TonyClifton wrote:

Boof02671 wrote:

And Delta won’t be ordering any planes, they are in negotiations with Airbus to defer and delay 40 planes

I wouldn’t be shocked if part of the negotiation means Delta takes some other customers slack down the line. Airbus plays nice with deferrals and no significant penalties, in turn, Delta steps up on someone else’s cancellations or deferrals. Would be a win-win.

panamair wrote:

jayunited wrote:

madpropsyo wrote:

I'm curious what this means for the future of the SEA TPAC operation. Half the stated reason for launching it was that most of the Asian markets they wanted to serve were within the range of the smaller 763 from SEA. Putting the 339 into SEA will surely change the calculus on some of these routes.

Perhaps they'll turn over most of the SEA TPAC ops to KE and retrench their international ops to stronger hubs + LAX with the longer range and higher seat count of the 339.

Correct me if I'm wrong but hasn't Delta already removed most if not all 763s from their SEA TPAC operations and (pre-COVID) replaced those 763s with A339NEO, A359s, and I think A333s?

That’s correct. SEA-HND/ICN/PVG have all been switched to the A339 (well PVG is an A359 now because of the limited China frequencies etc). Pre-COVID I believe they were on the cusp of switching SEA-PEK/PKX to the A339 as well. The only 763 was SEA-KIX which probably will be gone for a while under current circumstances.

DeltaMD95 wrote:

The 717 2025 retirement puts more stock into the prediction that the MD-11F will outlast the 717 as the final operational Long Beach designed, Douglas airliner.

lightsaber wrote:

TonyClifton wrote:

Boof02671 wrote:

And Delta won’t be ordering any planes, they are in negotiations with Airbus to defer and delay 40 planes

I wouldn’t be shocked if part of the negotiation means Delta takes some other customers slack down the line. Airbus plays nice with deferrals and no significant penalties, in turn, Delta steps up on someone else’s cancellations or deferrals. Would be a win-win.

If Delta orders anything more, it would be far in the future and for brutal terms favorable to Delta. No one is ordering now and both Airbus and Boeing need an order the size Delta will order.

I happen to agree that Delta will replace the planes, but this is a competition between for narrowbodies:
1. Used A319/A320CEOs
2. New A320NEOs
3. Used 737-800s
4. New MAXes (I cannot predict between the -8/-9/-10, but Delta can decide)
5. New A220s
6. And because Delta buys in such large quantities, they could even include the E2-195

50 seaters are on the way out, IMHO, so no CR2 replacement required.

For widebodies, Delta will negotiate. Because they need so many, the A350, A330NEO, and 787 (788, 789, and 787-10) will all be in play.

I make no assumptions. I've never seen such a buyers market in the industry. There are 2,000 available now new or lease returns in addition to the new build aircraft available in 2021. We have another thread to discuss the manufacturers playing chicken with high production rates (think about it, the reduced rates of today are high by historical standards):
viewtopic.php?f=3&t=1451221

Lightsaber

Boof02671 wrote:

Wonder what they will run JFK-LAX.

Antaras wrote:

So...everyone is guessing that Boeing is scooping the chance and offering a nice 788 deal to DL???

Well I am predicting that DL will acquire around 20x B788 to replace the old B763 and A332

FlyingViking wrote:

Antaras wrote:

So...everyone is guessing that Boeing is scooping the chance and offering a nice 788 deal to DL???

Well I am predicting that DL will acquire around 20x B788 to replace the old B763 and A332

Yup I'd think 25 firm + 25 options of 788 with conversion to 789 just in case of course.

Delta's streamlined fleet by 2030 could look like A350, A330-300/800?/900, B787-8/9?/10?, A320#, B737#, A220#. Six main fleet types down from what 11 in 2019. (B777, B764, B763/B757, MD-80/90, B717 will all be gone by then with the B764, I assume, the last fleet to be retired).

Delta Air Lines (DL, Atlanta Hartsfield Jackson) is reportedly in talks with Airbus to defer the delivery of 40 aircraft, initially due in 2020, "beyond" year-end, sources told Bloomberg newswire.

The airline's deliveries plan for 2020, as reported at the end of 2019, included a total of 72 aircraft - seventeen A220-100s, six A220-300s, thirty-one A321-200s (ceo), one A321neo, seven A330-900s, four A350-900s, and six CRJ900s. Of these, only twelve have so far been delivered, namely three A220-100s, six A321-200s, one A330-900, and two A350-900s.

Antaras wrote:

FlyingViking wrote:

Antaras wrote:

So...everyone is guessing that Boeing is scooping the chance and offering a nice 788 deal to DL???

Well I am predicting that DL will acquire around 20x B788 to replace the old B763 and A332

Yup I'd think 25 firm + 25 options of 788 with conversion to 789 just in case of course.

Delta's streamlined fleet by 2030 could look like A350, A330-300/800?/900, B787-8/9?/10?, A320#, B737#, A220#. Six main fleet types down from what 11 in 2019. (B777, B764, B763/B757, MD-80/90, B717 will all be gone by then with the B764, I assume, the last fleet to be retired).

Not the 787-9 but I think that DL will prefer the 787-10 for its mid-haul operations (US domestic, EU routes).
The 789 would be quite non-sensical in DL fleet as DL has fallen in love with the "good-enough" A339neos, which are being used for lots of key long-haul routes.

eamondzhang wrote:

panamair wrote:

jayunited wrote:

Correct me if I'm wrong but hasn't Delta already removed most if not all 763s from their SEA TPAC operations and (pre-COVID) replaced those 763s with A339NEO, A359s, and I think A333s?

That’s correct. SEA-HND/ICN/PVG have all been switched to the A339 (well PVG is an A359 now because of the limited China frequencies etc). Pre-COVID I believe they were on the cusp of switching SEA-PEK/PKX to the A339 as well. The only 763 was SEA-KIX which probably will be gone for a while under current circumstances.

SEA-PVG is A339 - in fact their first A339 route. N401DZ and N402DX swapped between each other every two days. Think you have confused between LAX, SEA & DTW.

They did plan SEA-PKX/PEK A339 and believe there might actually be a flight or two went on before the whole pandemic blows things out of the window.

Michael

BNAMealer wrote:

I don’t think the 787-10 would be ordered as long as they have their A339 orders. Too much plane. The only 787 that makes sense in DL’s fleet is the 788.

LCDFlight wrote:

DocLightning wrote:

klm617 wrote:

My question is what current aircraft in production can replace the 767. This probably means an end to secondary city TATL flying like IND, MCO, TPA and maybe RDU as anything bigger than a 767 is just to big. What does this mean for routes like ATL-BRU, ZRH and DUS. Does this mean more double connects over CDG and AMS in the Delta network.

The 321LR. It's not quite as big but I remember AA saying that the 321NEO carried all of the F, all of the J and 70% of the Y of a 762 while burning ½ the fuel. So with a 321LR, DL could continue to serve these routes. They'd need to decide whether to operate one or two flights per day, but this would be a logical successor. I'm sure the 763 wasn't a perfect fit for any of these routes, but it was close enough, so the A321LR will also not be a perfect fit, but close enough.

I love the 767, but the writing is on the wall. I hope that Boeing does come up with a 2-3-2 cabin medium-haul aircraft with an elliptical cross-section. There is a market for such an aircraft. But with Boeing's bungling of the 787 and MAX, I'm not sure that they will have the resources to get to work on a new type in time for DL.

Basically this is right on. 767 was a minimum trip cost bird for many airlines. It was useful. But anything under 4000 miles, the A321 will do at better unit cost than any 767. Anything over 4000 or so miles, A330 will become the minimum trip cost airplane. Time is marching on. The B767 is ancient technology now. 40 years old. Even the 777 is facing headwinds. That's how it works.

Antaras wrote:

So...everyone is guessing that Boeing is scooping the chance and offering a nice 788 deal to DL???

Well I am predicting that DL will acquire around 20x B788 to replace the old B763 and A332

IPFreely wrote:

Antaras wrote:

So...everyone is guessing that Boeing is scooping the chance and offering a nice 788 deal to DL???

Well I am predicting that DL will acquire around 20x B788 to replace the old B763 and A332

Why? DL should be fine with their A333's and A350's.

Antaras wrote:

And of course, DL will need the 788 soon, unless DL wants to give up with the 230-seat market. The 200-230 seats 763 will be yeeted in the next few weeks, meanwhile, the 234-seat A332 are too old (14 to more than 16 years old) and should be (or must be replaced) in the next 5-10 years.

PSU.DTW.SCE wrote:

While this is big news in the sense its the first time they indicated actual dates for these fleet retirements, the announcement in the 8-K filing really isn't all that unexpected and in reality only likely pulls ahead the pre-covid retirement plans for these fleet types by 1-2 years.

What this indicates to me is the following:

- Taking the non-cash write-down now as said when they already are recognizing losses and take the hit now versus on-going
- They have decided to stop doing any further HMV / heavy maintenance work on those fleet types, so the timing of the last frames to go through would've been 2019. Thus the frames that are due for HMVs in 2020 are done, and the ones due in 2021 will go out when they run out of green-time
- This ties into the broader fleet plan, so we now are starting to see the plan for the current fleet, we haven't seen the revised delivery schedule for all the Airbus aircraft on-order; there was already sufficient capacity on-order between the A359, A339, A321NEO, A220s to cover most of this in the out years.
- Some of the plans in terms of the B763 for example were pre-covid based on continued growth and expansion beyond 2019 peak numbers; we obviously aren't gettting back to those numbers for 5-10 years

---
B763 - While this is the first time we've seen an official date (Dec 2025) it really is maybe 1-2 year prior to where they were scheduled to be retired pre-COVID. The aircraft were all basically at, near, or recently through their last heavy maintenance cycles. Considering the backlog of A339 orders/deliveries, the writing was on the wall. Announced last quarter was the early retirement of 7 B763s which were likely all due for heavy maintenance over the next year.

B712 - there has been a lot of rumor and speculation about this fleet. The fleet had been primarily leases with renewals coming due over the next several years. Rumors about keeping to 2030 and installing PTVs prior to Covid, rumors about working a deal with Boeing for 737 MAX a few months ago. An airworthiness directive that would require seats to be replaced by the end of 2022 that may or may not have been extended. In reality, even pre-covid keeping them to 2030 seemed like a stretch especially with the backlog of A220 orders. I honestly right now more surprised they are keeping them until 2025 versus what easily could've been a decision to let them go in 2021 or 2022 in the covid era. The part that we don't know yet is how they've renegotiated all the Airbus deliveries over the next few years. Right now only ~45 of the 91 are flying, it will be interesting to see if they reactivate the ones in storage.

CR2 - I personally don't have the hate against this type that so many do, but I get it. I have no issue with them on the short flights into small markets, granted that I was used to flying SF3 and/or the "Bro into back in the day. (Full disclosure - was a fan of turboprops, thought they were pretty cool). Granted, back in the day flew a CR2 on SLC-MSP next to a dude who was like 6'5 with football lineman shoulders - not cool. Anyways, this fleet was approaching its twilight anyways. This obviously applies to the DL-owned CR2s which are operated by Endeavor (9E). Unclear exactly if this impacts the Skywest (OO) owned CR2s that primarily do EAS-flying. I think the Skywest at-risk flying was terminated with Covid and that has reverted to flying under capacity purchase agreements. Some of the flying will simply go to larger 2-class RJs, the EAS stuff will stay under EAS contracts maybe still with CR2s, but there could be some small market fall-out. 50-seat flying is in its twilight anyways at all of the US3.

FlyGuyNash wrote:

I will say back in June it was mentioned Delta's current fleet type was made up of 13 fleet families and 25 fleet types and the plan was to drop it down to 8 fleet families with 11 fleet types which include the DCI fleet.

My prediction based on those comments.

1.737
a 737-800
b 737-900
2.220
a 220-100
b 220-300
3.320
a A320
b A321
4.767-400 or 787
5.A330
a A330-300
b A330-900
6.350
a 350-900
b 350-1000
7.CRJ
a CRJ-900
8.ERJ
a ERJ-175

I'll use this as a source since I can't provide the actual video as it's on the employee website.
https://www.airlinepilotforums.com/delt ... ation.html

FlyingElvii wrote:

FlyGuyNash wrote:

I will say back in June it was mentioned Delta's current fleet type was made up of 13 fleet families and 25 fleet types and the plan was to drop it down to 8 fleet families with 11 fleet types which include the DCI fleet.

My prediction based on those comments.

1.737
a 737-800
b 737-900
2.220
a 220-100
b 220-300
3.320
a A320
b A321
4.767-400 or 787
5.A330
a A330-300
b A330-900
6.350
a 350-900
b 350-1000
7.CRJ
a CRJ-900
8.ERJ
a ERJ-175

I'll use this as a source since I can't provide the actual video as it's on the employee website.
https://www.airlinepilotforums.com/delt ... ation.html

The CRJ’s are getting old, and no replacement is on the horizon. Same for the erj’s, but at least they still have the OEM supporting them. For the foreseeable future the 175 is the only viable RJ for long term at the moment. The CRJ’s will get drawn down as they age out, many are approaching, or already over 20 years old, and a 3Rd or 4th D check will be a costly endeavor. For frequent service to small cities, the 175 is just too much airplane, and “competitive requirements” regarding frequencies, which is what the 175 was built for, are not going to be a consideration for a long time. And keep in mind, with the drawdown of mainline fleets, SCOPE is going to become a big consideration as to what goes, and what stays at the regional level.

I can easily see a return to the “Regional Connection” days, with the smaller carriers flying At-risk from smaller cities to the hubs under their own branding. American has already stepped into this, having initiated agreements with Contour, Boutique, and even Alaska/JetBlue. United is picking up the branding on the Skywest EAS routes. Also look for the Sky Courier to see much of the “new” regional action as production grows, IF Raytheon doesn’t screw up and price themselves out of contention, something they are entirely capable of doing.

raylee67 wrote:

I guess the 763 may have a higher value as a BCF then a continuing concern as a pax aircraft. The long haul fleet is going to standardize between A330 and A350 then.

The 764 will become a very small fleet of odd-ball type. However, we can probably expect that, when the situation has sufficiently improved, even if it takes it to 2024 or 2025, Delta will expand its fleet of A339 and A350 to replace the 764. Eventually more of those will be ordered down the road to replace the older A332 and A333 too.

And it still leaves the question of what will replace the large 757 fleet. Boeing better comes up with something good in the next two years. Otherwise, a mix order of A321NEO and NEO-XLR will be likely.

klm617 wrote:

PSU.DTW.SCE wrote:

CR2 - I personally don't have the hate against this type that so many do, but I get it. I have no issue with them on the short flights into small markets, granted that I was used to flying SF3 and/or the "Bro into back in the day. (Full disclosure - was a fan of turboprops, thought they were pretty cool). Granted, back in the day flew a CR2 on SLC-MSP next to a dude who was like 6'5 with football lineman shoulders - not cool. Anyways, this fleet was approaching its twilight anyways. This obviously applies to the DL-owned CR2s which are operated by Endeavor (9E). Unclear exactly if this impacts the Skywest (OO) owned CR2s that primarily do EAS-flying. I think the Skywest at-risk flying was terminated with Covid and that has reverted to flying under capacity purchase agreements. Some of the flying will simply go to larger 2-class RJs, the EAS stuff will stay under EAS contracts maybe still with CR2s, but there could be some small market fall-out. 50-seat flying is in its twilight anyways at all of the US3.

I don't have hate for the CR2 either but it doesn't belong on routes like DTW-BUF/ALB,ROC/ABE/GSO/GSP/YYZ/YUL NW never flew that small of a plane on those routes and it detracts from customers using DTW for their connections for said reason. It is more of a plane for DTW-LAN/FNT/AZO/TVC/SBN/FWA/ and the like. They CR2 without a doubt has had a negative impact on the Detroit hub more so than any other.

DaCubbyBearBar wrote:

I am NOT AT ALL surprised to see the 717s leave.... I can see DL chomping to get more of the A221/223 on property and enjoy the FAR SUPERIOR performance and route flexibility that it offers. Possibly even opening up new non-hub flying

ILNFlyer wrote:

raylee67 wrote:

I guess the 763 may have a higher value as a BCF then a continuing concern as a pax aircraft..

I'm sure the Amazon Air operators (ATSG, ATLAS, and now SUN) will only be too happy to gobble these up for that purpose. There are many of these birds (both 717 and 763) parked at ILN as we speak. The running joke at ILN is that the ramp they occupy is now nothing more than ATSG's shopping cart.

freakyrat wrote:

DaCubbyBearBar wrote:

I am NOT AT ALL surprised to see the 717s leave.... I can see DL chomping to get more of the A221/223 on property and enjoy the FAR SUPERIOR performance and route flexibility that it offers. Possibly even opening up new non-hub flying

The aircraft does offer flexibility. The only minor problem with the A220 is that the engines require a cool down after flight so you really cannot do quick turns with it on short hops. That being said, it is a far superior aircraft for what it's designed to do and has more range than the 717.

lightsaber wrote:

freakyrat wrote:

DaCubbyBearBar wrote:

I am NOT AT ALL surprised to see the 717s leave.... I can see DL chomping to get more of the A221/223 on property and enjoy the FAR SUPERIOR performance and route flexibility that it offers. Possibly even opening up new non-hub flying

The aircraft does offer flexibility. The only minor problem with the A220 is that the engines require a cool down after flight so you really cannot do quick turns with it on short hops. That being said, it is a far superior aircraft for what it's designed to do and has more range than the 717.

To be fair, only island hopping requires the short cool down after takeoff times. So Hawaiian, Cebu Pacific, and Air New Zealand are the only three I can think of not opperating turboprops.

freakyrat wrote:

klm617 wrote:

PSU.DTW.SCE wrote:

CR2 - I personally don't have the hate against this type that so many do, but I get it. I have no issue with them on the short flights into small markets, granted that I was used to flying SF3 and/or the "Bro into back in the day. (Full disclosure - was a fan of turboprops, thought they were pretty cool). Granted, back in the day flew a CR2 on SLC-MSP next to a dude who was like 6'5 with football lineman shoulders - not cool. Anyways, this fleet was approaching its twilight anyways. This obviously applies to the DL-owned CR2s which are operated by Endeavor (9E). Unclear exactly if this impacts the Skywest (OO) owned CR2s that primarily do EAS-flying. I think the Skywest at-risk flying was terminated with Covid and that has reverted to flying under capacity purchase agreements. Some of the flying will simply go to larger 2-class RJs, the EAS stuff will stay under EAS contracts maybe still with CR2s, but there could be some small market fall-out. 50-seat flying is in its twilight anyways at all of the US3.

I don't have hate for the CR2 either but it doesn't belong on routes like DTW-BUF/ALB,ROC/ABE/GSO/GSP/YYZ/YUL NW never flew that small of a plane on those routes and it detracts from customers using DTW for their connections for said reason. It is more of a plane for DTW-LAN/FNT/AZO/TVC/SBN/FWA/ and the like. They CR2 without a doubt has had a negative impact on the Detroit hub more so than any other.

Plan Pre-Covid for SBN was SBN-ATL CRJ7/9, SBN-DTW CRJ2, SBN-MSP CRJ7/9. When Traffic Returns I can see this happening. Endeavor (9E) has presently been running the ATL flights with Skywest (OO) DTW. MSP flights are set to resume in Nov. DL is in a good position now and setting themselves up Post-Covid with their regional CRJ flying by having their wholly owned subsidiary Endeavor running ATL and letting Skywest handle DTW.

Antaras wrote:

Because the 293-seat A333, 281-seat A339, and 306-seat A359 have never been a direct replacement for the 230-seat A332 and B763.
Unless there is a big shift in strategy ("upsize"), and the "upsize-shift" makes no sense amid this pandemic.

VSMUT wrote:

lightsaber wrote:

freakyrat wrote:

The aircraft does offer flexibility. The only minor problem with the A220 is that the engines require a cool down after flight so you really cannot do quick turns with it on short hops. That being said, it is a far superior aircraft for what it's designed to do and has more range than the 717.

To be fair, only island hopping requires the short cool down after takeoff times. So Hawaiian, Cebu Pacific, and Air New Zealand are the only three I can think of not opperating turboprops.

Cebu pacific has 15 ATRs and Air New Zealand has 27 ATRs and 23 Dash 8-300s.

DocLightning wrote:

klm617 wrote:

And the 321LR certainly can not do ATL to central Europe either.

The XLR might. And remember how the A330 initially was a TATL aircraft with an endurance of 8-10 hours and now it can do over 15? Remember how the A320 was designed to be able to do a US transcon and now can do TATL? Airbus is famous for their relentless and incremental improvements to their products. I will be very interested to see what they have managed to get the A321 to do in five years.

CRJ200flyer wrote:

freakyrat wrote:

klm617 wrote:

I don't have hate for the CR2 either but it doesn't belong on routes like DTW-BUF/ALB,ROC/ABE/GSO/GSP/YYZ/YUL NW never flew that small of a plane on those routes and it detracts from customers using DTW for their connections for said reason. It is more of a plane for DTW-LAN/FNT/AZO/TVC/SBN/FWA/ and the like. They CR2 without a doubt has had a negative impact on the Detroit hub more so than any other.

Plan Pre-Covid for SBN was SBN-ATL CRJ7/9, SBN-DTW CRJ2, SBN-MSP CRJ7/9. When Traffic Returns I can see this happening. Endeavor (9E) has presently been running the ATL flights with Skywest (OO) DTW. MSP flights are set to resume in Nov. DL is in a good position now and setting themselves up Post-Covid with their regional CRJ flying by having their wholly owned subsidiary Endeavor running ATL and letting Skywest handle DTW.

As an Endeavor pilot based in DTW, l have seen nothing like the case you’re describing, nor has our management indicated anything like this nor has any statement from SkyWest. DTW is a large crew base for Endeavor. Saying SkyWest is going to “handle” DTW would mean moving dozens of Endeavor aircraft and hundreds of personnel.

Here’s a quick breakdown for Delta Connection flights in October with data my friends and I have gone over:

ATL:
9E: 98%
YX: 2%

DTW:
9E: 62%
OO: 30%
YX: 8%

MSP:
9E: 59%
OO: 41%

Antaras wrote:

So...everyone is guessing that Boeing is scooping the chance and offering a nice 788 deal to DL???

Well I am predicting that DL will acquire around 20x B788 to replace the old B763 and A332

CRJ200flyer wrote:

freakyrat wrote:

klm617 wrote:

I don't have hate for the CR2 either but it doesn't belong on routes like DTW-BUF/ALB,ROC/ABE/GSO/GSP/YYZ/YUL NW never flew that small of a plane on those routes and it detracts from customers using DTW for their connections for said reason. It is more of a plane for DTW-LAN/FNT/AZO/TVC/SBN/FWA/ and the like. They CR2 without a doubt has had a negative impact on the Detroit hub more so than any other.

Plan Pre-Covid for SBN was SBN-ATL CRJ7/9, SBN-DTW CRJ2, SBN-MSP CRJ7/9. When Traffic Returns I can see this happening. Endeavor (9E) has presently been running the ATL flights with Skywest (OO) DTW. MSP flights are set to resume in Nov. DL is in a good position now and setting themselves up Post-Covid with their regional CRJ flying by having their wholly owned subsidiary Endeavor running ATL and letting Skywest handle DTW.

As an Endeavor pilot based in DTW, l have seen nothing like the case you’re describing, nor has our management indicated anything like this nor has any statement from SkyWest. DTW is a large crew base for Endeavor. Saying SkyWest is going to “handle” DTW would mean moving dozens of Endeavor aircraft and hundreds of personnel.

Here’s a quick breakdown for Delta Connection flights in October with data my friends and I have gone over:

ATL:
9E: 98%
YX: 2%

DTW:
9E: 62%
OO: 30%
YX: 8%

MSP:
9E: 59%
OO: 41%

777Mech wrote:

Antaras wrote:

So...everyone is guessing that Boeing is scooping the chance and offering a nice 788 deal to DL???

Well I am predicting that DL will acquire around 20x B788 to replace the old B763 and A332

You may not be wrong. Boeing could swoop in and help DL offload those 717 leases early for a MAX and 787 order.

What's the soonest you could get a MAX aircraft off the line?

777Mech wrote:

Antaras wrote:

So...everyone is guessing that Boeing is scooping the chance and offering a nice 788 deal to DL???

Well I am predicting that DL will acquire around 20x B788 to replace the old B763 and A332

You may not be wrong. Boeing could swoop in and help DL offload those 717 leases early for a MAX and 787 order.

What's the soonest you could get a MAX aircraft off the line?

777Mech wrote:

What's the soonest you could get a MAX aircraft off the line?

IPFreely wrote:

Antaras wrote:

Because the 293-seat A333, 281-seat A339, and 306-seat A359 have never been a direct replacement for the 230-seat A332 and B763.
Unless there is a big shift in strategy ("upsize"), and the "upsize-shift" makes no sense amid this pandemic.

That assumes Delta wants to do 1:1 widebody replacements. Looking at their recent alliance deals and reading their statements to the press, maintaining or growing their widebody fleet seems unlikely. Their A333 and A359 should meet the needs of hub-to-hub service. Beyond that Delta has positioned themselves to use Air France, KLM, Virgin Atlantic, Korean, and LATAM to do the heavy lifting for international long haul flying including flights to both hubs and secondary cities.

Boof02671 wrote:

IPFreely wrote:

Antaras wrote:

Because the 293-seat A333, 281-seat A339, and 306-seat A359 have never been a direct replacement for the 230-seat A332 and B763.
Unless there is a big shift in strategy ("upsize"), and the "upsize-shift" makes no sense amid this pandemic.

That assumes Delta wants to do 1:1 widebody replacements. Looking at their recent alliance deals and reading their statements to the press, maintaining or growing their widebody fleet seems unlikely. Their A333 and A359 should meet the needs of hub-to-hub service. Beyond that Delta has positioned themselves to use Air France, KLM, Virgin Atlantic, Korean, and LATAM to do the heavy lifting for international long haul flying including flights to both hubs and secondary cities.

They can’t increase partner flying, they are already in violation of the pilots’ contract now

CRJ200flyer wrote:

freakyrat wrote:

klm617 wrote:

I don't have hate for the CR2 either but it doesn't belong on routes like DTW-BUF/ALB,ROC/ABE/GSO/GSP/YYZ/YUL NW never flew that small of a plane on those routes and it detracts from customers using DTW for their connections for said reason. It is more of a plane for DTW-LAN/FNT/AZO/TVC/SBN/FWA/ and the like. They CR2 without a doubt has had a negative impact on the Detroit hub more so than any other.

Plan Pre-Covid for SBN was SBN-ATL CRJ7/9, SBN-DTW CRJ2, SBN-MSP CRJ7/9. When Traffic Returns I can see this happening. Endeavor (9E) has presently been running the ATL flights with Skywest (OO) DTW. MSP flights are set to resume in Nov. DL is in a good position now and setting themselves up Post-Covid with their regional CRJ flying by having their wholly owned subsidiary Endeavor running ATL and letting Skywest handle DTW.

As an Endeavor pilot based in DTW, l have seen nothing like the case you’re describing, nor has our management indicated anything like this nor has any statement from SkyWest. DTW is a large crew base for Endeavor. Saying SkyWest is going to “handle” DTW would mean moving dozens of Endeavor aircraft and hundreds of personnel.

Here’s a quick breakdown for Delta Connection flights in October with data my friends and I have gone over:

ATL:
9E: 98%
YX: 2%

DTW:
9E: 62%
OO: 30%
YX: 8%

MSP:
9E: 59%
OO: 41%

AZORMP wrote:

CRJ200flyer wrote:

freakyrat wrote:

Plan Pre-Covid for SBN was SBN-ATL CRJ7/9, SBN-DTW CRJ2, SBN-MSP CRJ7/9. When Traffic Returns I can see this happening. Endeavor (9E) has presently been running the ATL flights with Skywest (OO) DTW. MSP flights are set to resume in Nov. DL is in a good position now and setting themselves up Post-Covid with their regional CRJ flying by having their wholly owned subsidiary Endeavor running ATL and letting Skywest handle DTW.

As an Endeavor pilot based in DTW, l have seen nothing like the case you’re describing, nor has our management indicated anything like this nor has any statement from SkyWest. DTW is a large crew base for Endeavor. Saying SkyWest is going to “handle” DTW would mean moving dozens of Endeavor aircraft and hundreds of personnel.

Here’s a quick breakdown for Delta Connection flights in October with data my friends and I have gone over:

ATL:
9E: 98%
YX: 2%

DTW:
9E: 62%
OO: 30%
YX: 8%

MSP:
9E: 59%
OO: 41%

Original plan (from what I heard) was to have YX handle the NE, 9E handle the Midwest, and send OO and their APU-deferred deuce canoes back to the Promised Land

That, of course, was pre-Covid. I do know that OO doesn’t expect the CPA for the DL 200s to be renewed as of 2Q20, so if that holds firm when the 3Q report is released, then I think the only (non-EAS) CRJ-200s in DL’s fleet will be operated by 9E before being retired altogether.