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DL/NW Fleet Placement In 3 Years  
User currently offlinePanAm788 From United States of America, joined Sep 2008, 290 posts, RR: 0
Posted (4 years 9 months 1 week 3 hours ago) and read 7597 times:

Hey everyone, I know this topic had been discussed thousands of times, but I can't really find anything exactly answering my questions. I was wondering where DL/NWs fleet will look like in 3 years, and where we will see specific a/c. Like will all 744s be based in ATL? And will MSP see 763s to AMS instead of A333s and 777s instead of 744s to NRT? And what about flights to Asia, will 777s go to DTW? Just wondering about all of this. Thanks.


heroes get remembered but legends never die
63 replies: All unread, showing first 25:
 
User currently offlineSurfandSnow From United States of America, joined Jan 2009, 2797 posts, RR: 30
Reply 1, posted (4 years 9 months 1 week 3 hours ago) and read 7524 times:

Just a guess, but with airport facilities and crews living/being in the respective base cities already, I'm sure DL will try to respect that as much as possible. The US/HP merger didn't mean A321s to PHX and HP 319s to CLT....


Flying in the middle seat of coach is much better than not flying at all!
User currently offlineLACA773 From United States of America, joined Nov 2004, 3945 posts, RR: 2
Reply 2, posted (4 years 9 months 6 days 22 hours ago) and read 7265 times:
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Quoting SurfandSnow (Reply 1):
Just a guess, but with airport facilities and crews living/being in the respective base cities already, I'm sure DL will try to respect that as much as possible. The US/HP merger didn't mean A321s to PHX and HP 319s to CLT....

US has been flying the 321s into PHX for quite sometime now. In fact, they have gotten a few new frames and more coming with a better performing engine for transcons and flights out of PHX with that hot, nasty weather.

The 319 was a common a/c in both fleets when they merged.


User currently offlinePanAm788 From United States of America, joined Sep 2008, 290 posts, RR: 0
Reply 3, posted (4 years 9 months 6 days 9 hours ago) and read 6893 times:

I think most airlines don't keep aircraft at an airport because that's where the pilots are based. I'm 99% percent sure that if DL felt a MSP-HNL or something route was better suited for a 767 than an A332, then they'd change a/c.


heroes get remembered but legends never die
User currently offlineMPDPilot From United States of America, joined Jul 2006, 986 posts, RR: 0
Reply 4, posted (4 years 9 months 6 days 7 hours ago) and read 6473 times:

Not that I am in the know or anything but I have a couple thoughts.

333 will move to JFK and ATL and will be replaced with 763 at MSP and DTW. Not completely but I could see them adjusting them considerably.

I really don't see too much 777 replacing 747 except maybe MSP-NRT going to 777 and perhaps some ATL or JFK flights getting a 747. But we have already seen that ATL can't support quite the same amount of traffic even to NRT as DTW can.

332 I could see these moving to some of the longer routes that the 767 is having trouble with, perhaps africa, eastern europe, middle east, or south america for extra lift.

I think the 320s and 737 will pretty much stay where they are. The 738 has the legs for all the flights from JFK, where the 320 might struggle. Now you might see the 319 replace some longer thinner routes much like Delta has used the 737-700.

I would also expect to see some DC-9s come down to ATL to replace some of the busier RJ routes. And the RJs moving to MSP and DTW to replace the DC-9s.

Just my two cents from an observer's standpoint.



One mile of highway gets you one mile, one mile of runway gets you anywhere.
User currently offlineJhooper From United States of America, joined Dec 2001, 6199 posts, RR: 12
Reply 5, posted (4 years 9 months 4 days 22 hours ago) and read 5331 times:

If I were DL management, I'd be looking for ways to simplify the fleet and consolidate operations where possible. That would mean 2-3 hub cities and all the gas guzzlers would be gradually eliminated.


Last year 1,944 New Yorkers saw something and said something.
User currently offlineKeesje From , joined Dec 1969, posts, RR:
Reply 6, posted (4 years 9 months 4 days 21 hours ago) and read 5287 times:

As far as I know Anderson / NWA fleet policy willl be very pragmatic. They have a very varied big fleet right know. Focussing on on the widebodies I think the 777 and 747 fleets will be used most on the Pacific from the relevant hubs and 767 and A330 on the Atlantic from the relevant hubs.



That doesn't mean we'll never see a 747 on the Atlantic or a A330-200 on the Pacific but they will be probably be exeptions.

Future candidtes for the Delta network IMO are A359, 773ER, A380 and 787-8Enhanced.


User currently offlineAirframeAS From United States of America, joined Feb 2004, 14150 posts, RR: 25
Reply 7, posted (4 years 9 months 4 days 21 hours ago) and read 5278 times:



Quoting Keesje (Reply 6):
Future candidtes for the Delta network IMO are A359, 773ER, A380 and 787-8Enhanced.

I'd take the A380 out of that list if I were you. There is no way any U.S. air carrier can afford to operate the type.



A Safe Flight Begins With Quality Maintenance On The Ground.
User currently offlineKappel From Suriname, joined Jul 2005, 3533 posts, RR: 17
Reply 8, posted (4 years 9 months 4 days 21 hours ago) and read 5269 times:



Quoting Jhooper (Reply 5):
all the gas guzzlers would be gradually eliminated.

Which ones are these? DC9/MD88/744? These are of course also the oldest aircraft in the fleet.

Quoting Keesje (Reply 6):
That doesn't mean we'll never see a 747 on the Atlantic

Indeed. Is DTW-AMS still operated with the 747? I saw the 747 in February, but I haven't been to AMS much since.

I was at AMS last week, and I saw a lot more DL 763's than I used to (more 763's than a330's in fact). Not sure if these originated from MSP, but it's clear that the repositioning has already been implemented (at least partly).



L1011,733,734,73G,738,743,744,752,763,772,77W,DC855,DC863,DC930,DC950,MD11,MD88,306,319,320,321,343,346,ARJ85,CR7,E195
User currently offlineFWAERJ From United States of America, joined Jun 2006, 3641 posts, RR: 2
Reply 9, posted (4 years 9 months 4 days 14 hours ago) and read 5069 times:



Quoting AirframeAS (Reply 7):
I'd take the A380 out of that list if I were you. There is no way any U.S. air carrier can afford to operate the type.

As soon as Leahy makes a sales pitch (with discounts, of course) to DL or UA and if they order more 'buses, then it's game over: at least one will order the A380. Trust me: Airbus desperately needs to place the A380 in the hands of a US customer.

Anyway, here's what I see as DL's fleet plan:
-DC-9: Phased out rapidly and turned into the can of Coke on your next DL flight. (Sorry, DC-9 fans.) Roles would be taken over by a mix of Delta Connection, MD-88, and A319.
-MD-88/90: Much like today: thin short-range routes from ATL/CVG/DTW/MSP/SLC. Might be replaced by A319/320 or 738 in the future.
-A319/320: Thin medium-range domestic routes from the hubs. Might be refitted with Delta On Demand.
-738: Thin longer-range domestic routes (think JFK/BOS to West Coast) and Central America.
-752: Thin European routes, Florida, Latin America, Hawaii, and NRT hub flying. Ex-NW 5500-series will continue to be retired; 5600-series might be refitted with Delta On Demand. New 739ERs or A321s could replace older 757s.
-753: Hawaii and maybe Europe from JFK as well.
-763 (non-ER): Retired.
-763ER: Europe and possibly Latin America from DTW, MEM, and SLC. Some may be retired.
-A332/A333: Europe and Latin America from ATL and JFK. At least 10 additional A332s may be ordered to replace retiring 763ERs.
-772ER/LR: Asia. Several more 772LRs, along with 773ERs may be ordered.
-744: Gradually retired, but used on Asia routes until 773ER replacements arrive.



I don't work for FWA, their tenants, or their ad agency. But I still love FWA.
User currently offlineTranspac787 From United States of America, joined Jul 2007, 3163 posts, RR: 13
Reply 10, posted (4 years 9 months 4 days 14 hours ago) and read 5019 times:



Quoting PanAm788 (Reply 3):
I'm 99% percent sure that if DL felt a MSP-HNL or something route was better suited for a 767 than an A332, then they'd change a/c.

Which could be easily done after SOC as there is an existing 757 base in MSP. As we speak, NW 757 crews are already beginning to receive 767 differences training.

Quoting MPDPilot (Reply 4):
except maybe MSP-NRT going to 777

MSP-NRT is the most consistently highest load-factor flight of all the NW NRT flights.

Quoting MPDPilot (Reply 4):
332 I could see these moving to some of the longer routes that the 767 is having trouble with, perhaps africa, eastern europe, middle east, or south america for extra lift.

The A332 would do no better at Africa and the Middle East than a 763ER with winglets.

Quoting MPDPilot (Reply 4):
I think the 320s and 737 will pretty much stay where they are.

NW A319/A320 crews were told to expect the opening of a SLC base after SOC. Apparently, the A319 and A320 have the performance to make the east coast from SLC unrestricted while the MD90 does not.

Quoting Jhooper (Reply 5):
That would mean 2-3 hub cities

*raises eyebrow*

Thus totally defeating the purpose of the merger at all?? I think not...

Quoting Kappel (Reply 8):
Is DTW-AMS still operated with the 747?

No, now just A330's and the 75A.

Quoting Kappel (Reply 8):
(more 763's than a330's in fact)

It must have been the time of day you saw them as there are still *far* more A330 flights into AMS than 767's.

A330: SEA, MSP x3, DTW x3, MEM, ATL, BOS
767: PDX, EWR, CVG, BOM

Quoting FWAERJ (Reply 9):
Airbus desperately needs to place the A380 in the hands of a US customer.

It doesn't mean DL will actually go for it, especially when it seems their strategy on international is to downsize the aircraft - not get bigger.

DL is *way* more likely to go for the 773ER than the A380.

Quoting FWAERJ (Reply 9):
-DC-9: Phased out rapidly

Not a chance.

Why waste colossal sums of money on painting and refitting the interiors on the entire DC9-50 fleet when they are going to be 'phased out rapidly' ?

Quoting FWAERJ (Reply 9):
New 739ERs or A321s could replace older 757s.

The DL/NW combined pilot contract has a pay scale for the 739ER. No such pay scale exists for the A321 in the contract. DL would choose the 739ER.

Quoting FWAERJ (Reply 9):
-753: Hawaii and maybe Europe from JFK as well.

If they get winglets for the 753, it could make the short European flights like SNN, DUB.

Quoting FWAERJ (Reply 9):
-A332/A333: Europe and Latin America from ATL and JFK. At least 10 additional A332s may be ordered to replace retiring 763ERs.

The A330's will most definitely remain on the Pacific as well, unless DL intends to put 777's in their place instead. Putting a 763 on some of those routes would be DL at a significant disadvantage in intensely competitive markets, such as SFO-NRT. Keeping the A330 on it maintains their advantage.

Quoting FWAERJ (Reply 9):
Several more 772LRs, along with 773ERs may be ordered.

With what cash??  eyebrow 



A340-500: 4 engines 4 long haul. 777-200LR: 2 engines 4 longer haul
User currently offlineAlitalia744 From United States of America, joined Mar 2000, 4731 posts, RR: 45
Reply 11, posted (4 years 9 months 4 days 13 hours ago) and read 4923 times:

There are more airplanes than needed right now in the DL/NW fleet.

Cash is king.

Planes are being parked as we speak.



Some see lines, others see between the lines.
User currently offlineKeesje From , joined Dec 1969, posts, RR:
Reply 12, posted (4 years 9 months 4 days 13 hours ago) and read 4862 times:



Quoting AirframeAS (Reply 7):
I'd take the A380 out of that list if I were you. There is no way any U.S. air carrier can afford to operate the type.

Maybe at this moment but sooner or later they will. US carriers have been operating VLA's for almost 4 decades, traffic has grown massively in that period.



UA/Delta are very hub oriented carriers and no alternative exist for the capasity / seatmile / spacey premium cabins / slots / overfly rights trade-offs.

They'll make sure not to be overrun by Asian and European A380 operators like BA, LH, AF/KL, QF, SQ, Malaysian, Korean, Thai, Virgin and Emirates. It's a neccessary and logical network consolidation investment for carriers like Delta.



Quoting FWAERJ (Reply 9):
As soon as Leahy makes a sales pitch (with discounts, of course) to DL or UA and if they order more 'buses, then it's game over: at least one will order the A380. Trust me: Airbus desperately needs to place the A380 in the hands of a US customer.

I think Delta / UA will only order aircraft if they need to & Airbus sold out for yrs on the A380 line.


User currently offlineAlitalia744 From United States of America, joined Mar 2000, 4731 posts, RR: 45
Reply 13, posted (4 years 9 months 4 days 13 hours ago) and read 4825 times:

A380 is not in the plan. Sorry Keesje. You've got a better chance with the A359. But not the A380.


Some see lines, others see between the lines.
User currently offline1337Delta764 From United States of America, joined Oct 2005, 6386 posts, RR: 2
Reply 14, posted (4 years 9 months 4 days 13 hours ago) and read 4826 times:



Quoting FWAERJ (Reply 9):
-763 (non-ER): Retired.

I would disagree here. While DL has temporarily parked some of the domestic 763s, they have not officially been withdrawn from use, and once market conditions improve, we could see them return to service. After all, DL has invested so much money into these aircraft by installing new seats and AVOD.

Also, you forgot about the 767-400ER. The 767-400ER will probably operate mostly European routes out of JFK and ATL, with some South American routes out of ATL.



The Pink Delta 767-400ER - The most beautiful aircraft in the sky
User currently offlineBabybus From , joined Dec 1969, posts, RR:
Reply 15, posted (4 years 9 months 4 days 13 hours ago) and read 4814 times:



Quoting FWAERJ (Reply 9):
As soon as Leahy makes a sales pitch (with discounts, of course) to DL or UA and if they order more 'buses, then it's game over: at least one will order the A380. Trust me: Airbus desperately needs to place the A380 in the hands of a US customer.

I think you've assessed the situation wrongly. I think UA and DL would like to dream of affording an A380. Pigs will be flying before they own or get one.

The US market isn't as important as it once was. All the growth and money is in the Middle East and the prestigious operators are not in north America any longer.


User currently offlineMayor From United States of America, joined Mar 2008, 9967 posts, RR: 14
Reply 16, posted (4 years 9 months 4 days 13 hours ago) and read 4799 times:



Quoting Babybus (Reply 15):
The US market isn't as important as it once was. All the growth and money is in the Middle East and the prestigious operators are not in north America any longer.

You don't think Airbus would jump at the chance to make major inroads into the U.S. market, especially with the A350 and A380?? Of course they would. The money may be in the Middle East, but the fleets over there are relatively small compared to the legacies in the states, which translates to larger sales to the U.S. legacies when the time comes to buy.



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineTranspac787 From United States of America, joined Jul 2007, 3163 posts, RR: 13
Reply 17, posted (4 years 9 months 4 days 13 hours ago) and read 4762 times:

Quoting Keesje (Reply 12):
It's a neccessary and logical network consolidation investment for carriers like Delta.

Hardly...

Considering how none of DL's major hubs are severely slot restricted (if it all), the A380 would offer little to absolutely no advantage to them. NRT and JFK are about the only two I can think of. NRT will - eventually - have the second runway completed and be used by transpac flights. Once that happens, most NRT slot restrictions will go away overnight.

And as for JFK - can you name a single market out of JFK that DL could use an A380??

LHR - no
NRT - no

And as for ATL - DL obviously seems to prefer frequency over capacity - thus them maintaining their 787 order and showing little to no interest in the A380.

[Edited 2009-07-20 09:26:26]


A340-500: 4 engines 4 long haul. 777-200LR: 2 engines 4 longer haul
User currently offline1337Delta764 From United States of America, joined Oct 2005, 6386 posts, RR: 2
Reply 18, posted (4 years 9 months 4 days 13 hours ago) and read 4758 times:



Quoting Transpac787 (Reply 17):
And as for ATL - DL obviously seems to prefer frequency over capacity - thus them maintaining their 787 order and showing little to no interest in the A380.

Also, none of the gates at ATL can fit the A380.



The Pink Delta 767-400ER - The most beautiful aircraft in the sky
User currently offlineKappel From Suriname, joined Jul 2005, 3533 posts, RR: 17
Reply 19, posted (4 years 9 months 4 days 12 hours ago) and read 4676 times:



Quoting Transpac787 (Reply 10):
No, now just A330's and the 75A.

Hmm... too bad, I liked seeing the NW 747 back at AMS...  Sad

Quoting Transpac787 (Reply 10):
It must have been the time of day you saw them as there are still *far* more A330 flights into AMS than 767's.

A330: SEA, MSP x3, DTW x3, MEM, ATL, BOS
767: PDX, EWR, CVG, BOM

Ah, I guess it was indeed the time of day. I saw 3 763's, 2 752's and 2 a330's. Thanks for the update!



L1011,733,734,73G,738,743,744,752,763,772,77W,DC855,DC863,DC930,DC950,MD11,MD88,306,319,320,321,343,346,ARJ85,CR7,E195
User currently offlineJhooper From United States of America, joined Dec 2001, 6199 posts, RR: 12
Reply 20, posted (4 years 9 months 4 days 10 hours ago) and read 4524 times:



Quoting Transpac787 (Reply 10):

*raises eyebrow*

Thus totally defeating the purpose of the merger at all?? I think not...

So, just what is the purpose of the merger? While you're pondering that, ask yourself whether it's necessary for DL to maintain hubs in Atlanta, Memphis, Cincinnati, and Detroit. There has to be some consolidation and streamlining. Otherwise, it's too inefficient and DL will be competing against itself.

Also, DL retired many aircraft types after the last recession in an effort to simplify the fleet to five models. Eventually, they'll be forced to do it again.



Last year 1,944 New Yorkers saw something and said something.
User currently offlineAirframeAS From United States of America, joined Feb 2004, 14150 posts, RR: 25
Reply 21, posted (4 years 9 months 4 days 9 hours ago) and read 4501 times:



Quoting Keesje (Reply 12):
US carriers have been operating VLA's for almost 4 decades, traffic has grown massively in that period.

Actually, it is the opposite. The U.S. carriers have been going to more narrowbody aircraft than ever before. That chart does not mean squat. The U.S. pax wants more frequency than 1-2 flights a day on a VLA....hence why the narrowbody demand in the last 10 years or so....

Quoting FWAERJ (Reply 9):
Trust me: Airbus desperately needs to place the A380 in the hands of a US customer.

They may be desperate but again, my logic still stands on the narrowbody demand argument.



A Safe Flight Begins With Quality Maintenance On The Ground.
User currently offlineSuperdash From United States of America, joined Sep 2003, 574 posts, RR: 0
Reply 22, posted (4 years 9 months 4 days 9 hours ago) and read 4448 times:



Quoting AirframeAS (Reply 21):
Quoting FWAERJ (Reply 9):
Trust me: Airbus desperately needs to place the A380 in the hands of a US customer.

They may be desperate but again, my logic still stands on the narrowbody demand argument.

I agree. The 380 only makes sense where you can "cut" capacity on a route. Replace 2 747s with 1 380. The US Carriers don't have too many of those routes and where they do, they would only be able to have a profitable fleet of less than 5 or 6 birds. Might as well keep it simple and go with the double daily instead of add a new equipment type and one that is the biggest around in at time when it is nothing but cut, cut, cut.

I could see Delta going 777-300 to replace the 747 fleet. I can also see the 757-300 completely being moved to Atlanta for domestic ops (particularly Florida and T-Con). Hawaii can be flown by -200s or 767s, no real need for the 753.


User currently offlineAvek00 From United States of America, joined Oct 2004, 4282 posts, RR: 20
Reply 23, posted (4 years 9 months 4 days 8 hours ago) and read 4403 times:



Quoting Keesje (Reply 12):
US carriers have been operating VLA's for almost 4 decades, traffic has grown massively in that period.

...and both the number of U.S. pax carriers operating VLAs and the number of VLAs operated by U.S. pax carriers has declined massively over the past 20 years as well. What's your point?



Live life to the fullest.
User currently offlineVC10DC10 From United States of America, joined Apr 2006, 1030 posts, RR: 2
Reply 24, posted (4 years 9 months 4 days 8 hours ago) and read 4401 times:



Quoting FWAERJ (Reply 9):

I hate to say it, but that's a heck of a lot of "thin" flying -- which in these times of recession strikes me as unnecessarily duplicative for a network carrier with so FREAKING many hubs already.

It strikes me that if DL could find the cash, dispensing with some of the older 763s and 763ERs and picking up more 332s would make sense, given the better in-flight product and the 332's versatility in terms of performance, etc.

Regarding the hub question (i.e,. will the "new" DL keep all its current hubs), I think there's an added complication beyond the oft-repeated "CVG/MEM overlap DTW/ATL and hence should/will go away": DTW makes a lot of sense for DL given its strategic location between the Northeast and the "heartland" of the Midwest (e.g., Chicago, Milwaukee, Kansas City, etc.). Also, DTW has one of the nicest terminals in the system -- easy to connect through, great clubs, etc. But with the state of the Michigan economy, O & D numbers have to be looking weak. I don't know how this will play into the DL hub question, but to me it would make sense to backpedal on both DTW and CVG and put more into the west (SLC) and that great northeast/northwest/Asia connector, MSP.


25 AirframeAS : AND.....DL is already moving their 764ER domestic ops and throwing those on the international ops.
26 FlyASAGuy2005 : From and to wear? Add the fact that they got out of many of the leases but not all. don't have the information anymore as I use to but i'm sure the c
27 Brilondon : Keep dreaming. The A380 will most likely be only seen in NA with foreign airlines like BA, AF and several Middle Eastern carriers. DL will operate th
28 FlyASAGuy2005 : Whenever it is actually built... I can't say for certain but maybe someone can. In the mean time, i'll try to look up the info or email a buddy of mi
29 Mayor : Even if they try that again, it will take quite awhile, IMO. Just too many A or B a/c to get rid of to simplify the fleet in any reasonably short per
30 1337Delta764 : Nope, no A380 gates at Concourse F.
31 AirframeAS : ATL has said repeatedly that the A380 is not welcome there. They are not willing to cough up the money to accomodate an aircraft that might only do o
32 DeltaHolland : DL certinly does not need a A380. What routes would need or use that support?
33 Post contains images Keesje : Air France, British Airways, Korean Air Lines, Lufthansa are operators that serve Atlanta. Not facilitating A380 would send a strong signal to those
34 Brilondon : Well it seems that there will be no A380 gates in ATL any time soon; should answer the question of if DL were looking at the A380. Obviously not.
35 Alitalia744 : I'll say it again, Keesje.... 1) Delta will not be an A380 operator anytime in the near future. 2) Delta's future fleet will be built around twin-engi
36 AirframeAS : Just because ATL can accept the 747 type aircraft regardless of series does not mean that it can accept the A380. Again, ATL has said NO many, many t
37 Speedbird0125 : DL rencently announced that they're going to discontinue ATL-ICN. Is there any chance for ICN to get another DL/NW flight from another ports in the US
38 C767p : Delta is certainly in no need of the A380. In order to lower costs Delta should strive to bring it's fleet back to only two types of widebodies such a
39 MSPNWA : With the new DL, I think we should just expect the unexpected. I can't even begin to imagine what DL's fleet will look like in 3 years. I doubt we cou
40 Post contains images Keesje : Agree. No slots anyway. The new runway is A380 capable and if airlines want to fly A380 to it, ATL will consider adjusting their capasity to serve th
41 DeltaL1011man : ATL-NRT 1x daily 744, DTW-NRT 1x daily 744......looks like the same to me. With JFK starting it hurt DTW and ATL-NRT. 787-9 also. Again if Delta like
42 Post contains links Keesje : You're mistaking. It can even do a A380-900 ! "The runway was designed to withstand the latest generation of airplanes - the Airbus A380-900 can weig
43 Alitalia744 : Keesje, the runway is capable, but the current terminals cannot handle it. In fact, the new terminal can't even handle it. I'm willing to wager a bet
44 LipeGIG : In my view, DL just need to take advantage of their fleet. They can go from the 763 (with updated C seats, Y AVOD) with 200 seats, thru the B764 with
45 Post contains links Keesje : Delta and/or United Airlines will operate the A380, just like ANA and/or JAL will operate the A380 and just like CX and/or Air China will be Airbus A
46 Brilondon : DL will not operate the A380 since its largest hub, ATL, as has been established will have no gates to accommodate the aircraft. How are you so sure
47 Alitalia744 : " target=_blank>http://www.kaktusdigital.com/images/...f.jpg Your logic is flawed and your bias is apparent. Keesje, not everyone thinks the A380 is
48 LipeGIG : Agree 100%. On the current economic situation, the best is to have a fleet of "smaller" long haul jets. Where one player invest on the A380, competit
49 NorCal : Between all of those carriers they operate maybe 6 747s a day. ATL has much better things they can spend the money on that will benefit more passenge
50 Post contains links Keesje : 2 aircraft, 2 slots, 2 overfly rights, 2 crews, 2 tugs, 2 gates, 2 noisy take-offs, 2 connections to the Pacific wave, flying in formation. I think t
51 Mayor : Keesje, your extreme bias towards Airbus is showing and it's clouding your judgement.
52 Keesje : Non sense. I remain convinced hubs's and VLA will continue to dominate long haul travel when oil gets sparse. As I said I expect Boeing to also prote
53 SQ25J : 2 aircraft, 2 slots, 2 overfly rights, 2 crews, 2 tugs, 2 gates, 2 noisy take-offs, 2 connections to the Pacific wave, flying in formation .......You
54 Keesje : Of course you can. If a city pair has e.g. 7 A380 flights and 7 B777 flights a week you can make it 4-10, or it traffic increases 10-4. Or guide traf
55 Alitalia744 : Not the case, I could care less whether its an Airbus or a Boeing. The case being discussed here is that Delta Air Lines does not need a VLA. Models
56 Keesje : Thank you for your opinion.
57 AirframeAS : Keejse keeps banting on the A380 U.S. operator thing..... but see.... You say this but then later you say.... Huh?! Your bias towards Airbus is showin
58 Keesje : Even if Delta ordered yesterday, they will not be an operator anytime in the near future. There are no delivery slots in the near future. I hope mayb
59 Transpac787 : Better for higher-yielding business travelers. Where does DL fly that is so severely slot restricted?? The 2nd NRT runway will open to transpac fligh
60 VC10DC10 : I don't have a dog in this fight, but what about LAX-NRT and JFK-LHR?
61 KingAir200 : Just curious, did you leave MSP out of there because you're convinced it's closing as a hub?
62 Transpac787 : They tried to downgrade this once already from 744 to A332. If anything, it will be 744 or 777 - certainly never larger. Someone like BA could use it
63 VC10DC10 : Thanks for the info, Transpac787. This surprises me -- I thought DL was extremely proud of its JFK hub, and with the importance and traffic of JFK-LHR
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DL/NW - No Plans For Avod In Y On NW 744s posted Mon May 25 2009 11:11:28 by 1337Delta764
DL/NW Summer Fleet Changes Announced posted Mon Dec 15 2008 14:09:18 by NWA757boy
DL/NW Merged Fleet: Too Many Subfleets? posted Mon Oct 27 2008 19:17:08 by Transpac787