Last edit by: JDiver
Legacy US Airways "East" "Transatlantic" ETOPS version of Boeing 757-200 (B75E)
Up front: This aircraft had three rows of 2 x 2 "Envoy" class 60" pitch, 19.5" wide angled flat seats in 2 x 2 configuration (12 seats).
Seat 1-C from aztimm
- Seat 3A is said to have impaired recline
- 3D will usually be blocked for the PNF (Pilot Not Flying) on transatlantic flights.
- The forward cabin has one lav forward and port (left).
In Economy: Mostly 32" pitch, 17" width seats in 3 x 3 configuration (170 seats).
The good:
- The greatest seat pitch is in 7A, B, C and F, with no seats close in front of these because of the exit row. 6C and D are in midst of the exit row.
- Row 24 are exit row seats with great seat pitch.
- All these are narrower, with immovable arm rests holding the folded tray tabe. Exit row seats can be colder. Under seat bags may be restricted in the seats in front of you.
- Row 23 is against the aft bulkhead in this cabin section, against the lavs; they do not recline.
- Row 32 is the last row and close to the galley and it's attendant noise.
ARCHIVE: LUS 757-200 / B75E ETOPS "East" (transat) [NONE LEFT Dec 2017]
#91
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Jim
Last edited by BoeingBoy; Mar 9, 2013 at 10:55 am
#92
I know seat 3D doesn't show up on the seat map and is reserved crew rest on a 757, but for Caribbean runs, is that seat ultimately assigned to someone? I am flying SXM-PHL and it is showing F0 at T-15. I am wondering if there is a chance that 3D was held back and ultimately gets released at the gate if it isn't being used. Or, do they just sell it and not assign the seat until you get to the airport?
On my flight, 3D was blocked all the way up through check-in. In fact, one family of five got upgraded at the last minute (nearly empty F cabin), and when the dad sat down in 3D, the FA asked him to move over a seat, though I couldn't hear what she said.
Then, about 15 minutes into the flight, a pilot came out of the cockpit, sat down in 3D, and proceeded to take a nap.
#93
Another update: 3D was used for crew rest again on yesterday's SXM-CLT. I asked the FA, and she said that it's almost always a crew rest seat for that route, as the total flight time for the crew working that day will be > 8 hours.
#94
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The US 757-200 (European version) [master thread]
This makes sense given that the same crew typically flies down and back the same day. Seems like a desirable trip to bid on since you knock out a lot of hours, and still sleep in your own bed each night.
#95
Yep, pretty much exactly what the FA said ("it's a long day, but at least I get to go home every night").
#96
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How many of these US-east 757s are out there now? I know the combined count is 24. I'm hoping that these birds will stay in the new airline (but with the intl J seats AA uses on the 757s). Both airlines use the RR engines. And the door configuration on US's 757s are better for international flying, than the overwing exit ones IMO. There's less need to compete with the FAs for aisle access when going to use the lavatory.
#97
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I can't find it now, but there was a post by a US employee speculating that the new A332s that US is getting would be placed on some of the current 767 routes and the 767s would replace the (very old in many cases) 757s flying international. The 757s would then be re-configed for domestic use until retired.
#98
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I can't find it now, but there was a post by a US employee speculating that the new A332s that US is getting would be placed on some of the current 767 routes and the 767s would replace the (very old in many cases) 757s flying international. The 757s would then be re-configed for domestic use until retired.
The current and former 757 fleet list is here: http://www.airfleets.net/flottecie/U...story-b757.htm Click on the aircraft registration or line number to see delivery dates and former registrations and/or operators. Not sure whether all the ex-HP 757s are listed there, but the ex-US East list looks pretty complete.
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Deleted by me - wrong thread.
Jim
Jim
#100
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I can't find it now, but there was a post by a US employee speculating that the new A332s that US is getting would be placed on some of the current 767 routes and the 767s would replace the (very old in many cases) 757s flying international. The 757s would then be re-configed for domestic use until retired.
#101
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Jim
#102
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Unless they replace the 762 with an A332 on certain routes, range is an issue for the 757. The 767 has the 2nd longest range in the US fleet - enough for Italy/Greece which the 757's don't. The 757's are all tied up with the European cities that they can reach during the busy season and moving them to JFK wouldn't add all of current 767 European cities. AA's 763's may be suitable replacements - I just don't know enough about them to say for sure.
Jim
Jim
#103
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And next, but not enough to replace all the US 762's. As I recall off the top of my head, there are 8 A332's this year and next to complete the order while there are 10 762's. That's why I mentioned the AA 763's as potential replacements, although with the same obvious capacity increase as the A332's.
I think most would agree that the merger is likely to be approved, by the creditors and judge then with at most what could be called minor carve-outs by the regulators (both U.S. and EU). So there will be no shortage of different aircraft types to juggle among current and future international routes as well as mainland to/from Hawaii. Or there will be when the AA/US seniority is finalized (which drags in the East/West seniority fight).
Jim
I think most would agree that the merger is likely to be approved, by the creditors and judge then with at most what could be called minor carve-outs by the regulators (both U.S. and EU). So there will be no shortage of different aircraft types to juggle among current and future international routes as well as mainland to/from Hawaii. Or there will be when the AA/US seniority is finalized (which drags in the East/West seniority fight).
Jim
#104
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And next, but not enough to replace all the US 762's. As I recall off the top of my head, there are 8 A332's this year and next to complete the order while there are 10 762's. That's why I mentioned the AA 763's as potential replacements, although with the same obvious capacity increase as the A332's.
Jim
Jim
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It seems that 15 332s and 9 333s could cover that with one or two to spare. And the flights to OSL, DUB, AMS, BRU, SNN, LIS, and GLA are reacheable with a 757. There's even more room to work with if AA picks up a few of these runs, and US picks up some JFK runs with 757s.
#105
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It seems that 15 332s and 9 333s could cover that with one or two to spare. And the flights to OSL, DUB, AMS, BRU, SNN, LIS, and GLA are reacheable with a 757. There's even more room to work with if AA picks up a few of these runs, and US picks up some JFK runs with 757s.
As you illustrate, and I said, the 757's are mainly U.S. to/from northern/northwestern Europe and as such aren't true 767 replacements due to less range. So there isn't an option of using the 757 to all the places the 767 currently flies without using bigger aircraft - either the A330's of US or the 763's of AA.
In other words, the US 762's fill a niche that can't be directly filled by the merged fleet. If some of the current US TATL flights won't support significantly bigger planes profitably, those routes either get dropped or some 762's stay around. It's a lot easier to say "Just use a newer, bigger plane" than it is to make it all profitable.
Jim