In the late 1980s, Piedmont Airlines took delivery of sixBoeing BA -0.96% 767-200s, which at the time were the most modern aircraft in the world.
They are not so modern anymore, but some of them are still flying for US Airways, now a division of American Airlines. They are now the oldest widebodies in the U.S. passenger airline fleet.
A week ago, as I flew from Barcelona to Charlotte on a 767-200, I was struck by the aging interior, especially after flying to Barcelona on an Airbus A-330. In the 200’s cabin, the inside luggage bins could not accommodate the normal size roll aboards that many passengers carry today. Also, in many cases, windows were separated by panels that vastly limited passengers’ ability to look outside. Also the airplane appeared to have space for galleys, no longer used, in the forward coach area – as well as in the rear.
American spokesman Matt Miller says seven 767-200s remain in the US Airways fleet. All were ordered by Piedmont before the 1989 merger with US Airways (Some 767-200s, ordered by Piedmont, were delivered after the merger). One will be sold off in the fourth quarter, he said. The remaining aircraft are expected to be retired, but Miller said “We have not provided guidance on when they will exit the fleet.”
The planes currently operate from Charlotte to Barcelona, Orlando, Philadelphia and St. Thomas, and from Philadelphia to Charlotte, Frankfurt and Zurich.
In the fall schedule, which takes effect in October, the 767-200s will operate from Charlotte to Cancun, Paris and Punta Cana, and from Philadelphia to Cancun, Dublin, Paris, Punta Cana and San Juan, P.R.
American’s fleet, as distinct from US Airways’ fleet, includes fifty-eight 767-300s; the carrier sold off its last thirteen 200s during the current year. American’s last 767-200 flight was a red-eye from LAX to JFK on May 7. American now operates the Airbus A321 on all of its flights from JFK to LAX and San Francisco. United operated its last 767-200 flight in May 2013.
When Piedmont ordered the 767-200, the plane was arguably the 787 of its day, a revolutionary aircraft. Launch customer United flew the first aircraft in 1982, making history because “up to that point, with the exception of a few charter carriers, all airlines used three- and four-engine airplanes” for trans-ocean flights, said aerospace analyst Scott Hamilton of Leeham Co.
The plane “was Boeing’s answer to the Airbus A300,” Hamilton said. “But Boeing built a better airplane than the A300.
“The 200 is old now,” Hamilton said. “As far as the passenger experience goes, it’s about whether the airline is willing to invest in upgrading the interior.” Given that the airplanes are being phased out, it’s logical that US Airways has not made such an investment, he said.
Both of the airplanes flown into the World Trade Center on Sept. 11, 2001 were 767-200s, Hamilton noted.
The 767-300 entered service in 1986. Subsequently, aircraft makers developed additional twin-engine aircraft including the 777 and A330. American, Delta and United all have 767-300s in their fleets; the planes are often used on the Trans-Atlantic.
To date, Boeing has manufactured 1,062 B767s, including 245 of the 200s and 200ERs (extended range). Today, the 767 is primarily a cargo airplane, and is also the platform for the U.S. Air Force K-46A tanker. However, a passenger version is still offered: The most recent delivery was in June, to Air Astana, the flag carrier of the Republic of Kazakhstan.