Alaska bound!!!!
They have added a lot recently by going through their online app I found this stuff
Dtw-ewr
Dtw-jfk
Dtw-lga
Dtw-bos
Dtw-dtw
Dtw-iah
Lga-bos
Lga-dfw
Lga-iah
Lga-dtw
JFK-dtw
JFK-iah
Slc-dfw
Slc-sea
Slc-sjc
Slc-Sna
Slc-den
Sea-sfo
Sea-lax
Sea-slc
Sea-Fai
Sea-sjc
Msp-ewr
Msp-iah
There may be more that’s just what I found
It will be amazing to see as this fleet grows how it’s used

Hopefully once they start receiving the -300s we will see some in Atlanta to replace some 717s and MDs

ATL should be seeing 321s and 321neos to replace MD-88/90s, and has plenty of short routes where the 717 is perfect. DL needs the 223s for DTW/MSP/SEA/BOS/LGA routes that can't support 739/321s.

AlexBrewster03 wrote:

Hopefully once they start receiving the -300s we will see some in Atlanta to replace some 717s and MDs

Hopefully then we will see the 717's in the secondary cities.

Wonder what the fares on the DTW-DTW route will be.

You can add SEA-DEN too. Looks like there will be lots of them out West this Fall (as expected, replacing most/all of the western 717 routes).

I don't know about JFK-IAH (not currently a route DL flies, and I didn't see it in the timetable in the future) - did you mean JFK-DFW?

jetskipper wrote:

Wonder what the fares on the DTW-DTW route will be.

I would think they would be astronomical, a monopoly route like that.....

Plus as we all know, DL is planning to close the DTW hub so might as well rip off the citizens of Detroit one last time

jetskipper wrote:

Wonder what the fares on the DTW-DTW route will be.

I assume that's meant to be DTW-DFW. Easy typo to make.

Auto correct dtw dfw

Midwestindy wrote:

jetskipper wrote:

Wonder what the fares on the DTW-DTW route will be.

I would think they would be astronomical, a monopoly route like that.....

Plus as we all know, DL is planning to close the DTW hub so might as well rip off the citizens of Detroit one last time

Imagine if DL were to instead start ATL-ATL. Certain Detroit based A.net posters would have a coronary.

I believe LAX-AUS is another route that will see the A221s.
It seems like DL wants to utilize this new premium narrowbody type on many of the medium haul Texas markets to offer a better mainline product to AA & UAs hubs as well as increasing capacity & offering a better product on routes being flown with E75s.
Perhaps we will see LAX-SAT upstaged to the A221s at some point as well as LAX-DFW.
Maybe DL will re-start LAX-JAX if the A221 has the range 3-4x a week?
Utilizing the A221s on LAX-SEA-LAX will allow DL to adjust each flight depending on demand where a 738/739 have too much capacity on certain days.

Midwestindy wrote:

jetskipper wrote:

Wonder what the fares on the DTW-DTW route will be.

I would think they would be astronomical, a monopoly route like that.....

Plus as we all know, DL is planning to close the DTW hub so might as well rip off the citizens of Detroit one last time

If anything, it would be taxiing around the potholes.

Jokes aside, I'm sure it was a typo. I'd suggest trying to type in the routings in all caps for clarity.

I'm waiting to see it on my CLT flights in the future. I got to try it on a DFW flight a month ago. It was a fun ride, made even more amusing when a little girl seated near me shouted out loud that it's Dory speaking whale when the engines spooled up. As such, the plane will forever be named Dory in my world.

Well I’ll be damned, I fly SLC-DEN 4-5 times a year, maybe I’ll actually get to try these out!

Soon there will be Canabus everywhere!

I have been hoping to see DL bring the A220 to Canada. Particularly dreaming of SLC-YYC, but I have no rational basis to hope for such a big up-gauge. Guess we will just have to wait for AC... and I am still crossomg my fingers for a WS order too... but I digress.

Still waiting to see it on LGA-MCI. I'm pretty sure this one is coming. Also add JFK-DFW to the list starting on Labor Day Weekend.

This jet is a game changer. Delta can't get them fast enough. The main question is how long UAL and AA can sit on the sidelines. The E-jet can't compete, it's only 4 abreast.

Just saw one for the first time today. Look forward to actually flying on it someday.

Would love it if DL put as many A220s into SEA as possible. I think it is a great jet and is perfect for SEA. Passengers are responding favorably to it wherever it flies.

Oh, and Boeing needs to see the jet they tried to destroy flying in and out of SEA as often as possible.

DL747400 wrote:

Would love it if DL put as many A220s into SEA as possible. I think it is a great jet and is perfect for SEA. Passengers are responding favorably to it wherever it flies.

Oh, and Boeing needs to see the jet they tried to destroy flying in and out of SEA as often as possible.

And, that’s the tea!

Hope to see it on my CLT-MSP flights in the future.

freakyrat wrote:

AlexBrewster03 wrote:

Hopefully once they start receiving the -300s we will see some in Atlanta to replace some 717s and MDs

Hopefully then we will see the 717's in the secondary cities.

I doubt much will change with the 717 for 3+ years. Expect MD-80 retirements to accelerate.

DL needs more A220. I personally expect a top off order after production accelerates. Perhaps earlier for PR at Paris (if Airbus makes the right offer).

Lightsaber

Saw a DL 220 fly over when I was in the backyard. Those GTFs are very quiet climbing northbound past the outer marker.

SteelChair wrote:

This jet is a game changer. Delta can't get them fast enough. The main question is how long UAL and AA can sit on the sidelines. The E-jet can't compete, it's only 4 abreast.

I'm sure Dougie will find a way to squeeze in 6 abreast seating at 29 inch pitch and no PTVs. I definitely wish AA was acquiring A220s, but not if Dougie is still in charge.

Looks like RDU is gonna be 717 country and not 220.. I see lots of them in the schedule later in the year...

ERJ170 wrote:

Looks like RDU is gonna be 717 country and not 220.. I see lots of them in the schedule later in the year...

Say the 717s are gonna be around for well over 10 years into the future. Would a PTV retrofit be possible?

SteelChair wrote:

This jet is a game changer. Delta can't get them fast enough. The main question is how long UAL and AA can sit on the sidelines. The E-jet can't compete, it's only 4 abreast.

I'd like to know why a better seating configuration makes it uncompetitive. I think the more advanced A220 subsystems matter more (saving more fuel than expectations).

That said, I bet DL would like a faster delivery rate.

Lightsaber

DL747400 wrote:

Would love it if DL put as many A220s into SEA as possible. I think it is a great jet and is perfect for SEA. Passengers are responding favorably to it wherever it flies.

Oh, and Boeing needs to see the jet they tried to destroy flying in and out of SEA as often as possible.

I’ll grant you this one. Even though I’m a strong Boeing supporter for obvious reasons, that was a major incompetent decision on Boeing’s part. How could anyone be that stupid? You attack, in effect, one of your biggest customers in the middle of another sales campaign with them. Real smooth move Ex-Lax (an old joke saying that some people may not get).

And yes, I’ll say it. I think the C-Series is a better airplane than a certain warmed over derivative that I won’t mention by name.

NateGreat wrote:

ERJ170 wrote:

Looks like RDU is gonna be 717 country and not 220.. I see lots of them in the schedule later in the year...

Say the 717s are gonna be around for well over 10 years into the future. Would a PTV retrofit be possible?

I don't think they'll be around for 10 years. I'll bet they're gone by 2025.

lightsaber wrote:

SteelChair wrote:

This jet is a game changer. Delta can't get them fast enough. The main question is how long UAL and AA can sit on the sidelines. The E-jet can't compete, it's only 4 abreast.

I'd like to know why a better seating configuration makes it uncompetitive. I think the more advanced A220 subsystems matter more (saving more fuel than expectations).

That said, I bet DL would like a faster delivery rate.

Lightsaber

Better seating configuration according to who? The passengers or the accountants?

BoeingGuy wrote:

I’ll grant you this one. Even though I’m a strong Boeing supporter for obvious reasons, that was a major incompetent decision on Boeing’s part. How could anyone be that stupid? You attack, in effect, one of your biggest customers in the middle of another sales campaign with them. Real smooth move Ex-Lax (an old joke saying that some people may not get).

Can you explain the joke for the benefits of those who don't get it?

BoeingGuy wrote:

And yes, I’ll say it. I think the C-Series is a better airplane than a certain warmed over derivative that I won’t mention by name.

You mean, the one that's been MAXimized and doesn't even play in the same category?

I just can't wait for ATL-MEM... I fly MCO-ATL-MEM regularly, can wait for the 221/3 to operate the route. My next one I am on the MD90, both in and out of MEM.

lightsaber wrote:

SteelChair wrote:

This jet is a game changer. Delta can't get them fast enough. The main question is how long UAL and AA can sit on the sidelines. The E-jet can't compete, it's only 4 abreast.

I'd like to know why a better seating configuration makes it uncompetitive. I think the more advanced A220 subsystems matter more (saving more fuel than expectations).

That said, I bet DL would like a faster delivery rate.

Lightsaber

3-2 stuffs in more seats at the same pitch than 2-2, lowering seat mile costs. The challenge for main line small planes is seat mile costs.

SteelChair wrote:

lightsaber wrote:

SteelChair wrote:

This jet is a game changer. Delta can't get them fast enough. The main question is how long UAL and AA can sit on the sidelines. The E-jet can't compete, it's only 4 abreast.

I'd like to know why a better seating configuration makes it uncompetitive. I think the more advanced A220 subsystems matter more (saving more fuel than expectations).

That said, I bet DL would like a faster delivery rate.

Lightsaber

3-2 stuffs in more seats at the same pitch than 2-2, lowering seat mile costs. The challenge for main line small planes is seat mile costs.

From what I've seen the E2-195 has same or better (mission dependant) cost as the A220-100. The A220-300 has better seat mile costs.

Every cross section has it's optimal seat count (aircraft material dependant). The E2-195 is a bit long for 4-across, the A220-100 a bit short:

https://www.ainonline.com/aviation-news ... kes-flight

. “The [empty] weight of this aircraft is almost identical to the CS100 and yet because this aircraft is smarter by design in the materials that we’ve used, the E195-E2 can carry up to 10 percent more passengers than the CS100,” said Slattery. Bombardier specifies maximum capacity for the CS100 at 133 passengers.

That said, I find it strange I cannot find the E2-195 empty weight online. Since the planes have the same engines with different nacelles and subsystems, the wing and cross section drive the weight.

I hope we see real numbers soon. For DL it will be cost. DL needs a significant number more aircraft in this size category. It would be a PR coup to win a DL order. Airbus/Bombardier have the encumbant advantage, but might need to keep the A220-100 offer low to stall Embraer/Boeing.

The reality is these two planes still need to establish themselves. Neither has sufficient economy of scale. One must produce 100+ per year or have a fleet of 1,000+ today, although Embraer has some legacy part advantage (but subsystems are redone more than the 717). Neither had a certified durability advantage (both 60,000 FC and 90,000 FH, although I would be shocked if the A220 couldn't go to 100,00 FC, 150,000 FH based on what I know of it's design). However, until certified, it is but speculation and I know of no life cycle extension program today.

So I wonder on why the strong statement. Now, if the A220 sells a few hundred more and Embraer fails, market perception takes on a nasty momentum.

The following potential orders/top off could sway the fate. None individually, but as a group:. DL top off, LH follow up orders, UA, Spirit (decision this summer, Paris?), for otherwise, the potential orders I'm aware of are small. Airbus won big with DL, JetBlue, and Moxie.

AirBaltic is like AirTran as the airline based around the odd type, just this time one DL ordered as well as AC, LH, B6 and Moxie. Azul for the E2-195 in a similar analogy. Azul, like AirTran, is waiting for big company to order enough for a secondary market.

I'm a Pratt fan. In particular of the small Purepower core (PW1500G, PW1900G, PW1200G, PW1700G, PW816, and PW812). So for the airframe, I have my favorites, but that doesn't reduce the others.

Ironically, Embraer is better positioned to produce. I like the product, but if they fail to sell a few hundred this year, life will be tough. Airbus must sell A220 this year, but because of the backlog, fewer are needed to keep the PR sharks at Bay.

That said, I think one or both will replace some of the 717s early. I say some as DL needs low utilization aircraft. At the right price, the 717 fits that role nicely (recall, most are leased under favorable terms).

If a few other airlines buy E2s, I could see DL getting into that engine overhaul business. As well as eventually others of the Purepower family if volume grows enough.

Lightsaber

This had me looking. I know AerCap and Aircastle have had a very hard time placing E2. So far leasors place A220, but not with enough demand to top off. Aircastle once again hedging on the E2:
https://seekingalpha.com/article/425916 ... transcript

So what will matter is getting enough new small airlines to soak up leasing demand. This will impact DL's decision due to their engine MRO work.

I still see the decision contested, but further research puts the advantage more in the A220 camp.

Lightsaber

is YYZ-SEA & YYZ-LGA viable with DL's A220?

fpetrutiu wrote:

I just can't wait for ATL-MEM... I fly MCO-ATL-MEM regularly, can wait for the 221/3 to operate the route. My next one I am on the MD90, both in and out of MEM.

I live in JAN. ATL-JAN is all MD88 and 717. I imagine it will be all 717 when the MD88 is gone. I wonder what will replace the 717 on routes like ATL-JAN. Surely not A220. Maybe one 739 per day and several CR9's will replace 717.

jetskipper wrote:

Wonder what the fares on the DTW-DTW route will be.

OMG That was a brilliant catch .... LMAO

YYZORD wrote:

is YYZ-SEA & YYZ-LGA viable with DL's A220?

A DL A220 towbar showed up at YYZ a while back, so in terms of having the equipment available, theoretically yes.

With the amount of fanfare it had at CLT as well as being there nearly everyday for the better part of a month I’m surprised we didn’t make the list.

(Photo Credit to myself)

A SEA DL C-Series base is coming 4th Q (unless there is a curve ball).

Since the initial BoD meeting to get approval for the initial order, SEA has been in play for a major hub for the CS1.

Honestly surprised that DL hasn't deployed them to EYW yet. Could it make the return trip to ATL with a full load compared to the weight restricted 73G's?

When does SLC-DEN start?

Looking forward to seeing this bird in DEN.

MavyWavyATR wrote:

Honestly surprised that DL hasn't deployed them to EYW yet. Could it make the return trip to ATL with a full load compared to the weight restricted 73G's?

Unlikely to happen, as ATL is likely to be one of the last hubs to see the A220. I'd expect ATL-EYW to end up on a 175 sooner or later, rather than a CR7.

MavyWavyATR wrote:

Honestly surprised that DL hasn't deployed them to EYW yet. Could it make the return trip to ATL with a full load compared to the weight restricted 73G's?

It seems Delta thus far has been using the A221s to connect their hubs with large business travel markets, where a B737 or A319/20/21 is too large. We’ll see how they deploy the larger A223s.

laca773 wrote:

I believe LAX-AUS is another route that will see the A221s.
It seems like DL wants to utilize this new premium narrowbody type on many of the medium haul Texas markets to offer a better mainline product to AA & UAs hubs as well as increasing capacity & offering a better product on routes being flown with E75s.
Perhaps we will see LAX-SAT upstaged to the A221s at some point as well as LAX-DFW.
Maybe DL will re-start LAX-JAX if the A221 has the range 3-4x a week?
Utilizing the A221s on LAX-SEA-LAX will allow DL to adjust each flight depending on demand where a 738/739 have too much capacity on certain days.

Exactly WHAT makes it a Premium narrow body??

I wonder if they'll eventually find their way to OMA?

9w748capt wrote:

SteelChair wrote:

This jet is a game changer. Delta can't get them fast enough. The main question is how long UAL and AA can sit on the sidelines. The E-jet can't compete, it's only 4 abreast.

I'm sure Dougie will find a way to squeeze in 6 abreast seating at 29 inch pitch and no PTVs. I definitely wish AA was acquiring A220s, but not if Dougie is still in charge.

Same with Kirby and his team of bean counters at United. Apparently the future is the CRJ550 .

Iluvtofly wrote:

jetskipper wrote:

Wonder what the fares on the DTW-DTW route will be.

OMG That was a brilliant catch .... LMAO

If they start ATL-ATL, people in ATL will finally have to feel the rest of the south’s pain by connecting in ATL.

Gulfstream500 wrote:

If they start ATL-ATL, people in ATL will finally have to feel the rest of the south’s pain by connecting in ATL.

Haha...good one. Maybe I can use that flight to get a cheaper fare? Fly ATL-ATL-SAV instead of just ATL-SAV.