AA accelerates fleet retirements, frees up feedstock

[caption id="attachment_413491" align="alignright" width="460"] American Airlines has thirty-four remaining 757-200s in active service, but will retire all of them by the end of next summer. (Photo: American Airlines)[/caption] American Airlines ’ plans to accelerate the retirement of its older aircraft in light of the sharp drop in passenger traffic due to the COVID-19 pandemic will result in a feedstock situation that could be attractive for those looking to add 757 freighters. Apart from cutting much of its international traffic, Doug Parker, CEO of American Airlines, said in a note to employees that the carrier would ground all sixteen of its 767-300s in May 2020 and begin to remove its thirty-four remaining 757-200s between May and the end of summer 2021, at the latest. The thirty-four active 757-200s are all between eighteen and twenty-seven years old, with twenty-four of them being less than twenty years old. According to Precision Aircraft Solutions , this puts them in the same age bracket as 737-800 or A321-200 feedstock available today, and in some cases the 757s are even younger. Precision told Cargo Facts that, while the frames manufactured between 1999 and 2003 make for the most ideal conversion candidates, everything depends on American’s precise timeline for how many 757s are parked, and how soon. While American will likely prioritize the removal of older frames, it won’t be long until we see the younger aircraft also becoming available, given the short time frame laid out by the airline. American hasn’t removed any 757s from service since 2017. Three (27808, 32399, 32448) are currently undergoing maintenance in Mobile (BFM) and another three (32381, 32395, 32400) are currently in Tulsa (TUL). Regardless of the specifics of the retirement, by the end of next summer all of American’s 757-200s will have been withdrawn from service, provided the current plan does not change. Precision said the fact that most form a common block of identical sister ships, combined with relatively low on-ramp costs, will appeal to anyone looking for freighter-converted 757s. Precision, which has already converted ex-American 757s for customers such as DHL , SF Express , Airwork and Cargojet , said the jets have proven to be good conversion feedstock and have had no problem finding their second lives in Europe, North America and China. United Airlines, which also has a large fleet of 757-200s powered by Rolls-Royce RB211 engines, has not outlined concrete plans to retire the type, and it is unclear if the current crisis will lead to any changes in that regard. U.S.-based legacy carriers have held on to the 757 for longer than expected because of the strength of the American economy, as well as the grounding of the 737 MAX. With the coronavirus pandemic and the eventual ungrounding of the 737 MAX, as well as new deliveries of A321neos, even more feedstock frames could become available in the years ahead. However, United Airlines , which also has a large fleet of 757-200s powered by Rolls-Royce RB211 engines, has not outlined concrete plans to retire the type, and it is unclear if the current crisis will lead to any changes in that regard. Similarly, Delta Air Lines has yet to confirm plans to retire its 757 fleet, which includes more than 100 -200s powered by Pratt & Whitney PW2000 engines. As for the sixteen remaining 767-300s at American Airlines, most are already earmarked to serve as conversion feedstock for Cargo Aircraft Management ( CAM ), the leasing arm of Air Transport Services Group ( ATSG ), which agreed to acquire twenty 767-300s slated to be withdrawn from passenger service with American. ATSG recently confirmed to Cargo Facts it expects disposition of its American purchases by the end of 2021.

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What’s ahead for European air trade?

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