columba From Germany, joined Dec 2004, 6801 posts, RR: 5 Reply 1, posted (2 years 3 months 4 weeks 7 hours ago) and read 2619 times:
My guess after reading the recent articles about DL looking to replace some of their narrowbody fleet is that they will order a bunch of CSeries aircraft which will replace the Dc 9s. I don´t believe DL will order the EJet or SSJ100.
It will forever be a McDonnell Douglas MD 80 , Boeing MD 80 sounds so wrong
bj87 From Netherlands, joined Jun 2009, 444 posts, RR: 0 Reply 2, posted (2 years 3 months 4 weeks 7 hours ago) and read 2586 times:
Quoting columba (Reply 1): My guess after reading the recent articles about DL looking to replace some of their narrowbody fleet is that they will order a bunch of CSeries aircraft which will replace the Dc 9s. I don´t believe DL will order the EJet or SSJ100.
That would make sense. CSeries is a good dc9 replacement and I am sure that BBD will give them a nice deal on them. The Ejet is an option but they will probably get a better deal from BBD. And as far as an American airline ordering an SSJ100. The cold war might be over, but I am afraid the mentality isn't. (no offence)
tjwgrr From United States of America, joined Mar 2000, 2297 posts, RR: 3 Reply 4, posted (2 years 3 months 4 weeks 4 hours ago) and read 2434 times:
Quoting ZKNCL (Thread starter): know The Initial Phasing Out of the NW/DL DC-9's began around 2008 from about 90 aircraft and now the DC-9 total sits at around 35 but what type of aircraft replaced these and how many of them?
DC95 still in service. The 30's & 40's haven't been replaced, but a mix of CR9, E75 & DC95 have filled the gaps.
Direct KNOBS, maintain 2700' until established on the localizer, cleared ILS runway 26 left approach.
timf From United States of America, joined Mar 2003, 954 posts, RR: 1 Reply 5, posted (2 years 3 months 4 weeks 4 hours ago) and read 2385 times:
Quoting tjwgrr (Reply 4): The 30's & 40's haven't been replaced, but a mix of CR9, E75 & DC95 have filled the gaps.
I would very much consider the CR9 and E75 as direct replacements for the -30s. Some routes have had equipment upgauged and frequencies adjusted, but overall these aircraft (along with CR7s as well now) are mainly covering former DC9 routes.
The DC9-40s are being replaced by shifting around existing aircraft in the fleet such as DC9-50s, MD-88s, and Airbuses, and backfilling these with used MD-90s. The DC9-50s could ultimately be replaced in the same fashion, but given the recent RFP for new aircraft will probably end up being replaced by a smaller jet such as the E-195 or C Series.
seabosdca From United States of America, joined Sep 2007, 4277 posts, RR: 4 Reply 6, posted (2 years 3 months 4 weeks 4 hours ago) and read 2373 times:
With a fleet as large as Delta's, you're thinking more in terms of total capacity than direct replacement of a specific piece of equipment. So DL increased some capacity by adding more large RJs, brought some larger aircraft back from the desert (5500 757s and 763As), began a program of buying lots of MD-90s, is acquiring a few additional newer 757s, and the like.
Most gorgeous aircraft: Tu-204-300, 757-200, A330-200, 777-200LR, 787-8
PSU.DTW.SCE From United States of America, joined Jan 2002, 6874 posts, RR: 29 Reply 7, posted (2 years 3 months 4 weeks 1 hour ago) and read 2185 times:
The DC-9 fleet has had various types of replacements over the years, and there hasn't been a true 1-to-1 replacement. They've replaced the capacity though.
NW inherited the DC-9 fleet through the RC merger of which most trace their way back through the legacy carriers that merged into Republic.
Throughout the 90's NW acquired a number of additional DC-9s, primarily -30's, that had been parked by other airlines, including a bulk of Eastern's former DC-9s.
At the same time, NW initiated the DC-9-2000 program in the mid-90's, to completely overhaul the existing fleet to extend their service life for another ~15 years. At the cost of $3-$5 per aircraft, it was signficantly cheaper than obtaining new aircraft at the time. The work included huskitting engines, gutting and installing all new interiors (sidepanels, overhead bins, seats, carpet, lavs), replacing wiring and electrical systems, avionics upgrades, replacing major systems/pumps/actuators. The work was performed on about half of the -10s, and almost all of -30s, -40's, and -50s. A handful of -30s were parked as was about have the -10 fleet prior to 2000.
NW first began retiring some of the older DC-9-10s in about 1994. At the same time they acquired some other -30s. NW ordered the ARJ-85s, which were flown by Mesaba, and those were originally intended to replace the DC-9-10s. NW had hoped to get 72 of these, but following the 1998 pilot strike, scope clause limted these aircraft to 69 seats and only 36 aircraft in total. As the first "regional jet" with F class, the aircraft began a favorite amongst passengers but the economics didn't pan out as intended. Due to the boom in a travel and cheap oil, NW decided to keep around some of the DC-9-10s longer than they initially planned. The last of the -10s left the fleet in early 2005.
Post 9/11 and the subsequent draw-down in capacity lead to some DC-9 retirements, primarily on the -10s side. Later some of the -30's left as such. The size of the DC-9 fleet peaked at 172 in 2000, however the bulk -30's stuck around through about 2007.
CRJs offset some of the DC-9 capacity retired in the early 2000s. Then NW removed the ARJs from service in 2006.
Later the 36 CRJ-900 and 36 E-175s were meant to replace the ARJ capacity and DC-9-30s. Again still not truly a one-for-one as a reduction in flying and utilization of existing fleet types offset capacity lost through DC-9-30 retirements. Through 2007-2008, -9s were being retired as max cycles approached and/or heavy maintenance intervals.
Then the merger was the next change, now enabling NW/DL to continue to draw-down DC-9 flying and ultize existing fleet types. Redeploying more 76 seaters, 50 seats, DC-9-50, A319, and backfilling with the 2nd hand MD-90s enabled DL to retire the remaining DC-9-30's and -40s through 2010. Those aircraft were never repainted over converted to DL interiors.
Now with just the 34 DC-9-50s left, DL is looking to fly them until 2013. The narrowbody RFP/RFQ is intended to cover airframes/capacity to replace the DC-9-50s.
TrijetsRMissed From United States of America, joined Oct 2006, 2099 posts, RR: 6 Reply 10, posted (2 years 3 months 3 weeks 5 days 12 hours ago) and read 1320 times:
Quoting ZKNCL (Reply 9): Not really but it will be able to shift other aircraft onto the DC-9's routes replacing them but due to the 40's and 30's now gone I would see the MD-90 as a MD-88 replacement
In terms of the network, the 30-50 additional MD-90's yet to arrive, will serve more as a replacement for the older A320's. Routes the MD-90 is operated on (and will inherit (i.e. MSP-west coast)), have never been served with the MD-88.
TrijetsRMissed From United States of America, joined Oct 2006, 2099 posts, RR: 6 Reply 11, posted (2 years 3 months 3 weeks 5 days 11 hours ago) and read 1295 times:
I would like to see DL replace the remaining D95's with 717s - beginning in 2013. This could be the most cost effective and profitable way for DL. Relatively modern and efficient aircraft, for low acquisition costs.
Second, invest additional funds in flight-deck mods on the MD-90 and later build MD-88s to 717 standard. Thus reducing costs in training with the commality. This will allow DL to put money into other areas of their fleet (757/767 replacement(s)) and upgrade existing product across the board.
In 10 years time, Boeing will have Y1 completely figured out, with a whole family to offer. At this time, it may be more suitable to invest billions in a complete overhaul of the 120-160 pax narrow-body fleet.