What Say You U?

[7.5victim]

True. CO flies the 757 on CLE-LGW, it's also been on EWR to DUB/SNN/GLA/LIS

 

[jimntx]

Is the earth not flat?

I might be wrong, but I thought AA had done seasonal service from BOS to MAN before.

According to announcement from Laurie Curtis, AA V-P of Flight Service, this is the first time that any airline has served BOS-MAN route. Don't know if 'tis true; just reporting what I was told.

 

[L1011Ret]

TWA flew JFK-LIS (Lisbon) years ago on the 757. No problems that I ever heard about.

 

[Dont call me Shirley]

One possible candidate for a 757 trans-atlantic route: A "daylight" PHL-LGW trip.
Most other US carriers with Northeast US-London routes run such a flight.
The narrowbody might be seen as less objectionable on a non-overnight flight.

 

[ITRADE]

That's actually a good idea.

The big dog partner here swears by the daily IAD-LHR UA flight and doesn't even think of taking the over night flights.

 

[ClueByFour]

One possible candidate for a 757 trans-atlantic route: A "daylight" PHL-LGW trip.
Most other US carriers with Northeast US-London routes run such a flight.
The narrowbody might be seen as less objectionable on a non-overnight flight.

I like the idea. A lot.

I thought, although my memory is a bit fuzzy, that there was a second PHL-LGW flight for some time on a 767, and it did run during daylight.

 

[slipnutwrench]

There is ONE very big difference between the other airlines 757's flying across the pond and our domestic only 757 fleet. Their aircraft are designated/equipped as ETOPS (extended twin operations), while U's 757's are not. I doubt very much this mgt team has the desire/money/foresight to modify these aircraft to accomplish trips across the pond.

 

[javaboy]

is it cheaper to fly the 75 than 76?

pilot =pay same
f/a =pay same (although few less f/as on board)
mech to push back= pay same
agents to board= pay same
ramp to load= pay same
reservations to sell= pay same
jetway, tug, equipment costs= same
miles flown= same
different?
total fuel burned.
total amount of seats available

i submit CSM wise its cheaper to run the larger airplane.
if thats true then,
cost isnt the problem revenue is.. is the route generating enough revenue to be serviced? if not why not? ie if its 90% loads then charge 10bucks more if the loads are light then MARKET it better. seems to me that the focus historically and more recently has been on the wrong side of the profit equation.

lead, follow or get out of the way.

 

[whlinder]

I hope US has at least looked at trying to convert some 757s into ETOPS certified ones and outfit them with Envoy seats. I would also suggest pulling a row of seats out of coach for some more legroom, at least towards the front of coach, and kind of have an unadvertised Economy Plus for elites and high fare flyers. And I'd have 20 Envoy seats ideally. Reconfigure about 15 of the 757s, leaving about 15 for their low-yield flights.

15 premium config 757s... 14 or so routes...
PHL-LGW daylight flight.
BOS-LGW
BOS-CDG
BOS-FRA
BDL-FRA
PHL-BRU
PHL-GLA
BWI-FRA
PHL-ZRH
PHL-CPH
PHL-LIS
PHL-BCN
PHL-NCE
PHL-DUS

 

[ITRADE]

Actually, the seat map at ITRADE's website is already mocked up.

I had proposed 16 C class seats as that works out to about a 55" seat pitch. 20 seats would be a substandard C class configuration.

CO runs 16 seats in their 757s.

Given the likelihood of a need for an IRO, I would suggest that the newly configured 5DF (7DF in the old 757 configuration) be converted to crew rest seats. That would give two good seats for crew rest stations while preserving all 16 C class seats for paying passengers.

As to routings:

BOS-LGW
BOS-FRA
BOS-CDG
PHL-LGW (day flight)
PHL-SNN-DUB (off season single service route)
PHL-BRU
PHL-LIS
PHL-BCN
PHL-GLA (off season)
PHL-BIR

You could add a few additional craft to operate premium transcon and caribbean routes. I would think that 15 would do it. Or, maybe service to GEG from CLT.

 

[Kev3188]

Itrade--

BIR? Is this Birmingham, England? Correct me if I'm wrong, but isn't that BHX?

Also, rather than GEG-CLT, how about PDX-CLT or PHL?

 

[Dont call me Shirley]

Actually, the seat map at ITRADE's website is already mocked up.

I had proposed 16 C class seats as that works out to about a 55" seat pitch. 20 seats would be a substandard C class configuration.

CO runs 16 seats in their 757s.

Given the likelihood of a need for an IRO, I would suggest that the newly configured 5DF (7DF in the old 757 configuration) be converted to crew rest seats. That would give two good seats for crew rest stations while preserving all 16 C class seats for paying passengers.

I'm glad you're allowing for crew rest seat. Which, of course, has to be an Envoy class seat!

(BTW, the new 8 seat F/C cabin is only a 7 seat cabin on PHL-SXM flights. Not sure why they need a crew rest seat in a flight that's shorter than PHL-West Coast. And since it is a north/south flight only involves a one hour time zone difference).

While the 757 are not set up for ETOPS, I imagine the conversion is not insurmountable. I also like the idea of using 757 for secondary routes.

Does BA still use 757s from BHX?

To the other poster, US has never run daylighters; the second PHL-LGW flight was a redeye.

 

[MarkMyWords]

(BTW, the new 8 seat F/C cabin is only a 7 seat cabin on PHL-SXM flights. Not sure why they need a crew rest seat in a flight that's shorter than PHL-West Coast. And since it is a north/south flight only involves a one hour time zone difference).

Shirley -

The reason for the IRO on the SXM and AUA flights are because crews are scheduled to fly PHL-SXM-CLT or CLT-AUA-PHL which is over 8 hours of block time. In order to keep the front end within their FAR's, there must be an IRO on the flight. Without the IRO, the crews would have to overnight in SXM and AUA.