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DL's Boeing Configurations  
User currently offlineDeltaB717 From Australia, joined Jun 2012, 413 posts, RR: 0
Posted (2 years 1 month 1 week 5 days 19 hours ago) and read 4311 times:
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G'day folks

Looking at DL's website I notice there are several configurations for both the B752 and B763 fleets, and two variations of the B744, as below. My question is whether there is a set pattern to which routes each of the configurations are operated on, and is there an easily accessible list somewhere of which aircraft are in which configuration?

Thanks heaps, Rowan

B752
* 757 'Version 1'
* 75N 'Version 2'
* 75M 'Version 3'
* 75J 'Version 4 (Interport)' (I know Asian and West Pacific routes but wonder which aircraft they are)
* 75V 'Hawaii' (routes seem obvious but again wonder which aircraft they are)
* 75X 'Personal Video'
* 75E 'Business Elite'
* 75A 'Business Elite Version 2'

B763
* 76P & 76Q 'B767-300' (these I know are domestic but any difference between 76P & 76Q route-wise?)
* 76T, 76L and 76U 'B767-300ER'
* 76G which I know are the ex-Gulf Air and the 767-324ER, but unsure which routes

B744
* 744
* 74S

14 replies: All unread, jump to last
 
User currently offlineSkyTeamTriStar From United States of America, joined Dec 2007, 389 posts, RR: 0
Reply 1, posted (2 years 1 month 1 week 5 days ago) and read 3773 times:

B744 = orig. NW configuration

B74S = DLs refurbished cabin with "S"leeper seats in BusinessElite


User currently offlineUnited1 From United States of America, joined Oct 2003, 5930 posts, RR: 9
Reply 2, posted (2 years 1 month 1 week 5 days ago) and read 3741 times:

Quoting DeltaB717 (Thread starter):
* 76P & 76Q 'B767-300' (these I know are domestic but any difference between 76P & 76Q route-wise?)

76P are ETOPS and fly between the mainland and Hawaii (and I'm sure around the 48 as well) the 76Q are the non-ETOPS domestic birds.

I know there are only 4 PW powered ETOPS -300's but I'm not sure how many GE powered non-ETOPS -300's there are.



Semper Fi - PowerPoint makes us stupid.
User currently offlineburnsie28 From United States of America, joined Aug 2004, 7533 posts, RR: 8
Reply 3, posted (2 years 1 month 1 week 4 days 23 hours ago) and read 3673 times:

Quoting SkyTeamTriStar (Reply 1):
B744 = orig. NW configuration

Actually it's not because they installed Economy Comfort on these aircraft.



"Some People Just Know How To Fly"- Best slogan ever, RIP NW 1926-2009
User currently offlineakelley728 From United States of America, joined Dec 1999, 2190 posts, RR: 5
Reply 4, posted (2 years 1 month 1 week 4 days 19 hours ago) and read 3403 times:

Quoting DeltaB717 (Thread starter):
is there an easily accessible list somewhere of which aircraft are in which configuration?

Your best bet is to look at the ship #s. That will tell you what configuration they are in. Here is a summary of the configurations of each of the aircraft types:

757: 757-232 (original Delta) - Aircraft are in the 600 number range, 51 in the fleet. 24F/21EC/135Y configuration. No AVOD, Overhead monitors only. Orginal CRT monitors being replaced by LCDs. Not ETOPS capable.

757: 757-26D (ex Shanghai) - Aircraft reg # N900PC - Only 1 in the fleet, 24F/21EC/135Y configuration. Not ETOPS capable.

Trivia: Delivered to Shanghai but never operated by them. Immediately sold to Delta. Doesn't have gasper vents.

75N: 757-251 (ex NW 5500 series) - Aircraft in the 5500 range, 14 in the fleet, with a number in storage. 22F/19EC/141Y configuration. These have 8 exit doors. Some of the oldest 757s in existence. These were quite well-worn by the time of the merger and Delta did a modest update on a few examples but are due to be replaced with the 737-900ER order. Mostly seen on low-yield routes (i.e. ATL-Florida)

75M: 757-251 (ex NW 5600 series) - Aircraft in the 5600 range, 7 in the fleet. 22F/18EC/141Y configuration. All Aircraft EOW-90 capable. Seen mostly on domestic use though interchangeable with international fleets, especially 75A/J.

75J: 757-251 (ex NW 5600 series) - Aircraft in the 5600 range, 8 in the fleet. 20F/24EC/135Y configuration. All aircraft ETOPS-180 capable. Former Interport (intra-Asian routes) aircraft but have recently returned to the US and are flying domestic routes now.

Trivia The former Interport/75Js match the 75M lavatory configuration (lav is on the right side of door 2) which is why they are back in the U.S. My guess is that the 75Js will be reconfigured shortly to match the 75M.

75V: 757-212 (ex Singapore/ATA) - Aircraft in the 6900 range, only 4 in the fleet. 22F/21EC/132Y configuration. All aircraft ETOPS-180 capable. None have AVOD or winglets. Used almost exclusively to Hawaii + a few domestic flights. These aircraft are also quite old and are due to be replaced by the 737-900ERs.

Trivia: You can tell you're inside one by the lack of gasper air vents.

75X: 757-232 (ex Delta Song) - Aircraft in the 600 and 6700 ranges, 48 in the fleet. 26F/26EC/132Y configuration. All have AVOD, None ETOPS capable. Primarily seen on transcons.

75A: 757-251 (5600 series ex NW) - Aircraft in the 5600 range, 8 in the fleet. 24F/150Y configuration. All aircraft ETOPS-180 capable. These are the former NW trans-atlantic aircraft and had a 16J/144Y BusinessElite configuration. These have now been converted to 24F and are flying Interport routes now.

Trivia: Only 757s in Delta's fleet that have the lavatory on the left side of door 2. This why they have been sent to NRT to fly Interport routes.

75E: 757-231/2Q8 (ex TWA/AA) - Aircraft in the 6800 range, 17 in the fleet. 16J/11EC/147Y BusinessElite configuration. These have 8 exit doors. All aircraft ETOPS-180 capable, all aircraft have AVOD and winglets. Primarily seen on trans-Atlantic flights and JFK-LAX/SFO

Trivia: Delta is adding another example to the 75E fleet. They found a mid-90s vintage 8 door model and reportedly got a really good deal on it. They are reconfiguring it to a 75E model.


User currently offlineaviationbuff08 From United States of America, joined Feb 2008, 346 posts, RR: 0
Reply 5, posted (2 years 1 month 1 week 4 days 15 hours ago) and read 3305 times:

Quoting akelley728 (Reply 4):
75J: 757-251 (ex NW 5600 series) - Aircraft in the 5600 range, 8 in the fleet. 20F/24EC/135Y configuration. All aircraft ETOPS-180 capable. Former Interport (intra-Asian routes) aircraft but have recently returned to the US and are flying domestic routes now.

Last I noticed only two of these aircraft are ETOPS capable. (5648 & 5649)

Quoting akelley728 (Reply 4):
The former Interport/75Js match the 75M lavatory configuration (lav is on the right side of door 2) which is why they are back in the U.S. My guess is that the 75Js will be reconfigured shortly to match the 75M.
Quoting akelley728 (Reply 4):
Only 757s in Delta's fleet that have the lavatory on the left side of door 2. This why they have been sent to NRT to fly Interport routes

Does anyone know why the 75J returned to the US and the 75A have gone to the NRT hub operation. The seating capacity of the two types are different. Delta.com has the range of the 75A as 4000 NM? and the 75J having a 2800NM range. If it was a lavatory issues they certainly could have done mods in Asia.
Guessing that they needed more range and ETOPS aircraft in NRT but for what routes?

Quoting DeltaB717 (Thread starter):
76T, 76L and 76U 'B767-300ER'

A 76U is just a 76L with winglets. The 76U designator is being phased out as the airplane gets the upgrade mods and will become a 76L again.
76T are the 767 with crew rest bunks for 12+ hours block time and only have 7 of them.
Consistantly seen on JFK-BRU/MAD/FRA and ATL-MAD/BRU and occasionally on JFK-CDG

Quoting United1 (Reply 2):
I'm not sure how many GE powered non-ETOPS -300's there are.

There are 12 76Q in the active fleet, with 5 more 76Q in storage. Unknown if the 5 in storage with ever fly for DL again.

Quoting DeltaB717 (Thread starter):
* 74S

These are the upgraded 747-400ER with 48F (lie flat) 42Y+ and 268Y and PTV in every seat in coach. Last count was 7 completed but that changes fast as the 744 apparently has the priority for mods at the present time.
Consistantly seen on NRT-MNL/TPE/ATL/JFK-TLV.

Quoting DeltaB717 (Thread starter):
76G which I know are the ex-Gulf Air and the 767-324ER, but unsure which routes

consistanly seen on ATL-STR/MAN/GIG/LIM/EZE/AMS/DUS/VCE/MXP


User currently offlinetimf From United States of America, joined Mar 2003, 969 posts, RR: 1
Reply 6, posted (2 years 1 month 1 week 4 days 13 hours ago) and read 3172 times:
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Quoting aviationbuff08 (Reply 5):
Does anyone know why the 75J returned to the US and the 75A have gone to the NRT hub operation. The seating capacity of the two types are different. Delta.com has the range of the 75A as 4000 NM? and the 75J having a 2800NM range. If it was a lavatory issues they certainly could have done mods in Asia.
Guessing that they needed more range and ETOPS aircraft in NRT but for what routes?

I don't think the swap was made based on the operating specifications of the aircraft, but rather for fleet simplification. With the reduction in Transatlantic 757 flying, the 75A fleet was no longer needed and was relegated to flying domestic routes for the past few months. Their configuration was less than optimal for domestic operations as they only seated 166 people instead of 180+ on the other domestic configuration.

Meanwhile, there was a fleet of 8 757s in Japan that is configured essentially the same as the 7 oddball domestic 5600 already operating in the US. Thus, to increase the size of the domestic 5600 to a more practical 15 aircraft, they sent the differently configured 75As to Japan. The only thing I can't answer is why they swapped the Business Elite seats out for standard F seats. It would make more sense to have a true business class product on all international flights and not exclude interport routes. From what I've seen, the J cabins typically aren't full on these flights anyway. Unless they have a plan to start offering Medallion upgrades on these aircraft to create more space in Y, it seems like they should have just left the aircraft as-is.


User currently offlinephllax From United States of America, joined Jan 2006, 436 posts, RR: 0
Reply 7, posted (2 years 1 month 1 week 4 days 7 hours ago) and read 3004 times:

Quoting akelley728 (Reply 4):
75V: 757-212 (ex Singapore/ATA) - Aircraft in the 6900 range, only 4 in the fleet. 22F/21EC/132Y configuration. All aircraft ETOPS-180 capable. None have AVOD or winglets. Used almost exclusively to Hawaii + a few domestic flights. These aircraft are also quite old and are due to be replaced by the 737-900ERs.

Trivia: You can tell you're inside one by the lack of gasper air vents.

There's also a full double sided galley at 2L with the F/A jumpseat in front of 2R against the lav wall.


User currently offlinelucky777 From United States of America, joined Oct 2008, 545 posts, RR: 0
Reply 8, posted (2 years 1 month 1 week 4 days 5 hours ago) and read 2882 times:

Quoting aviationbuff08 (Reply 5):
* 74S

These are the upgraded 747-400ER with 48F

These are not 747-400ER aircraft....only Qantas ordered the 747-400ER.


User currently offlinerwy04lga From United States of America, joined Jul 2005, 3176 posts, RR: 8
Reply 9, posted (2 years 1 month 1 week 4 days 3 hours ago) and read 2750 times:

Quoting lucky777 (Reply 8):
only Qantas ordered the 747-400ER.

Can someone please explain that rationale? What physically differentiates the ER/non-ER models?



Just accept that some days, you're the pigeon, and other days the statue
User currently offlinedlflynhayn From United States of America, joined Apr 2008, 420 posts, RR: 1
Reply 10, posted (2 years 1 month 1 week 1 day 5 hours ago) and read 2378 times:

Quoting akelley728 (Reply 4):
75J: 757-251 (ex NW 5600 series) - Aircraft in the 5600 range, 8 in the fleet. 20F/24EC/135Y configuration. All aircraft ETOPS-180 capable. Former Interport (intra-Asian routes) aircraft but have recently returned to the US and are flying domestic routes now

I have recently seen on deltanet a 757 going from LAX-KOA seating 20F/159Y sorry doesn't show EC on the website but is this one of the birds from interport doing a Hawaii run??


User currently onlineViscount724 From Switzerland, joined Oct 2006, 24908 posts, RR: 22
Reply 11, posted (2 years 1 month 1 week 1 day 4 hours ago) and read 2337 times:

Quoting rwy04lga (Reply 9):
Quoting lucky777 (Reply 8):
only Qantas ordered the 747-400ER.

Can someone please explain that rationale? What physically differentiates the ER/non-ER models?

More fuel capacity and 35,000 lbs. higher gross weight, for longer range and more payload.


User currently offlinecf6ppe From United States of America, joined Mar 2006, 346 posts, RR: 0
Reply 12, posted (2 years 1 month 1 week 1 day 4 hours ago) and read 2295 times:

Quoting United1 (Reply 2):
GE powered non-ETOPS -300's there are.

I presume that you are referring to the CF6-80A/A2 powered fleet as opposed to the CF6-80C2Bxx fleet.

The statement of "GE powered" covers a lot of territory in some operations, and even to CF6 - with five significant models - isn't overly clear in some operations. (I was a PPE in an operation with four of the five GE CF6 models.)

It is interesting how all of the sub fleets come into existence in large airline fleets.....


User currently offlineakelley728 From United States of America, joined Dec 1999, 2190 posts, RR: 5
Reply 13, posted (2 years 1 month 1 week 1 day 2 hours ago) and read 2225 times:

Quoting dlflynhayn (Reply 10):
I have recently seen on deltanet a 757 going from LAX-KOA seating 20F/159Y sorry doesn't show EC on the website but is this one of the birds from interport doing a Hawaii run??

That would be correct. The former Interport birds (75Js) are now in the US, and the former trans-Atlantic birds (75As) are now doing Interport routes.


User currently offlineDeltaB717 From Australia, joined Jun 2012, 413 posts, RR: 0
Reply 14, posted (2 years 1 month 4 days ago) and read 1789 times:
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Thanks very much for the info everyone. Certainly DL seems to be a very complex operation, not surprising given its size and the extent of its network but interesting they can make 'complex' work where other airlines are screaming for simplicity!

Quoting rwy04lga (Reply 9):
Can someone please explain that rationale? What physically differentiates the ER/non-ER models?
Quoting Viscount724 (Reply 11):
More fuel capacity and 35,000 lbs. higher gross weight, for longer range and more payload.

The 747-400ER also has the strengthened wing of the 747-400F which I assume permits the additional weight. QF took the six -400ERs to improve its payload range on flights to LAX and SFO (at the time, now LAX, DFW and SCL and before that EZE). They also fly other sectors in between the Pacific sectors but are mostly on LAX, DFW and SCL. Anecdotally before the ER a QF 744 on a LAX sector had to take a payload penalty equivalent to 40pax.


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