I’ve gotta admit, “bring back a pair of Boeing 767s” wasn’t on my Air Canada fleet planning bingo card, but here we are…
In this post:
Air Canada will fly two Boeing 767-300ERs in 2025
Air Canada recently shared its fleet strategy for the next five years, which includes adding around 90 aircraft to the fleet. While most of those are modern jets, ranging from the Airbus A321XLR to the Boeing 787-10, one aircraft type stood out.
In 2025, Air Canada plans to put two Boeing 767-300ERs back into passenger service.
For context, Air Canada retired its Boeing 767s in June 2020, as the airline shrunk its fleet around the start of the pandemic, as so many airlines did. Air Canada started flying Boeing 767s back in 1982, so the jets have quite the history at the airline. Over the years, Air Canada flew a total of 65 of these aircraft. At this point, the airline has around half a dozen freighter 767s that are used for cargo flights.
It would appear that the two Boeing 767s making a comeback have the registration codes C-FOCA and C-GLCA, and they’re 33-34 years old. The aircraft are equipped with a total of 211 seats, including 24 business class seats (fully flat and in a 1-1-1 configuration) and 187 economy seat (in a 2-3-2 configuration).
Until earlier this year, both 767s were in long term storage in Arizona, at Pinal Airpark (MZJ). However, earlier this year they were flown to Hamilton (YHM), presumably in preparation for reentering service.
What an interesting way to boost capacity
Post-pandemic we’ve seen quite a few airlines bring back aircraft that were supposed to be permanently retired. However, typically we’ve seen this happen for larger fleets, where half a dozen or more jets were brought back.
Here we’re seeing Air Canada bring back just two Boeing 767s, so that’s quite a small subfleet. On the one hand, this seems rather inefficient in terms of scheduling, having spare aircraft, training crews, etc., given the lack of being able to beef up the fleet. On the other hand, I imagine these planes have already been paid for, there are plenty of 767 spare parts out there, and the jet has decent operating economics.
I am curious to see how Air Canada ends up using these aircraft, once they’re back in service. In theory they could operate long haul flights, though is that how they’ll be used? We’ve seen Air Canada lease some 767s from Omni Air, largely for Hawaii flights, so maybe these 767s will be used in a similar way?
Honestly, I respect Air Canada for its creativity here, rather than just refusing to budge on a previous decision. For example, I feel like American made a strategic error when it retired its Airbus A330s, Boeing 757s, and Boeing 767s, at the start of the pandemic. This greatly limited the carrier’s long haul fleet potential, as American’s only long haul aircraft are the Boeing 777s and Boeing 787s.
American has complained endlessly about the delay of new aircraft, and that frustration is entirely understandable. However, the airline had the option of bringing back some older jets, but ultimately decided against it. That’s quite the contrast to Delta and United, which kept most of their long haul aircraft flying (except Delta retired its 777s, which I also feel was a mistake, but that’s a different story).
Bottom line
In 2025, Air Canada plans to put two Boeing 767-300ERs back into passenger service. The airline retired these in June 2020, around the start of the pandemic. But with ongoing delivery delays, the airline has now made the decision for a couple of these planes to return to the skies. I’m curious to learn the details of how exactly these aircraft will be used.
What do you make of Air Canada bringing back the 767?
There is no such word as ''unretired'', good story but your grammar ...well !
The main driver here is that the cargo fleet is not as busy as expected, and these were slated for conversion to freighters. So rather than convert them and undergo that expense and have them sit there with no utilization it makes more sense to deploy them in a pax role where they clearly see demand.
I can see them using the 767s on transcons or also to provide extra European capacity. Those airplanes have an incredibly comfortable Y interior and an old, but still reasonably competitive J interior. That said, crew training shouldn't be too bad given that they already have a 767 pilot group. Additionally, I do wonder if they could be looking at poaching a few retired planes here and there from other airlines. AC has never shied...
I can see them using the 767s on transcons or also to provide extra European capacity. Those airplanes have an incredibly comfortable Y interior and an old, but still reasonably competitive J interior. That said, crew training shouldn't be too bad given that they already have a 767 pilot group. Additionally, I do wonder if they could be looking at poaching a few retired planes here and there from other airlines. AC has never shied away from well looked after, older airplanes. JAL could be a target.
Those are not fitted with winglets. So maybe shorter routes? Western US?
Their 767s never were fitted with wingless, but it isnt like they don't still have respectable range. I flew YYZ-IST on an AC 767 in business.
That said, I could see the 767 being dedicated to their premium transcontinental services to LAX, SFO and YVR if they feel the need to have their other widebodies on longer hauls.
That means more passenger flying air canada. And may be aircraft manufacturer are not deliverying as promised
There is no true replacement for the 757, 767 or a300 small wide bodies. The same people who say the 1980s 757 was too old to redevelop, said nothing of the older 737 redevelopment.
And now Boeing are being as unrealistic about a MMA as they were with the 787 development costs, only committing to a new plane when they can use graphene wings and titanium cockpits, ok perhaps not that, but factors that...
There is no true replacement for the 757, 767 or a300 small wide bodies. The same people who say the 1980s 757 was too old to redevelop, said nothing of the older 737 redevelopment.
And now Boeing are being as unrealistic about a MMA as they were with the 787 development costs, only committing to a new plane when they can use graphene wings and titanium cockpits, ok perhaps not that, but factors that will make the whole development process expensive compared to that of the 75/6/7. If their next plane is ultra high tech and very complex, the list price will be expensive and they will need to sell thousands more to turn a profit on it.
It's pathetic to watch such poor planning by AC. They just leased 12? ancient A330s from Singapore/TAP to add to the 8 AC already owns.
Now they add some 767 hanger queens to the airline with the worst on time performance in NA.
If AC had competition they would have been in Chapter 11 long ago.
They have a LOT of competition. I'm mostly familiar with the YYZ-MCO route where they face competition from WestJet, Porter, Flair, AirTransat and Sunwing. Earlier this year, Swoop and Canada Jetlines also operated the route.
Data re the 767's please? Only DL/UA operate the aircraft in NAm, so show your data. And also your knowledge of equipment strategy re the 330's?
OK. Just looked up the data...AC's OTP is pretty awful.
I too believe the 767 and 757 are great planes. My first 767 flight was TWA Stl to LHR in 1986. It was followed a week or so later TWA, CDG to IAD. In my opinion, the 767 allowed airlines to add multiple new routes across the atlantic that could not support a 747, DC10 or L1011.
My first 757 flight would have been in either 1984 or 1985 on either Delta or Eastern....
I too believe the 767 and 757 are great planes. My first 767 flight was TWA Stl to LHR in 1986. It was followed a week or so later TWA, CDG to IAD. In my opinion, the 767 allowed airlines to add multiple new routes across the atlantic that could not support a 747, DC10 or L1011.
My first 757 flight would have been in either 1984 or 1985 on either Delta or Eastern. I was living in the DC area at the time and both carriers were flying them into National. One of the selling points was the 757 was able to get more seats into capacity controlled airports such as DCA and LGA. When first introduced it had extremely noisy breaks when taxiing. It was quickly fixed.
Now that I live in Palm Springs I have not been on either aircraft in over six years. I will always have a soft spot for them.
Have spent many hours on the 767 on a number of airlines over almost 35 years in F, J & Y. Always a comfortable journey. Great plane.
the 767 is indeed a great plane. Considering the 767 entered service about 45 years ago and with the 757, Boeing created two high performing aircraft, that was the pinnacle of Boeing's engineering creativity.
The 767 is capable of 12 hour flights, a very comfortable cabin width, and a perfect size to make small routes work.
Good to see an encore performance north of the border.
Delta 767's in Y feel quite cramped. Love the plane, but Delta packs way too many people in economy.
Regis,
thankfully, there is data that shows the seat space for most airlines and most aircraft.
Delta's 767s have seat space as good or better than other 767 operators including in coach and also better than other airlines' other widebodies.
Notably, many airlines put 9 seats abreast on their 787s in coach and 10 seats abreast in coach on the 777 which produce significantly narrower seats than on the 767 in 7 abreast...
Regis,
thankfully, there is data that shows the seat space for most airlines and most aircraft.
Delta's 767s have seat space as good or better than other 767 operators including in coach and also better than other airlines' other widebodies.
Notably, many airlines put 9 seats abreast on their 787s in coach and 10 seats abreast in coach on the 777 which produce significantly narrower seats than on the 767 in 7 abreast in economy as AC, DL and UA - and most global operators - configure their 767s.
As a previous frequent flyer pre-plandemic this was one of my favorite aircraft In the fleet. Hope it's comming back for passenger service not just cargo.
Air Canada did something highly similar with A319s (I guess that’s due to engine troubles on the A220).
I am honestly delighted to see that there will be at least these two 767s back in service with AC. They were my absolute favorite long haul aircraft. YOW-LHR-YOW and YOW-FRA-YOW before the pandemic. Can't beat the economy seating, 2-3-2.
This is what happens when Boeing can't deliver and airlines tied their futures to that formerly great manufacturer.
Not sure why you think clinging to the 777 was such a great idea other than the fact that DL kept its 777s in 9 abreast in economy while AA and UA put theirs in economy.
The 359 can already fly everything the 777LR once flew; and before someone brings up JNB-ATL, it simply is not cost-efficient...
This is what happens when Boeing can't deliver and airlines tied their futures to that formerly great manufacturer.
Not sure why you think clinging to the 777 was such a great idea other than the fact that DL kept its 777s in 9 abreast in economy while AA and UA put theirs in economy.
The 359 can already fly everything the 777LR once flew; and before someone brings up JNB-ATL, it simply is not cost-efficient to keep a fleet of 777s to be able to carry 50 more economy passengers in the South African summer .
And the brat is still behind the times - by a long shot - but DL will have A350-1000s in its fleet a year from now thanks to Virgin Atlantic's decision that it has received enough of that aircraft.
and the 35K will not only be used to grow DL's network in E. and S. Asia but will very likely seasonally switch between Asia and Australia and perhaps S. Africa given the differences in demand there.
Airbus is delivering new widebodies to Delta on-time, Air Canada has some A330s but needs more capacity to grow, and AC is willing to take on the extra costs of putting a few of Boeing's oldest and greatest creations back in service while that shipped has sailed for AA and UA will just simply be a much slower growing airline that is forced to grow its international network using narrowbodies which could be growing its domestic network.
I'm genuinely curious what runs through your mind as you write these posts. It's fascinating. Such an interesting person.
You do realize that Ben intentionally included a reference to AA, DL and UA's retirement of aircraft during covid and his assessment of what each airline did right or wrong, don't you?
Ben is a smart man. He knows what it takes to stimulate the discussion.
AC bringing back 2 767s would stimulate far less conversation than throwing in commentary about the US big 3 - which I responded to.
I read and respond...
You do realize that Ben intentionally included a reference to AA, DL and UA's retirement of aircraft during covid and his assessment of what each airline did right or wrong, don't you?
Ben is a smart man. He knows what it takes to stimulate the discussion.
AC bringing back 2 767s would stimulate far less conversation than throwing in commentary about the US big 3 - which I responded to.
I read and respond to all of what is said by the author and, in some cases by the peanut gallery.
Pretty simple Tim Logic going on here: I kiss Ed Bastian's butt. Ed Bastian kisses Guillaume Faury's butt. Therefore, I kiss Guillaume Faury's butt.
I am honestly delighted to see that there will be at least these two 767s back in service with AC. They were my absolute favorite long haul aircraft. YOW-LHR-YOW and YOW-FRA-YOW before the pandemic. Can't beat the economy seating, 2-3-2.
Airbus aircraft have been mired in problems, particularly with engines on the A220 and A321NEO. The A321XLR has seen certification delays and weight issues, which is likely also part of this.
Lucky,
Delta's only mistake was not ordering the A350-1000 so the world could experience the greatest PREMIUM service on the greatest airplane ever built...at least that's what Daddy says.
They have 767 freighters so adding a couple of passenger 767s is not a big stretch for them maintenance wise. Interesting move.. now if they could bring back the L1011 LOL..
Yesssss please keep us updated on this. And how many more AC 767s are sitting in the desert that could still be unretired?
Also wondering what happened to AA's A330's. Like are they still in the desert unsold?
Still sitting at Roswell, last I checked.
Cancun in winter, Dublin in spring, among others
More likely domestic and NA long haul. They are using 777s and 330s on these routes when they could be more profitable elsewhere. One thing liked was the reverse herringbone seats 767, but they were long in the tooth when they were sent to the desert. Hopefully they will be upgraded with hi res IFE the old low res is just not competitive any more. Also they did not have PE seats on the 767s and looks like it will stay that way, so this is prob a short term solution.
I agree that transcons to YVR/LAX/SFO seem most likely, but remember that they have historically rotated widebodies out of YYZ during downtime off long haul to essentially fly as hot spares and extra capacity, so the impact on the 777/787/330 fleets might not be so bad. I could also see the 767s being used for seasonal European demand, or even upgrades to stuff like YHZ-LHR and maybe allowing YYT-LHR to come back on a 737.