-build. Originally delivered to KLM. Most recently flown by Nordwind.

hkcanadaexpat · Tue Apr 03, 2018 9:46 pm

A few retirements to report...

B-2498 (Shanghai Airlines) was retired from commercial service on 3/31. It is currently going through decommissioning @PVG prior to being sold/scrapped (although still young, its a non-ER frame so who knows if it will have a second life). The final 3 Shanghai Airlines 763s are due to be retired later this year. LN 849. 2001 build. Originally delivered to Shanghai Airlines.

B-2491 (Hainan Airlines) was retired from commercial service on 4/1. Currently undergoing decommissioning @PEK prior to onward sale. 3rd and final Hainan Airlines 767s to be retired in the last few weeks. LN 891. 2002 build. Originally delivered to Hainan Airlines.

And a delivery...

CN-ROW (Royal Air Maroc Cargo) completed cargo conversion on 3/19 @QPG and was delivered to @IST. 5th cargo conversion completed in 2018. LN 743. 1999 build. Originally delivered to Alitalia. Most recently operated for Royal Air Maroc.

hkcanadaexpat · Thu Apr 05, 2018 8:57 pm

N1511A (Amazon Prime Air - operated by Atlas) was delivered to @VCV on 4/4 following conversion @TLV. This is cargo conversion #6 of 2018. LN 257. 1989-build. Originally delivered to SAS. Most recently flown by EuroAtlantic.

hkcanadaexpat · Sun Apr 08, 2018 12:45 am

N158FE (Federal Express) was delivered to @IND on 4/6. Fifth factory fresh frame delivered to Fedex this year. LN 1146.

On the more negative side of things, American Airlines has thrown in the towel on the 767s. The reliability was disastrous. It tried to put two frames through complete overhaul to fix that. Looks like the cost/time was outweighed by a sweet deal for new 788 frames. The remaining 24 AA 763ERs will be retired in the 2020-22 period. Expect a number of them to end up being converted to cargo if the cargo market remains robust heading into the next decade.

wjcandee · Sun Apr 08, 2018 1:49 am

Agreed: 16 of them are in that range of being probably too old/used for anything but ad hoc charter passenger work, but right in the price/value range that CAM likes for conversion. And with that many coming available at once, prices will probably settle back a little closer to what they used to be. The remaining 8 are only 15 years old and might have some life left in scheduled passenger operation outside of the US and Europe or charter operation where the operator is willing to pay a little more for a quality frame.

CX747 · Sun Apr 08, 2018 3:06 am

In the Amazon thread, it looked as if the CAM operated ex AA 767s were being used pretty heavily. What are they doing differently from AA to not have any issues?

aemoreira1981 · Sun Apr 08, 2018 4:32 am

hkcanadaexpat wrote:
A few retirements to report...

B-2498 (Shanghai Airlines) was retired from commercial service on 3/31. It is currently going through decommissioning @PVG prior to being sold/scrapped (although still young, its a non-ER frame so who knows if it will have a second life). The final 3 Shanghai Airlines 763s are due to be retired later this year. LN 849. 2001 build. Originally delivered to Shanghai Airlines.

B-2491 (Hainan Airlines) was retired from commercial service on 4/1. Currently undergoing decommissioning @PEK prior to onward sale. 3rd and final Hainan Airlines 767s to be retired in the last few weeks. LN 891. 2002 build. Originally delivered to Hainan Airlines.

And a delivery...

CN-ROW (Royal Air Maroc Cargo) completed cargo conversion on 3/19 @QPG and was delivered to @IST. 5th cargo conversion completed in 2018. LN 743. 1999 build. Originally delivered to Alitalia. Most recently operated for Royal Air Maroc.

Those ex-Hainan and Shanghai 767s seem like perfect BCF candidates for UPS, which might need the extra 767 lift after it found itself needing to charter lift earlier this year.

hkcanadaexpat · Sun Apr 08, 2018 4:42 am

aemoreira1981 wrote:
Those ex-Hainan and Shanghai 767s seem like perfect BCF candidates for UPS, which might need the extra 767 lift after it found itself needing to charter lift earlier this year.

The Shanghai Airlines frames are non-ERs so unlikely to see the day as cargo frames i'm afraid.

DL_Mech · Sun Apr 08, 2018 11:52 am

Have any -300 non-ERs ever been converted to freighters?

hkcanadaexpat · Sun Apr 08, 2018 12:52 pm

DL_Mech wrote:
Have any -300 non-ERs ever been converted to freighters?

not that i am aware of. many many non-ER 762s though have gone through conversion.

wjcandee · Sun Apr 08, 2018 5:26 pm

DL_Mech wrote:
Have any -300 non-ERs ever been converted to freighters?

Dunno. But the big issue with the non-ERs as freighters would be the absence of the large (134") starboard front lower cargo door that comes standard on the ER passenger model. It allows the loading of four 88x125 belly containers on the passenger version. It means that the -300 can carry 9 more 88x125 containers than just the 5-container difference between it and the -200 on the main deck. (19 vs 24).

The non-ER has a 70" front and rear lower cargo door, like the 767-200. If you wanted to have the larger door and cargo system installed, I supposed that it would be possible, but you would need all sorts of engineering work and its own STC. Very unlikely to be worth it for the small number of frames involved. Without it, you would have a far-less-capable freighter.

NG263 · Sun Apr 08, 2018 5:51 pm

wjcandee wrote:
DL_Mech wrote:
Have any -300 non-ERs ever been converted to freighters?

Dunno. But the big issue with the non-ERs as freighters would be the absence of the large (134") starboard front lower cargo door that comes standard on the ER passenger model. It allows the loading of four 88x125 belly containers on the passenger version. It means that the -300 can carry 9 more 88x125 containers than just the 5-container difference between it and the -200 on the main deck. (19 vs 24).

The non-ER has a 70" door there like the port rear. If you wanted to have the larger door and cargo system installed, I supposed that it would be possible, but you would need all sorts of engineering work and its own STC. Very unlikely to be worth it for the small number of frames involved. Without it, you would have a far-less-capable freighter.

The large fwd. cargo door on the -300ER seems to be optional. the -300ER's of Condor only feature the small fwd cargo door.

wjcandee · Sun Apr 08, 2018 9:28 pm

NG263 wrote:
The large fwd. cargo door on the -300ER seems to be optional. the -300ER's of Condor only feature the small fwd cargo door.

That's an interesting observation, but the fact remains that the large forward cargo door is standard on the -300ER. It is/was optional on the -300 at some point.

I suppose that it is possible that Condor ordered theirs specially without that door, although I have to say that doing so would then make their particular aircraft non-standard, meaning that they would automatically have a reduced resale value at the end (which beancounters would rail against) and Condor didn't order enough of them for a unique fleet to make any sense. Doesn't mean they didn't do it; it just means that ordinarily it would be unlikely.

I'm not familiar enough with Condor's fleet to know the answer to the obvious question: is it possible that they are flying some non-ER 763s?

I do know that probably half of their 767 fleet is comprised of aircraft that began life at some other carrier, which again raises the question.

audidudi · Mon Apr 09, 2018 2:59 am

wjcandee wrote:
NG263 wrote:
The large fwd. cargo door on the -300ER seems to be optional. the -300ER's of Condor only feature the small fwd cargo door.

That's an interesting observation, but the fact remains that the large forward cargo door is standard on the -300ER. It is/was optional on the -300 at some point.

I suppose that it is possible that Condor ordered theirs specially without that door, although I have to say that doing so would then make their particular aircraft non-standard, meaning that they would automatically have a reduced resale value at the end (which beancounters would rail against) and Condor didn't order enough of them for a unique fleet to make any sense. Doesn't mean they didn't do it; it just means that ordinarily it would be unlikely.

I'm not familiar enough with Condor's fleet to know the answer to the obvious question: is it possible that they are flying some non-ER 763s?

I do know that probably half of their 767 fleet is comprised of aircraft that began life at some other carrier, which again raises the question.

They are all B763ERs:

https://www.planespotters.net/productio ... us=current

As were the five aircraft that they no longer have:

https://www.planespotters.net/productio ... s=historic

wjcandee · Mon Apr 09, 2018 3:49 am

Audi: I didn't see in Planespotters where they indicate whether or not it's an ER? Can you help me with that? (Never mind; I hadn't logged in, DUH, so it wasn't showing that info on my first look.)

Regardless, it is clear from looking at photos of each aircraft in the fleet that the aircraft originally-ordered by Condor have the smaller door like the non-ERs, whereas the balance of the fleet, which started life elsewhere, all have the standard larger door.

hkcanadaexpat · Mon Apr 09, 2018 8:47 am

CC-CZU (LATAM Airlines) has returned to service on 4/7 following almost a full year in storage. It was stored @SCL on 4/11/17. LN 729. 1998 build. Originally delivered to LAN Chile.

hkcanadaexpat · Mon Apr 09, 2018 9:37 am

Recap of Q1-2018

+ 5 new cargo conversion deliveries
+ 4 new deliveries from the factory
+ 4 deliveries of second hand cargo plane
- 4 permanent retirements
- 4 passenger 763 retirements with possible future life
- 1 cargo retirement with possible future life

NET = +4 Active frames

NG263 · Mon Apr 09, 2018 9:47 am

Condor's 767's are definetly all 300ER models. The ones that they ordered directly with Boeing feature the small fwd Cargo Door but they also took delivery of used frames over the years which all feature the large fwd cargo door. But I can also confirm that this sometimes causes problems because during an aircraft change it often happens that they obviously can't take PMC in the fwd cpt anymore. That's why most of the cargo is being loaded into their DQF containers.

hkcanadaexpat · Wed Apr 11, 2018 12:56 am

HB-JJF (Eurowings) has been retired from service on 4/10 and returned to lessor PrivatAir which in turn looks to have returned to its lessor AerCap @GYR. LN 652. 1997 build. Originally delivered to LAN Chile.

wjcandee · Wed Apr 11, 2018 1:20 am

hkcanadaexpat wrote:
HB-JJF (Eurowings) has been retired from service on 4/10 and returned to lessor PrivatAir which in turn looks to have returned to its lessor AerCap @GYR. LN 652. 1997 build. Originally delivered to LAN Chile.

It will be interesting to see whether AerCap re-leases it or sells it (i.e. for conversion). Age-wise, it's right at that tipping point.

juliuswong · Wed Apr 11, 2018 1:59 am

wjcandee wrote:
hkcanadaexpat wrote:
HB-JJF (Eurowings) has been retired from service on 4/10 and returned to lessor PrivatAir which in turn looks to have returned to its lessor AerCap @GYR. LN 652. 1997 build. Originally delivered to LAN Chile.

It will be interesting to see whether AerCap re-leases it or sells it (i.e. for conversion). Age-wise, it's right at that tipping point.

Anyone has any cabin photo of this aircraft? Interested to know how it looks like inside. Eurowings website states it has 291 seats.

juliuswong · Wed Apr 11, 2018 6:41 am

hkcanadaexpat wrote:
A few retirements to report...

B-2498 (Shanghai Airlines) was retired from commercial service on 3/31. It is currently going through decommissioning @PVG prior to being sold/scrapped (although still young, its a non-ER frame so who knows if it will have a second life). The final 3 Shanghai Airlines 763s are due to be retired later this year. LN 849. 2001 build. Originally delivered to Shanghai Airlines..

I found this article online. Shanghai Airlines spent some bucks refurbishing their B767-300ER fleet exactly two years ago, and have now retired the fleet.

Some good pictures here:
http://www.chinaaviationdaily.com/news/51/51348.html

hkcanadaexpat · Sun Apr 15, 2018 2:44 pm

"hkcanadaexpat" wrote:
On the more negative side of things, American Airlines has thrown in the towel on the 767s. The reliability was disastrous. It tried to put two frames through complete overhaul to fix that. Looks like the cost/time was outweighed by a sweet deal for new 788 frames. The remaining 24 AA 763ERs will be retired in the 2020-22 period. Expect a number of them to end up being converted to cargo if the cargo market remains robust heading into the next decade.

AA just released their latest fleet plan and the retirement of the 763ER fleet is even quicker than planned. (6) in 2019, (13) in 2020 and (5) in 2021.

Who is online

Popular Searches On Airliners.net