Like any older technology, the 757—always characterful and exciting—is less fuel-efficient and more maintenance-heavy.
While ownership costs are usually low—airlines have paid off their aircraft, or the lease rates are minimal—the variable costs, which are influenced by use, are higher. This means it's inexpensive to fly them less often.
Flights have inevitably been reduced substantially as more efficient but costly alternatives increasingly replace them.
While the US has always been the leading country for the 757, it has been increasing and is at a record level. It reflects changes elsewhere.
Icelandair, for example, has removed its two 757-300s, which now fly in Uzbekistan, while UK leisure operator Jet2 has retired its last 757-200s.
The top 20 757 airports are in the US
Between February and July, the 757—the 200 and 300 variants—will be flown to more than 145 airports worldwide. The top 20, shown below, are all in the US. The first non-US airport is Keflavik, which is in 21st place.
Icelandair's retirements, including because of its new Airbus A321LRs, mean Keflavik has fallen from 12th place in a year.
Keflavik now ranks 21st as Icelandair ramps up 757-200 flights in the peak summer compared to the winter and spring months.
It can do this due to its higher variable costs, which are not incurred if they don't operate. This means more intensive maintenance can be undertaken in the winter.
The world's 10 busiest 757 airports
Let's focus on the 10 airports with the most take-offs between February and July. They are shown below in descending order. Obviously, Atlanta remains number one.
It is so dominant that almost 60% of the world's 757 passenger services are from the airport. Global changes mean its share has risen from 54% a year ago, a trend which will continue.
Interestingly, Atlanta's 757-operated flights have risen by 3% year-on-year. Other top 10 airports have also grown: Orlando (+12%), Los Angeles (+11%), and Tampa (+2%).
In contrast, Chicago O'Hare's offering has fallen by 31%. Icelandair no longer flies the 757 there, while Delta's flights have fallen dramatically—from 1,042 take-offs (up to seven daily) to just 188.
|
Take-offs*: February-July only |
Airport |
Airlines (total routes)** |
% of the world's 757 flights |
% of the airport's flights on the 757 |
|---|---|---|---|---|
|
27,926 (up to 190 daily departures) |
Atlanta |
Delta (60 routes) |
59% |
14% |
|
5,703 (up to 38 daily) |
Newark |
United, Icelandair (30 routes) |
12% |
6% |
|
4,817 (up to 33 daily) |
Los Angeles |
Delta, United (20 routes) |
10% |
4% |
|
4,668 (up to 31 daily) |
Orlando |
Delta, United, Icelandair (11 routes) |
7% |
5% |
|
3,168 (up to 24 daily) |
San Francisco |
United, Delta (14 routes) |
7% |
3% |
|
2,663 (up to 19 daily) |
Chicago O'Hare |
United, Delta (12 routes) |
6% |
1% |
|
2,620 (up to 16 daily) |
Tampa |
Delta, United (four routes) |
6% |
5% |
|
2,596 (up to 18 daily) |
Fort Lauderdale |
Delta, United (four routes) |
6% |
4% |
|
2,481 (up to 19 daily) |
Denver |
United, Icelandair (13 routes) |
5% |
1% |
|
2,354 (up to 18 daily) |
Detroit |
Delta (14 routes) |
5% |
3% |
|
* Double for both ways |
** Even if just one flight |
The first non-Atlanta route is 10th
The first-ranked non-Atlanta market is Newark to San Francisco. The Star Alliance route inevitably means United is the sole 757 operator, with only the 176-seat 757-200 flown.
While frequencies vary, there are usually six daily take-offs. When all airlines and all equipment are included, just under half of the airport pair's February to July flights will be on the aging type.
