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DL757NYC
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Last MD-90 produced stored.

Sat Aug 18, 2018 4:11 pm

Delta has been parking quite a few MD-90’s according to airfleets the last two produced are parked is this retirement or down time for engine overhaul or a heavy mx check? 18 years old are practically brand new for DC-9 based aircraft. If these are permanent retirements will another carrier pick up a few frames like Americans TWA MD-83’s. Also where are all those Saudi MD-90 stored or have they been broken up?
 
TheGeordielad
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Re: Last MD-90 produced stored.

Sat Aug 18, 2018 4:56 pm

The Saudi MD-90s were mostly broken up
 
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exFWAOONW
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Re: Last MD-90 produced stored.

Sat Aug 18, 2018 4:56 pm

They could be parked for any one of the reasons you mentioned, or something else. DL has been known to park newer planes to save them for a rainy day.

DL probably would not buy the Saudi MD90s as they have a different cockpit design. If they did, and it is a longshot, it would be as parts donors, minus the cockpit equipment.
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Polot
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Re: Last MD-90 produced stored.

Sat Aug 18, 2018 5:08 pm

It is unlikely they will be ever be taken by another operator as Delta is the only operator of the type. The MD-90 is not going to last as long as it’s older sister the MD-80. The engine overhaul costs are already getting excessive. It is not unlikely that the MD-90s will fully be gone soon after the MD-88s.
 
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Spacepope
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Re: Last MD-90 produced stored.

Sat Aug 18, 2018 6:49 pm

Depends where they are parked. If it's SBD, then they are getting cut up. Age of the airframe is irrelevant now, none will be put though an HMV so whenever that comes due, that's it.
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MDGLongBeach
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 1:59 am

Spacepope wrote:
Depends where they are parked. If it's SBD, then they are getting cut up. Age of the airframe is irrelevant now, none will be put though an HMV so whenever that comes due, that's it.


https://m.planespotters.net/airframe/Mc ... s/yx9QFnKn

RIP
 
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lightsaber
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 2:18 am

MDGLongBeach wrote:
Spacepope wrote:
Depends where they are parked. If it's SBD, then they are getting cut up. Age of the airframe is irrelevant now, none will be put though an HMV so whenever that comes due, that's it.


https://m.planespotters.net/airframe/Mc ... s/yx9QFnKn

RIP

Wait a second. DL has adopted a policy not to perform the heavy maintenance check on MD-90s? How did I miss that?!? That is a <7 year termination notice! Just as when AA announced the same on the MD-80s. Once the contracts aren't renewed, there is no going back as many of the support engineers at the help desk retire.

No wonder shops aren't bidding on engine overhaul, there are only enough engines to support a few shops and on a fleet wind-down, salvaged engines further minimize needed overhauls...

That leaves only the 717s. Whenever DL decided to retire the type, that dooms the rest as they provide the economy of scale. If DL does retire the type, HA and QF will continue opperations off parting the DL fleet.

It will be a sad day for the Douglas T-tails.

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Spacepope
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 2:47 am

lightsaber wrote:
MDGLongBeach wrote:
Spacepope wrote:
Depends where they are parked. If it's SBD, then they are getting cut up. Age of the airframe is irrelevant now, none will be put though an HMV so whenever that comes due, that's it.


https://m.planespotters.net/airframe/Mc ... s/yx9QFnKn

RIP

Wait a second. DL has adopted a policy not to perform the heavy maintenance check on MD-90s? How did I miss that?!? That is a <7 year termination notice! Just as when AA announced the same on the MD-80s. Once the contracts aren't renewed, there is no going back as many of the support engineers at the help desk retire.

No wonder shops aren't bidding on engine overhaul, there are only enough engines to support a few shops and on a fleet wind-down, salvaged engines further minimize needed overhauls...

That leaves only the 717s. Whenever DL decided to retire the type, that dooms the rest as they provide the economy of scale. If DL does retire the type, HA and QF will continue opperations off parting the DL fleet.

It will be a sad day for the Douglas T-tails.

Lightsaber

I don't think that it has been officially announced but the writing is on the wall. Engines are the limiting factor here and DL has apparently decided that scrapping airframes is cheaper than overhauling those oddball engines. SBD is a death sentence for airframes. If they were ever to go back into service they'd be flown to BYH.
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Pacific
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 3:01 am

Are those IAEs on the MD-90 significantly different to those on the A320s family?
 
UA444
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 3:19 am

On a Facebook dc9 page, someone that works at DL is saying the MD90s that go to SBD are being stored while their engines get overhauled and are not being parted out.
 
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Super80Fan
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 3:34 am

I'm very confused about this, I realize the MD-88's are being retired but are the MD-90's being retired, or just in long term maintenance/storage until they can get engine work?
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Spacepope
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 3:41 am

UA444 wrote:
On a Facebook dc9 page, someone that works at DL is saying the MD90s that go to SBD are being stored while their engines get overhauled and are not being parted out.

Sam Chui reports they are to be used as parts sources, particularly for engines. https://samchui.com/2018/07/15/delta-qu ... 3jmO3pMGhA
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Btblue
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 3:43 am

Pacific wrote:
Are those IAEs on the MD-90 significantly different to those on the A320s family?


Well, from what I can see they are the same and out of interest, the same engine, the IAE2500 powers the Embraer KC-390 (I always thought it was just the MD-90 and A320 that used it).
 
WN732
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 3:48 am

Pacific wrote:
Are those IAEs on the MD-90 significantly different to those on the A320s family?


Yes, different enough to technically make them a sub type. Sort of like how the 737 Classic had the CFM56-3 and the NG used the -7. Unfortunately they are not interchangeable.
 
USAirKid
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 3:58 am

Spacepope wrote:
UA444 wrote:
On a Facebook dc9 page, someone that works at DL is saying the MD90s that go to SBD are being stored while their engines get overhauled and are not being parted out.

Sam Chui reports they are to be used as parts sources, particularly for engines. https://samchui.com/2018/07/15/delta-qu ... 3jmO3pMGhA


Sam also said:
The airline removed 12 of the aircraft during the period, leaving 53 left in their fleet. All of the retired frames were ex China Southern that were acquired by Delta in 2011.


I wonder if there is something specific about the China Southern frames that make them less desirable?
 
jagraham
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 5:50 am

There is a response to the Sam Chui article from Matt (first response)

I’ve discussed this story (and the Flight Global story) with several friends at Delta TechOps in Atlanta over the weekend, as well as a few in management at Delta HQ…and everyone agrees that no one in the ‘aviation media’ realm seems to have a clue what they’re talking about when it comes to what is actually going on with the remaining McDonnell-Douglas fleet at Delta.

As for the actual truth…

Every time someone takes note of an MD-88 or an MD-90 heading to SBD or MZJ, they just assume that it is finished – and this is certainly not the case. The only place Delta will send a bird these days where it is guaranteed to never leave under its own power is BYH.

Delta isn’t responding to the questions about retiring the MD-90’s that Flight Global posed to them because…they’re not retiring the MD-90’s yet.

As has been discussed here multiple times over the last few months, only a few of the MD-90’s that have been parked at this point are going to become parts birds and are truly retired. The rest (parked at SBD and ATL) are currently stored without their engines because they are being overhauled in Christchurch, New Zealand, which is home to the only shop that will overhaul the version of the V2500 that Delta uses on their MD-90’s. Fortunately, that’s the only bird in the fleet that uses that engine, so they don’t have to go to extremes like this to overhaul engines for any other ships. (Correction to this story – “support the remaining MD-90s and A320s” doesn’t apply as Delta’s A319/320 fleet uses CFM-56 engines, not the V2500 used by jetBlue and other airlines.)

Finding parts for the MD-90 isn’t nearly as difficult as this story implies as many are interchangeable with their MD-88’s. Delta has parked enough of their oldest MD-88’s over the last few months -and a few MD-90’s that are becoming parts donors and won’t be coming back to life- that spare parts aren’t difficult for them to come by.

Looking these birds up in the system shows them as being in long-term (temporary) storage – not retired. Once they have their engines re-installed after overhaul, they will be returning to service.

As for the MD-88’s (another topic that has been discussed for months) – the birds that are being retired to SBD are due for heavy checks, which they will not be receiving. That’s the determining factor for the -88 fleet at this point – if they’re due for a heavy check, they’re done. If they were one of the most recent to receive a heavy check, they’ll be around for a few more years and are having ADS-B and GPS installed in either Atlanta or Mexico.

At least 34 of the ‘newest’ birds in the -88 fleet, as well as nearly all of the -90’s, will all be around beyond the 2020 ADS-B mandate, which is why they’re taking the time and money to install it in those birds. The -88’s require the ADS-B and GPS install, while the -90’s only require the ADS-B install as they already have GPS. The ADS-B hardware for the -90 is nothing more than a modified version of the same gear used on the -88.
 
crownvic
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 8:50 am

jagraham wrote:
There is a response to the Sam Chui article from Matt (first response)

I’ve discussed this story (and the Flight Global story) with several friends at Delta TechOps in Atlanta over the weekend, as well as a few in management at Delta HQ…and everyone agrees that no one in the ‘aviation media’ realm seems to have a clue what they’re talking about when it comes to what is actually going on with the remaining McDonnell-Douglas fleet at Delta.

As for the actual truth…

Every time someone takes note of an MD-88 or an MD-90 heading to SBD or MZJ, they just assume that it is finished – and this is certainly not the case. The only place Delta will send a bird these days where it is guaranteed to never leave under its own power is BYH.

Delta isn’t responding to the questions about retiring the MD-90’s that Flight Global posed to them because…they’re not retiring the MD-90’s yet.

As has been discussed here multiple times over the last few months, only a few of the MD-90’s that have been parked at this point are going to become parts birds and are truly retired. The rest (parked at SBD and ATL) are currently stored without their engines because they are being overhauled in Christchurch, New Zealand, which is home to the only shop that will overhaul the version of the V2500 that Delta uses on their MD-90’s. Fortunately, that’s the only bird in the fleet that uses that engine, so they don’t have to go to extremes like this to overhaul engines for any other ships. (Correction to this story – “support the remaining MD-90s and A320s” doesn’t apply as Delta’s A319/320 fleet uses CFM-56 engines, not the V2500 used by jetBlue and other airlines.)

Finding parts for the MD-90 isn’t nearly as difficult as this story implies as many are interchangeable with their MD-88’s. Delta has parked enough of their oldest MD-88’s over the last few months -and a few MD-90’s that are becoming parts donors and won’t be coming back to life- that spare parts aren’t difficult for them to come by.

Looking these birds up in the system shows them as being in long-term (temporary) storage – not retired. Once they have their engines re-installed after overhaul, they will be returning to service.

As for the MD-88’s (another topic that has been discussed for months) – the birds that are being retired to SBD are due for heavy checks, which they will not be receiving. That’s the determining factor for the -88 fleet at this point – if they’re due for a heavy check, they’re done. If they were one of the most recent to receive a heavy check, they’ll be around for a few more years and are having ADS-B and GPS installed in either Atlanta or Mexico.

At least 34 of the ‘newest’ birds in the -88 fleet, as well as nearly all of the -90’s, will all be around beyond the 2020 ADS-B mandate, which is why they’re taking the time and money to install it in those birds. The -88’s require the ADS-B and GPS install, while the -90’s only require the ADS-B install as they already have GPS. The ADS-B hardware for the -90 is nothing more than a modified version of the same gear used on the -88.



Thank you! Social media is not the "end all/tell all" for factual information. If people are going to quote social media "experts" what are the credentials of these said experts?
 
Dominion301
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 1:05 pm

jagraham wrote:
There is a response to the Sam Chui article from Matt (first response)

I’ve discussed this story (and the Flight Global story) with several friends at Delta TechOps in Atlanta over the weekend, as well as a few in management at Delta HQ…and everyone agrees that no one in the ‘aviation media’ realm seems to have a clue what they’re talking about when it comes to what is actually going on with the remaining McDonnell-Douglas fleet at Delta.

As for the actual truth…

Every time someone takes note of an MD-88 or an MD-90 heading to SBD or MZJ, they just assume that it is finished – and this is certainly not the case. The only place Delta will send a bird these days where it is guaranteed to never leave under its own power is BYH.

Delta isn’t responding to the questions about retiring the MD-90’s that Flight Global posed to them because…they’re not retiring the MD-90’s yet.

As has been discussed here multiple times over the last few months, only a few of the MD-90’s that have been parked at this point are going to become parts birds and are truly retired. The rest (parked at SBD and ATL) are currently stored without their engines because they are being overhauled in Christchurch, New Zealand, which is home to the only shop that will overhaul the version of the V2500 that Delta uses on their MD-90’s. Fortunately, that’s the only bird in the fleet that uses that engine, so they don’t have to go to extremes like this to overhaul engines for any other ships. (Correction to this story – “support the remaining MD-90s and A320s” doesn’t apply as Delta’s A319/320 fleet uses CFM-56 engines, not the V2500 used by jetBlue and other airlines.)

Finding parts for the MD-90 isn’t nearly as difficult as this story implies as many are interchangeable with their MD-88’s. Delta has parked enough of their oldest MD-88’s over the last few months -and a few MD-90’s that are becoming parts donors and won’t be coming back to life- that spare parts aren’t difficult for them to come by.

Looking these birds up in the system shows them as being in long-term (temporary) storage – not retired. Once they have their engines re-installed after overhaul, they will be returning to service.

As for the MD-88’s (another topic that has been discussed for months) – the birds that are being retired to SBD are due for heavy checks, which they will not be receiving. That’s the determining factor for the -88 fleet at this point – if they’re due for a heavy check, they’re done. If they were one of the most recent to receive a heavy check, they’ll be around for a few more years and are having ADS-B and GPS installed in either Atlanta or Mexico.

At least 34 of the ‘newest’ birds in the -88 fleet, as well as nearly all of the -90’s, will all be around beyond the 2020 ADS-B mandate, which is why they’re taking the time and money to install it in those birds. The -88’s require the ADS-B and GPS install, while the -90’s only require the ADS-B install as they already have GPS. The ADS-B hardware for the -90 is nothing more than a modified version of the same gear used on the -88.


Excellent thanks for that. For the MD-90s, is there any word as to how many of them are being permanently parked? What is the net number that are remaining for the long-term?

Good to hear that at least 34 MD-88s will make it into the 2020s.
 
Boof02671
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 3:19 pm

Delta has no spares?

I worked Stores for US we always have spare engines for each fleet type.
 
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Web500sjc
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 3:28 pm

Delta probably doesn’t have enough spare engines to slap a new pair on while a set goes out to NZ for overhaul. So they are probably planing some other more intensive MX and parking members of the fleet while the engines are away.
 
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lightsaber
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 4:38 pm

jagraham wrote:
There is a response to the Sam Chui article from Matt (first response)

I’ve discussed this story (and the Flight Global story) with several friends at Delta TechOps in Atlanta over the weekend, as well as a few in management at Delta HQ…and everyone agrees that no one in the ‘aviation media’ realm seems to have a clue what they’re talking about when it comes to what is actually going on with the remaining McDonnell-Douglas fleet at Delta.

As for the actual truth…

Every time someone takes note of an MD-88 or an MD-90 heading to SBD or MZJ, they just assume that it is finished – and this is certainly not the case. The only place Delta will send a bird these days where it is guaranteed to never leave under its own power is BYH.

Delta isn’t responding to the questions about retiring the MD-90’s that Flight Global posed to them because…they’re not retiring the MD-90’s yet.

As has been discussed here multiple times over the last few months, only a few of the MD-90’s that have been parked at this point are going to become parts birds and are truly retired. The rest (parked at SBD and ATL) are currently stored without their engines because they are being overhauled in Christchurch, New Zealand, which is home to the only shop that will overhaul the version of the V2500 that Delta uses on their MD-90’s. Fortunately, that’s the only bird in the fleet that uses that engine, so they don’t have to go to extremes like this to overhaul engines for any other ships. (Correction to this story – “support the remaining MD-90s and A320s” doesn’t apply as Delta’s A319/320 fleet uses CFM-56 engines, not the V2500 used by jetBlue and other airlines.)

Finding parts for the MD-90 isn’t nearly as difficult as this story implies as many are interchangeable with their MD-88’s. Delta has parked enough of their oldest MD-88’s over the last few months -and a few MD-90’s that are becoming parts donors and won’t be coming back to life- that spare parts aren’t difficult for them to come by.

Looking these birds up in the system shows them as being in long-term (temporary) storage – not retired. Once they have their engines re-installed after overhaul, they will be returning to service.

As for the MD-88’s (another topic that has been discussed for months) – the birds that are being retired to SBD are due for heavy checks, which they will not be receiving. That’s the determining factor for the -88 fleet at this point – if they’re due for a heavy check, they’re done. If they were one of the most recent to receive a heavy check, they’ll be around for a few more years and are having ADS-B and GPS installed in either Atlanta or Mexico.

At least 34 of the ‘newest’ birds in the -88 fleet, as well as nearly all of the -90’s, will all be around beyond the 2020 ADS-B mandate, which is why they’re taking the time and money to install it in those birds. The -88’s require the ADS-B and GPS install, while the -90’s only require the ADS-B install as they already have GPS. The ADS-B hardware for the -90 is nothing more than a modified version of the same gear used on the -88.

Only ChristChurch? I thought there was a 2nd with lower volume capability too? (I'm going from memory... dangerous at best.)

So only a few parked. Have a long (expensive) engine refurbishment chain is going to have DL looking at options earlier (e.g., replace MD90 with older 739ERs by taking in more A321s or something... (There are too many options for DL to get serious on any scenario).
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MSPNWA
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 5:08 pm

It is some sort of sin to acknowledge that the MD-90 is being retired? The amount of inaccurate information regarding DL always amazes me. Once stored, these planes have not been making comebacks (except maybe one or two that went to BYH for a short time), and most importantly, they have no reason to come back. DL is taking dozens of new 739s and A321s every year. Since they are not needed for large capacity increases, in general every new airplane arrival means an inefficient airplane departs. It's not rocket science. The MD-90s are done. Once the summer schedule ends I wouldn't be surprised to see an increase in the retirement rate.

Spacepope wrote:
Sam Chui reports they are to be used as parts sources, particularly for engines. https://samchui.com/2018/07/15/delta-qu ... 3jmO3pMGhA


It wasn't Sam himself that authored the article, but either way it was filled with inaccuracies. DL has been storing MD-90s for over a year, not just 2Q 2018, and at the time the stored planes weren't all ex-CZ. A few were original DL, another was ex-SAS/Blue1. Some of these blogger's articles aren't worth the webspace used.

jagraham wrote:
There is a response to the Sam Chui article from Matt (first response)


"Matt" clearly doesn't know what he's taking about either. Those claims are simply not reality.
 
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keesje
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 5:53 pm

The M88s are going out in the not to distant future. I flew DL 2 MD90s a few weeks ago, fresh interiors - seats, noisy: >80db. Looking at the relative modern engines and seating capacity M90s probably have significant better CASM than M80 series, now fuel prices are raising. AA and DL are phasing out M80 series accelerated.
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compensateme
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 7:52 pm

jagraham wrote:
There is a response to the Sam Chui article from Matt (first response)

I’ve discussed this story (and the Flight Global story) with several friends at Delta TechOps in Atlanta over the weekend, as well as a few in management at Delta HQ…and everyone agrees that no one in the ‘aviation media’ realm seems to have a clue what they’re talking about when it comes to what is actually going on with the remaining McDonnell-Douglas fleet at Delta.

As for the actual truth…

Every time someone takes note of an MD-88 or an MD-90 heading to SBD or MZJ, they just assume that it is finished – and this is certainly not the case. The only place Delta will send a bird these days where it is guaranteed to never leave under its own power is BYH.

Delta isn’t responding to the questions about retiring the MD-90’s that Flight Global posed to them because…they’re not retiring the MD-90’s yet.

As has been discussed here multiple times over the last few months, only a few of the MD-90’s that have been parked at this point are going to become parts birds and are truly retired. The rest (parked at SBD and ATL) are currently stored without their engines because they are being overhauled in Christchurch, New Zealand, which is home to the only shop that will overhaul the version of the V2500 that Delta uses on their MD-90’s. Fortunately, that’s the only bird in the fleet that uses that engine, so they don’t have to go to extremes like this to overhaul engines for any other ships. (Correction to this story – “support the remaining MD-90s and A320s” doesn’t apply as Delta’s A319/320 fleet uses CFM-56 engines, not the V2500 used by jetBlue and other airlines.)

Finding parts for the MD-90 isn’t nearly as difficult as this story implies as many are interchangeable with their MD-88’s. Delta has parked enough of their oldest MD-88’s over the last few months -and a few MD-90’s that are becoming parts donors and won’t be coming back to life- that spare parts aren’t difficult for them to come by.

Looking these birds up in the system shows them as being in long-term (temporary) storage – not retired. Once they have their engines re-installed after overhaul, they will be returning to service.

As for the MD-88’s (another topic that has been discussed for months) – the birds that are being retired to SBD are due for heavy checks, which they will not be receiving. That’s the determining factor for the -88 fleet at this point – if they’re due for a heavy check, they’re done. If they were one of the most recent to receive a heavy check, they’ll be around for a few more years and are having ADS-B and GPS installed in either Atlanta or Mexico.

At least 34 of the ‘newest’ birds in the -88 fleet, as well as nearly all of the -90’s, will all be around beyond the 2020 ADS-B mandate, which is why they’re taking the time and money to install it in those birds. The -88’s require the ADS-B and GPS install, while the -90’s only require the ADS-B install as they already have GPS. The ADS-B hardware for the -90 is nothing more than a modified version of the same gear used on the -88.


DL has enough capacity scheduled for delivery by 2023 to account for 3% annual growth and replace the entire MD-88, MD-90 and B757 fleets — with a few extra frames to boot.

DL has only confirms plans to retire the MD-88 by then, and I doubt the entire B757 fleet will be gone at that time, but if DL proceeds with its agresdive fleet renewal schedule, logic and rationality will dictate the MD-90 are on there way out, especially given credible, reliable DL insiders have been saying for awhile the cost to maintain the aircraft is significantly higher than initially projected (and it doesn’t sound as if it’s limited to the engine overhaul).
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OneSexyL1011
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 8:15 pm

Fascinating.

Does anyone know why this version of the V2500 has such a limited supply of overhaul company options? I mean, New Zealand, really?
What makes these engines so specialized over the Airbus versions that limits the overhaul capability?

Sure maybe the mount points and some accessories maybe relocated, but one would think the basic core and engine itself is the same as other V2500's, no?
 
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NWAROOSTER
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 9:38 pm

I have found about ten MD-90 aircraft that that have been but into storage at SBD for scraping. Most are from China and do include the two that were built in China. Delta must have flown the hell out of them or they are Hanger Queens. The Chinese might also had not maintained them as well as the others that Delta has. Delta is most likely using the engines for spares as they may have a good number of them that will require engine overhauls out of the 51 or so that remain in the fleet. There appear to be two that do not show they are being scrapped. Their engines may be out of time. Delta will use these for feedstock until they look like N665US which which they cut up for "key fobs" for their museum. :old:
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Boof02671
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 9:43 pm

 
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Polot
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 10:16 pm

OneSexyL1011 wrote:
Fascinating.

Does anyone know why this version of the V2500 has such a limited supply of overhaul company options? I mean, New Zealand, really?
What makes these engines so specialized over the Airbus versions that limits the overhaul capability?

Sure maybe the mount points and some accessories maybe relocated, but one would think the basic core and engine itself is the same as other V2500's, no?

It really doesn’t matter if the changes are minor or not. The overhaul company still has to have the proper licenses/certification/training/whatever to service the MD-90’s V2500-D5s. Since there is only one customer worldwide who operates that variant of the V2500 (DL) there is no incentive for many MROs to offer -D5 overhaul/get -D5 certified and there is no incentive for those who can overhaul the engines to offer low prices. If DL doesn’t select them whatever, they can just let their -D5 certifications lapse and focus on the -A5 instead.
 
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 10:19 pm

TheGeordielad wrote:
The Saudi MD-90s were mostly broken up



It’s a shame because the they eventually got the 717 and I think those two cockpits are the same based of the MD-11 cockpit.
 
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 11:16 pm

Why don’t they do it in-house?

DL has a massive engine shop and I think they are converting an old hangar into one also at WTL.
 
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Re: Last MD-90 produced stored.

Sun Aug 19, 2018 11:23 pm

Boof02671 wrote:
Why don’t they do it in-house?

DL has a massive engine shop and I think they are converting an old hangar into one also at WTL.

Probably becomes a question of is it worth bringing in house when you can instead expand/start work on a higher volume engine (ie the PW GTF) and possibly get outside work? We are talking only about 50-60 MD-90s here and DL has a lot of new metal coming in. DL has a lot of options moving forward, the MD-90s are not critical to the fleet (as sad as that is to the enthusiast). Eliminating the MD-90, after the MD-88 of course, also removes a pilot group type from their operations- 717 and MD88/MD90 pilots are separate.
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 12:55 am

Boof02671 wrote:
Why don’t they do it in-house?

DL has a massive engine shop and I think they are converting an old hangar into one also at WTL.

I think a lot of the issue is parts. This is an orphan engine. I don't think IAF or Christchurch really want to support this engine much more. They want to shift to more numerous types that have a better return on their resources. Same hold true for Delta doing them in house. That real estate is better used doing another engine type. Right now there is zero spare room to bring the V2500 in. The GTF is going to take up tons of space that we don't already have. I could see another engine line exiting to give room for the GTF.
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 3:05 am

Has anyone looked at the number of deliveries they have coming in between now and 2023? I see no way the 88s or 90s are around by then unless they plan on growing the fleet by 75-100 frames. I'm making a prediction: 717s will be the only T-tail in the fleet in 5 years.
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 3:30 am

jagraham wrote:
There is a response to the Sam Chui article from Matt (first response)

I’ve discussed this story (and the Flight Global story) with several friends at Delta TechOps in Atlanta over the weekend, as well as a few in management at Delta HQ…and everyone agrees that no one in the ‘aviation media’ realm seems to have a clue what they’re talking about when it comes to what is actually going on with the remaining McDonnell-Douglas fleet at Delta.

As for the actual truth…

Every time someone takes note of an MD-88 or an MD-90 heading to SBD or MZJ, they just assume that it is finished – and this is certainly not the case. The only place Delta will send a bird these days where it is guaranteed to never leave under its own power is BYH.

Delta isn’t responding to the questions about retiring the MD-90’s that Flight Global posed to them because…they’re not retiring the MD-90’s yet.

As has been discussed here multiple times over the last few months, only a few of the MD-90’s that have been parked at this point are going to become parts birds and are truly retired. The rest (parked at SBD and ATL) are currently stored without their engines because they are being overhauled in Christchurch, New Zealand, which is home to the only shop that will overhaul the version of the V2500 that Delta uses on their MD-90’s. Fortunately, that’s the only bird in the fleet that uses that engine, so they don’t have to go to extremes like this to overhaul engines for any other ships. (Correction to this story – “support the remaining MD-90s and A320s” doesn’t apply as Delta’s A319/320 fleet uses CFM-56 engines, not the V2500 used by jetBlue and other airlines.)

Finding parts for the MD-90 isn’t nearly as difficult as this story implies as many are interchangeable with their MD-88’s. Delta has parked enough of their oldest MD-88’s over the last few months -and a few MD-90’s that are becoming parts donors and won’t be coming back to life- that spare parts aren’t difficult for them to come by.

Looking these birds up in the system shows them as being in long-term (temporary) storage – not retired. Once they have their engines re-installed after overhaul, they will be returning to service.

As for the MD-88’s (another topic that has been discussed for months) – the birds that are being retired to SBD are due for heavy checks, which they will not be receiving. That’s the determining factor for the -88 fleet at this point – if they’re due for a heavy check, they’re done. If they were one of the most recent to receive a heavy check, they’ll be around for a few more years and are having ADS-B and GPS installed in either Atlanta or Mexico.

At least 34 of the ‘newest’ birds in the -88 fleet, as well as nearly all of the -90’s, will all be around beyond the 2020 ADS-B mandate, which is why they’re taking the time and money to install it in those birds. The -88’s require the ADS-B and GPS install, while the -90’s only require the ADS-B install as they already have GPS. The ADS-B hardware for the -90 is nothing more than a modified version of the same gear used on the -88.


The spot about BYH being the only place they won't fly out of is not true either. 9202 is still sitting in BYH engineless and taped up, with the intent to fly again.

All of the MD-90s parked have a no rob status, meaning parts cannot be pulled from these planes without explicit approval from senior leadership. They are still on the opspec.
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 3:33 am

The MD-88 fleet will all be parked in 2021-2022 at the latest. I'm actually surprised to hear they are going through with the GPS/ADS-B upgrades on the MD-88s but I'll for now believe what was posted above. It seems there is some very unique financial planning going on between the MD88 and MD90 fleets in terms of planning of what gets retired when. In some respects, there are some costs that are shared amongst both fleets and others that are unique to each type.

With both fleets there are numbers for each frame and each engine relating to the next interval for overhaul. Obviously they have to continue to overall some of the MD-90 V2500 engines but its a question of just how many and when for what cost. Same for airframes.

Particularly since the MD88/90 is becoming increasingly a short-haul / short hop airplane for ATL flying in the Southeast.
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 5:12 am

There are 15 stored
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 9:05 pm

lightsaber wrote:
jagraham wrote:
There is a response to the Sam Chui article from Matt (first response)

I’ve discussed this story (and the Flight Global story) with several friends at Delta TechOps in Atlanta over the weekend, as well as a few in management at Delta HQ…and everyone agrees that no one in the ‘aviation media’ realm seems to have a clue what they’re talking about when it comes to what is actually going on with the remaining McDonnell-Douglas fleet at Delta.

As for the actual truth…

Every time someone takes note of an MD-88 or an MD-90 heading to SBD or MZJ, they just assume that it is finished – and this is certainly not the case. The only place Delta will send a bird these days where it is guaranteed to never leave under its own power is BYH.

Delta isn’t responding to the questions about retiring the MD-90’s that Flight Global posed to them because…they’re not retiring the MD-90’s yet.

As has been discussed here multiple times over the last few months, only a few of the MD-90’s that have been parked at this point are going to become parts birds and are truly retired. The rest (parked at SBD and ATL) are currently stored without their engines because they are being overhauled in Christchurch, New Zealand, which is home to the only shop that will overhaul the version of the V2500 that Delta uses on their MD-90’s. Fortunately, that’s the only bird in the fleet that uses that engine, so they don’t have to go to extremes like this to overhaul engines for any other ships. (Correction to this story – “support the remaining MD-90s and A320s” doesn’t apply as Delta’s A319/320 fleet uses CFM-56 engines, not the V2500 used by jetBlue and other airlines.)

Finding parts for the MD-90 isn’t nearly as difficult as this story implies as many are interchangeable with their MD-88’s. Delta has parked enough of their oldest MD-88’s over the last few months -and a few MD-90’s that are becoming parts donors and won’t be coming back to life- that spare parts aren’t difficult for them to come by.

Looking these birds up in the system shows them as being in long-term (temporary) storage – not retired. Once they have their engines re-installed after overhaul, they will be returning to service.

As for the MD-88’s (another topic that has been discussed for months) – the birds that are being retired to SBD are due for heavy checks, which they will not be receiving. That’s the determining factor for the -88 fleet at this point – if they’re due for a heavy check, they’re done. If they were one of the most recent to receive a heavy check, they’ll be around for a few more years and are having ADS-B and GPS installed in either Atlanta or Mexico.

At least 34 of the ‘newest’ birds in the -88 fleet, as well as nearly all of the -90’s, will all be around beyond the 2020 ADS-B mandate, which is why they’re taking the time and money to install it in those birds. The -88’s require the ADS-B and GPS install, while the -90’s only require the ADS-B install as they already have GPS. The ADS-B hardware for the -90 is nothing more than a modified version of the same gear used on the -88.

Only ChristChurch? I thought there was a 2nd with lower volume capability too? (I'm going from memory... dangerous at best.)

So only a few parked. Have a long (expensive) engine refurbishment chain is going to have DL looking at options earlier (e.g., replace MD90 with older 739ERs by taking in more A321s or something... (There are too many options for DL to get serious on any scenario).



I believe MD-80 replacement option 1 for DL is the A220. If it meets expectations. DL loves jets in the 100 to 120 seat category
DL serves about 225 destinations from ATL. https://www.anna.aero/2015/07/29/best-c ... -revealed/
About 55 of those destinations are international (2 Africa, 2 Canada, 3 Asia, 17 Europe, the rest Central and South America and the Caribbean); leaving about 170 domestic destinations
Subtract the top 20 metro areas and that leaves about 150 destinations best served by planes smaller than A320 or 738.
About 15 of those destinations are small cities in states that aren't Texas or don't touch the Mississippi river; rather long for MD-80s.
Still about 135 destinations best served by MD80s or 717s.
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 10:43 pm

PSU.DTW.SCE wrote:
The MD-88 fleet will all be parked in 2021-2022 at the latest. I'm actually surprised to hear they are going through with the GPS/ADS-B upgrades on the MD-88s but I'll for now believe what was posted above. It seems there is some very unique financial planning going on between the MD88 and MD90 fleets in terms of planning of what gets retired when. In some respects, there are some costs that are shared amongst both fleets and others that are unique to each type.

With both fleets there are numbers for each frame and each engine relating to the next interval for overhaul. Obviously they have to continue to overall some of the MD-90 V2500 engines but its a question of just how many and when for what cost. Same for airframes.

Particularly since the MD88/90 is becoming increasingly a short-haul / short hop airplane for ATL flying in the Southeast.


A SVP at DL said today that the MD-88s will be all gone within 24 months.
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 10:48 pm

Spacepope wrote:
PSU.DTW.SCE wrote:
The MD-88 fleet will all be parked in 2021-2022 at the latest. I'm actually surprised to hear they are going through with the GPS/ADS-B upgrades on the MD-88s but I'll for now believe what was posted above. It seems there is some very unique financial planning going on between the MD88 and MD90 fleets in terms of planning of what gets retired when. In some respects, there are some costs that are shared amongst both fleets and others that are unique to each type.

With both fleets there are numbers for each frame and each engine relating to the next interval for overhaul. Obviously they have to continue to overall some of the MD-90 V2500 engines but its a question of just how many and when for what cost. Same for airframes.

Particularly since the MD88/90 is becoming increasingly a short-haul / short hop airplane for ATL flying in the Southeast.


A SVP at DL said today that the MD-88s will be all gone within 24 months.

By within 24 months, isn't that prior to the required avionics upgrade? I'm losing track of which day for what.

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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 10:51 pm

Spacepope wrote:
PSU.DTW.SCE wrote:
The MD-88 fleet will all be parked in 2021-2022 at the latest. I'm actually surprised to hear they are going through with the GPS/ADS-B upgrades on the MD-88s but I'll for now believe what was posted above. It seems there is some very unique financial planning going on between the MD88 and MD90 fleets in terms of planning of what gets retired when. In some respects, there are some costs that are shared amongst both fleets and others that are unique to each type.

With both fleets there are numbers for each frame and each engine relating to the next interval for overhaul. Obviously they have to continue to overall some of the MD-90 V2500 engines but its a question of just how many and when for what cost. Same for airframes.

Particularly since the MD88/90 is becoming increasingly a short-haul / short hop airplane for ATL flying in the Southeast.


A SVP at DL said today that the MD-88s will be all gone within 24 months.



How are they going to do that. They are not scheduled to get enough deliveries to cover the 100 MD-88 in the next 24months. Delta needs ageing replacements and planes for growth.
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 11:17 pm

lightsaber wrote:
Spacepope wrote:
A SVP at DL said today that the MD-88s will be all gone within 24 months.

By within 24 months, isn't that prior to the required avionics upgrade? I'm losing track of which day for what.

Lightsaber


Dunno, it was cited in the DL fleet upgrades thread.

DL757NYC wrote:
How are they going to do that. They are not scheduled to get enough deliveries to cover the 100 MD-88 in the next 24months. Delta needs ageing replacements and planes for growth.


I really wouldn't be surprised if they went back to the well where they got the 4 used 738s from GOL.
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 11:20 pm

DL757NYC wrote:
TheGeordielad wrote:
The Saudi MD-90s were mostly broken up



It’s a shame because the they eventually got the 717 and I think those two cockpits are the same based of the MD-11 cockpit.


I'm not sure about the MD90, but the 717 and the MD11 do share a lot of common cockpit elements. I think McD called it the "advanced common cockpit" or something similar.
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 11:39 pm

DL757NYC wrote:
Spacepope wrote:
PSU.DTW.SCE wrote:
The MD-88 fleet will all be parked in 2021-2022 at the latest. I'm actually surprised to hear they are going through with the GPS/ADS-B upgrades on the MD-88s but I'll for now believe what was posted above. It seems there is some very unique financial planning going on between the MD88 and MD90 fleets in terms of planning of what gets retired when. In some respects, there are some costs that are shared amongst both fleets and others that are unique to each type.

With both fleets there are numbers for each frame and each engine relating to the next interval for overhaul. Obviously they have to continue to overall some of the MD-90 V2500 engines but its a question of just how many and when for what cost. Same for airframes.

Particularly since the MD88/90 is becoming increasingly a short-haul / short hop airplane for ATL flying in the Southeast.


A SVP at DL said today that the MD-88s will be all gone within 24 months.



How are they going to do that. They are not scheduled to get enough deliveries to cover the 100 MD-88 in the next 24months. Delta needs ageing replacements and planes for growth.


A few people have said the Purchase Commitment detail in the last Annual Report isn't correct - without providing an alternative source. But, looking at that, narrowbody commitments by year:

2018, 69
2019, 75
2020, 59


That covers the MD-88s, some MD-90s as they come up for big work, more A320s, and maybe a few 757s, and some growth.

One could argue that Delta owes investors a retirement (& replacement!) plan for the MD-90s, A320s and 757s out to 2023 -- but Delta doesn't seem to agree.
 
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Re: Last MD-90 produced stored.

Mon Aug 20, 2018 11:44 pm

Most interesting to me is going to see just how fast the landscape changes at the delta hubs. Especially Atlanta. Out go the T-Tails except the 717 for now. 757's start to go out. A321's and 739's everywhere. A220's entering. Then we get to watch their next widebody jump as the 767's start leaving. Will be sad when the T tails are gone. I've flown on the 88/90 extensively for 15 years. Delta always seemed to keep the cabin in best in class shape compared to the other US carriers.
 
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Re: Last MD-90 produced stored.

Tue Aug 21, 2018 1:14 am

WN732 wrote:
Pacific wrote:
Are those IAEs on the MD-90 significantly different to those on the A320s family?


Yes, different enough to technically make them a sub type. Sort of like how the 737 Classic had the CFM56-3 and the NG used the -7. Unfortunately they are not interchangeable.

not exactly.

its more like the CFM56-5A vs the CFM56-5B or V2500-A1 vs the V2500-A5

Polot wrote:
Boof02671 wrote:
Why don’t they do it in-house?

DL has a massive engine shop and I think they are converting an old hangar into one also at WTL.

Probably becomes a question of is it worth bringing in house when you can instead expand/start work on a higher volume engine (ie the PW GTF) and possibly get outside work? We are talking only about 50-60 MD-90s here and DL has a lot of new metal coming in. DL has a lot of options moving forward, the MD-90s are not critical to the fleet (as sad as that is to the enthusiast). Eliminating the MD-90, after the MD-88 of course, also removes a pilot group type from their operations- 717 and MD88/MD90 pilots are separate.

Delta has looked at bringing the V2500 in-house several times over the years and, at least my understanding is, IAE is unwilling to give Delta a MRO license for the A models (so A32S engines). If Delta can't get MRO work for the engine shop they wont do it in house. IIRC the only engine that doesn't have any customers anymore is the 219s and they are on the way out. CF34, CFM56, PW2000, PW4000, CF6 and BR715 all have 3rd party engines. (and soon the Trent 1000/7000 Trent XWB will have 3rd party engines as well.

Without the A models it simply isn't worth it for just the D models to come in house. Why is IAE against giving TechOps a MRO license? simple, they have ordered nothing but CFMs for the 32S fleet.

Dalmd88 wrote:
Boof02671 wrote:
Why don’t they do it in-house?

DL has a massive engine shop and I think they are converting an old hangar into one also at WTL.

I think a lot of the issue is parts. This is an orphan engine. I don't think IAF or Christchurch really want to support this engine much more. They want to shift to more numerous types that have a better return on their resources. Same hold true for Delta doing them in house. That real estate is better used doing another engine type. Right now there is zero spare room to bring the V2500 in. The GTF is going to take up tons of space that we don't already have. I could see another engine line exiting to give room for the GTF.

Also this. Engine shop is simply out of room. No one knows where the GTF is going to go much less where Delta could find room for another engine.

Boof02671 wrote:
Why don’t they do it in-house?

DL has a massive engine shop and I think they are converting an old hangar into one also at WTL.

For the Trents. Not really room in there for another engine line.

DL757NYC wrote:
TheGeordielad wrote:
The Saudi MD-90s were mostly broken up



It’s a shame because the they eventually got the 717 and I think those two cockpits are the same based of the MD-11 cockpit.

wouldn't have mattered. It still would have been operated as a sub-fleet with or with the 717s (or even MD11s.)

OneSexyL1011 wrote:
Fascinating.

Does anyone know why this version of the V2500 has such a limited supply of overhaul company options? I mean, New Zealand, really?

Why pay for the tooling, the MRO licenses, the employee training etc. etc. etc when there is literally one customer in the world? Delta generally does 5-10 year contracts on vender engines so if Delta put out a big, Shop X wins it, why should shops Y/Z pay to wait for MAYBE a chance to win the contract the next time around.

OneSexyL1011 wrote:
What makes these engines so specialized over the Airbus versions that limits the overhaul capability?

Sure maybe the mount points and some accessories maybe relocated, but one would think the basic core and engine itself is the same as other V2500's, no?

Even if it is one part off you still have to have all the correct certifications and such to work on the engine. I'm not sure the parts differences on the V2500-A1/A5 vs the V2500-D5 but its significant enough for it to be 3 separate engines.

lightsaber wrote:
jagraham wrote:
There is a response to the Sam Chui article from Matt (first response)

I’ve discussed this story (and the Flight Global story) with several friends at Delta TechOps in Atlanta over the weekend, as well as a few in management at Delta HQ…and everyone agrees that no one in the ‘aviation media’ realm seems to have a clue what they’re talking about when it comes to what is actually going on with the remaining McDonnell-Douglas fleet at Delta.

As for the actual truth…

Every time someone takes note of an MD-88 or an MD-90 heading to SBD or MZJ, they just assume that it is finished – and this is certainly not the case. The only place Delta will send a bird these days where it is guaranteed to never leave under its own power is BYH.

Delta isn’t responding to the questions about retiring the MD-90’s that Flight Global posed to them because…they’re not retiring the MD-90’s yet.

As has been discussed here multiple times over the last few months, only a few of the MD-90’s that have been parked at this point are going to become parts birds and are truly retired. The rest (parked at SBD and ATL) are currently stored without their engines because they are being overhauled in Christchurch, New Zealand, which is home to the only shop that will overhaul the version of the V2500 that Delta uses on their MD-90’s. Fortunately, that’s the only bird in the fleet that uses that engine, so they don’t have to go to extremes like this to overhaul engines for any other ships. (Correction to this story – “support the remaining MD-90s and A320s” doesn’t apply as Delta’s A319/320 fleet uses CFM-56 engines, not the V2500 used by jetBlue and other airlines.)

Finding parts for the MD-90 isn’t nearly as difficult as this story implies as many are interchangeable with their MD-88’s. Delta has parked enough of their oldest MD-88’s over the last few months -and a few MD-90’s that are becoming parts donors and won’t be coming back to life- that spare parts aren’t difficult for them to come by.

Looking these birds up in the system shows them as being in long-term (temporary) storage – not retired. Once they have their engines re-installed after overhaul, they will be returning to service.

As for the MD-88’s (another topic that has been discussed for months) – the birds that are being retired to SBD are due for heavy checks, which they will not be receiving. That’s the determining factor for the -88 fleet at this point – if they’re due for a heavy check, they’re done. If they were one of the most recent to receive a heavy check, they’ll be around for a few more years and are having ADS-B and GPS installed in either Atlanta or Mexico.

At least 34 of the ‘newest’ birds in the -88 fleet, as well as nearly all of the -90’s, will all be around beyond the 2020 ADS-B mandate, which is why they’re taking the time and money to install it in those birds. The -88’s require the ADS-B and GPS install, while the -90’s only require the ADS-B install as they already have GPS. The ADS-B hardware for the -90 is nothing more than a modified version of the same gear used on the -88.

Only ChristChurch? I thought there was a 2nd with lower volume capability too? (I'm going from memory... dangerous at best.)

So only a few parked. Have a long (expensive) engine refurbishment chain is going to have DL looking at options earlier (e.g., replace MD90 with older 739ERs by taking in more A321s or something... (There are too many options for DL to get serious on any scenario).

Before Delta sent the engines down to New Zealand, they were done by MTU. When MTU lost the contract to Pratt/NZ they dropped support for the D5 to add capacity for more Airbus V2500s.

Lufthansa was the only other vendor that I know of and it looks like they have also dropped shop support for the D5.

Boof02671 wrote:
Delta has no spares?

I worked Stores for US we always have spare engines for each fleet type.

Delta absolutely has spares, they don't have 30 V2500s plus extras for fleet support spares.

In general airlines normally keep around 8-10% of spare engines. It will vary airline to airline and depending upon MX work agreements but if you assume the 8-10% industry standard that is ~10-14 spare engines for the MD90 fleet. Not nearly enough to cover for the planes sitting the bone yard waiting for engines.
 
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Re: Last MD-90 produced stored.

Tue Aug 21, 2018 1:44 am

https://www.myajc.com/blog/airport/delt ... kGkhuUCeJ/

As part of the deal, Atlanta-based Delta will build a new 100,000-square foot engine maintenance facility in its massive TechOps site at Hartsfield-Jackson International Airport. The new engine shop would open for operations in 2019

The deal also breathes new life into an old hangar at Hartsfield-Jackson, because Delta will move some aircraft maintenance work to an old Southern Airways hangar to make room for the new engine facility at TechOps.

The Southern hangar is big enough to hold four narrow-body planes, according to Anderson. It is also known as the former Northwest Airlines hangar, now called the City South hangar. The airport had previously planned to demolish the City South hangar to make room for more cargo facilities.
 
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Re: Last MD-90 produced stored.

Tue Aug 21, 2018 2:18 am

Boof02671 wrote:
https://www.myajc.com/blog/airport/delta-announces-maintenance-deal-with-engine-maker-rolls-royce/Dz2nQoOsaHprNkGkhuUCeJ/

As part of the deal, Atlanta-based Delta will build a new 100,000-square foot engine maintenance facility in its massive TechOps site at Hartsfield-Jackson International Airport. The new engine shop would open for operations in 2019

The deal also breathes new life into an old hangar at Hartsfield-Jackson, because Delta will move some aircraft maintenance work to an old Southern Airways hangar to make room for the new engine facility at TechOps.

The Southern hangar is big enough to hold four narrow-body planes, according to Anderson. It is also known as the former Northwest Airlines hangar, now called the City South hangar. The airport had previously planned to demolish the City South hangar to make room for more cargo facilities.

Yep. I am well aware. Delta north is now using some of the ExpressJet hangar as well and Delta will be taking it over completely once ExpressJet stops operating for Delta. (not sure if North is getting it all or not)

but that doesn't change what I said. TOC1 is being converted(basically done now) to handle the Trent engines as part of the Roll Royce/TechOps AMC deal the link you provided details. They wont have enough room in there for all the Trent work, plus the added shop work, and another engine line.
 
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ssteve
Posts: 1497
Joined: Fri Dec 02, 2011 8:32 am

Re: Last MD-90 produced stored.

Tue Aug 21, 2018 2:19 am

The Saudi MD-90s were acquired by AerSale. Wikipedia @ https://en.wikipedia.org/wiki/AerSale claims they have all been broken up... which would have introduced 50 more engines to the MD-90 market. That one shop in Christchurch could have quite the backlog.
 
DeltaMD95
Posts: 565
Joined: Sun Aug 24, 2014 5:37 am

Re: Last MD-90 produced stored.

Tue Aug 21, 2018 2:22 am

It’s been shared previously from insiders that DL salvaged all viable Saudi MD90 parts via AerSale. Perhaps the additional engines will help keep the MD90 active into the early 2020’s.
Did you know that a Boeing 717-200 is really a McDonnell Douglas MD95-30? ;-)
 
mcg
Posts: 1154
Joined: Tue Sep 16, 2003 11:49 am

Re: Last MD-90 produced stored.

Tue Aug 21, 2018 2:22 am

So, why is the only engine shop in Christchurch? It just seems like an odd place for the one and only shop. There must be 'more to the story'.

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