What Happened To American Airlines’ Boeing 767s?

Fort Worth-based US legacy carrier and oneworld founding member American Airlines is very loyal to Boeing’s widebody families. Indeed,…

What Happened To American Airlines’ Boeing 767s?

Fort Worth-based US legacy carrier and oneworld founding member American Airlines is very loyal to Boeing’s widebody families. Indeed, its present long-haul fleet consists entirely of models from the 777 and 787 ‘Dreamliner’ ranges. However, it has also previously flown aircraft from the smaller 767 family. Let’s take a look at which variants of this dual-aisle twinjet American flew, and where the aircraft ended up after their time at the airline ended.

American retired its last 767s last year. Photo: Getty Images

The 767-200

According to ch-aviation.com, American Airlines’ least numerous variant of the 767 was the 767-200, the family’s original model. The carrier flew 12 of these aircraft, with the first pair arriving in November 1982, and another the following month. This was the same year that it entered service with fellow US legacy carrier United Airlines (that September).

1983 was a busy year for 767-200 deliveries at American, with five coming onboard between March and November. The remaining four aircraft joined the airline with an equal two-two split between 1984 (both in June) and 1985 (one in February, one in April).

All of American’s 767-200s served the airline for around two decades, with their departures from the fleet occurring in the 2000s. The vast majority (nine aircraft) left the airline in 2003, with the others departing in 2006, 2008, and 2009 (one each). Sadly, many were scrapped, although some went on to see service at ABX Air and Air Transport International.

American Airlines Boeing 767-200ER
American’s 767 operations date back to the early 1980s. Photo: Aero Icarus via Flickr

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The 767-200ER

Soon after the original 767-200’s launch in 1982, Boeing introduced the extended range 767-200ER. This entered service with El Al in 1984, and American eventually operated 18 examples of the type, per ch-aviation. It received these during the mid to late-1980s, in the following years: 1985 (three), 1986 (seven), 1987 (seven), and 1988 (one).

Just three of American’s 767-200ERs left the fleet in the 2000s, with the first (N334AA) tragically being involved in the 9/11 attacks in 2001. The other pair left in 2006 (N330AA, also written off after an engine fire) and 2008. The rest departed in the 2010s, with N319AA operating the final 767-200ER flight from Los Angeles to New York in May 2014.

American Airlines Boeing 767-200ER
American’s last 767-200ER-operated flight took place in May 2014. Photo: BriYYZ via Flickr

Many of the extended range 767-200ERs suffered the same fate as their standard 767-200 counterparts, and were scrapped. Their scrappings occurred either directly after leaving American, or having spent time at lessors like Jet Midwest Group and KMW Leasing. However, some did then fly for cargo carriers in the US, Canada, and even Malaysia.

The 767-300ER

The Boeing 767-300ER was an extended range derivative of the 767-300, which was the family’s first fuselage stretch. This made the aircraft more than six meters longer than the original 767-200. American was this variant’s launch customer in 1988, and it went on to be by far the most numerous 767 variant at the airline. All in all, it operated 67 examples.

American made the most of being the 767-300ER’s launch customer by receiving 15 examples in 1988. Deliveries slowed down after this, but continued steadily until the 67th and final example arrived in 2003. December 2001 saw a particular boom in the size of American’s 767-300ER fleet when Trans World Airlines (TWA) was merged into the company.

AA 767-300Er
American launched the 767-300ER back in 1988. Photo: Vincenzo Pace | Simple Flying

The recently acquired ex-TWA aircraft then departed American rather soon, in 2002 and 2003, for carriers including Air China and Icelandair. The carrier’s remaining 767-300ERs stayed with the airline for much longer, with 2015 seeing the next departures.

American announced in mid-March 2020 that it would be retiring its remaining 767-300ERs by May that year. As it happened, the plane’s last revenue-earning flight with the airline took place on March 30th, 2020. Amid the onset of the COVID-19 pandemic, the downturn in demand provided American with an opportunity to expedite the type’s retirement.

Did you ever fly on one of American Airlines’ Boeing 767s? If so, which variant(s), and where did it/they take you? Let us know your thoughts and experiences in the comments!

Source : Simple Flying More   

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Which Countries Still Haven’t Recertified The Boeing 737 MAX?

Boeing’s 737 MAX is now allowed to fly in most countries, with India recently lifted its MAX ban.…

Which Countries Still Haven’t Recertified The Boeing 737 MAX?

Boeing’s 737 MAX is now allowed to fly in most countries, with India recently lifted its MAX ban. Of the countries still to allow the MAX to resume flying, China stands out. China is the biggest aviation market still to let the 737 MAX resume flights.

To date, some 175 countries have recertified Boeing’s 737 MAX. Photo: Boeing

One big country is lagging others

Following two fatal crashes in six months, airline regulators worldwide grounded the 737 MAX in March 2019. It wasn’t until November 2020 that the US regulator recertified the MAX. While the FAA is influential, most nations have their own safety regulators. Some, for a raft of reasons, took their time giving the MAX the green light.

Among the big airline markets, Brazil was one of the first countries out of the gate. Brazil allowed the MAX to fly again in November 2020. In December, Mexico gave the MAX the thumbs up to start flying again. The following month, in January 2021, both Canada and the EU cleared the MAX to resume flying.

Many smaller countries followed the lead of the larger nations. To date, around 175 countries have recertified the 737 MAX. Getting the MAX back in the air was particularly pertinent if airlines based in a particular country flew the type. But there were some laggards. India only recently fully cleared the 737 MAX to resume flying after initially allowing foreign airlines to fly the MAX in and out of Indian airspace in April.

Most countries followed the FAA’s lead in recertifying the 737 MAX. Photo: Boeing

China continues to lag other countries in recertifying the 737 MAX

Which brings us to China. There are many reasons why China is taking its time recertifying the 737 MAX. Not all of them are related to safety. Last month, a Boeing 737 MAX-7 flew to Shanghai to operate a series of test flights for Chinese regulators. However, according to The Global Times, a Beijing newspaper that many consider the voice of the Chinese Government, successful test flights won’t automatically lead to recertification.

“China’s civil aviation authorities always uphold three principles,” the newspaper quotes Chinese Foreign Ministry Spokesperson Zhao Lijia. “First, aircraft alteration must be approved for airworthiness. Second, pilots must be fully and effectively retrained. Third, the conclusion of the investigation of the two fatal accidents must be clear, and the improvement measures effective.”

The three biggest Chinese airlines, China Southern, Air China, and China Eastern, have 737 MAXs. Until recent years, one-quarter of all planes Boeing built went to China. But an ongoing trade war between China and the United States saw Boeing’s deliveries into China dry up. China is also putting a lot of emphasis on supporting homegrown aircraft manufacturer COMAC.

An Air China Boeing 737 MAX 8. Photo: Boeing

China’s cautious airline safety regulator

While China’s aviation regulator, the Civil Aviation Administration of China (CAAC), has continued to work on recertifying the MAX, it is taking its time. Once having a patchy safety record, China has now not recorded a fatal commercial airline accident in over a decade, and the CAAC has grown into an ultra-cautious regulator.

That’s no bad thing, but as noted, there is more at play here than safety. Nonetheless, Boeing’s CEO Dave Calhoun has previously said he expects the 737 MAX back in the air in China by the end of the year.

Meanwhile, China remains the last significant airline market not to recertify the 737 MAX.

Source : Simple Flying More   

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