Date: 09 May 97 03:29:01 From: "Joey" <email@example.com> Organization: Macrohard Inc. References: 1 2 3 4 5 6
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Steve Lacker <firstname.lastname@example.org> wrote... > I found his comment interesting and unusual- the history of most other > airliners is that when they reach the age of the 727, you find MORE of > them in passenger service OUTSIDE the US than inside (take the 707 for > example). With the 727 however, several American carriers are > tenaciously hanging on to them (Delta, UA, TWA, and to a much lesser > degree AA). Presumably, they plan to get every ounce of life out of them > that they can. Is that simply a matter of timing? Have the impending > Stage III restrictions so drastically lowered the resale value of 727's > that it is more economical to fly them to the end of life rather than > sell them off with fewer hours/cycles on the airframes? Or is it that > the fact that the 727 (especially the -200 Advanced models which are the > ones still in service) is still economically competitive with newer > airliners? I know that most pilots I've talked to really like the 727, > but I doubt that pilot preference figures heavily into an airline's > economic decisions :-) I remember Bob Crandall (the American guy) talking about why he kept the 727 even when AA got its MD-80s. Supposedly, the 727-200 was more efficent in the long run than two 737s, and cost only half as much. Unfortunately, the 727s are starting to wear down, partially explaining AA's Boeing deal.