Moderators: richierich, ua900, PanAm_DC10, hOMSaR
dtwpilot225 wrote:Does anyone know the delivery schedule for the remaining a330-900? And where these aircraft will most likely be utilized?
Thanks
audidudi wrote:193 has been at MCI for mx since 06/07, so I'm curious, as 186,191 and 196 have all gone to CAN for heavy mx, what kind of mx she might be getting there, or perhaps she is the second ship to get the cabin mods following 1708?
kjnslSLC wrote:Speaking of...anyone know why they have the A350 do these weird hops between ICN and PVG when they're over there? Cargo?
For example (on July 21) :
https://flightaware.com/live/flight/N515DN
audidudi wrote:dtwpilot225 wrote:Does anyone know the delivery schedule for the remaining a330-900? And where these aircraft will most likely be utilized?
Thanks
I would expect up to 8 more to be delivered next year, but, as always, it will depend on when DL needs them. I'm sure that AIrbus can accomodate DL's needs and can prioritize production for them as needed.
SXDFC wrote:Sorry if this was discussed earlier. What domestic routes is DL deploying the A350 on? Does SLC receive any?
777Mech wrote:5652 has inducted into ATL MX to be the IFC prototype for the 757 fleet.
Gillbilly wrote:777Mech wrote:5652 has inducted into ATL MX to be the IFC prototype for the 757 fleet.
What is IFC?
777Mech wrote:5652 has inducted into ATL MX to be the IFC prototype for the 757 fleet.
DL757NYC wrote:777Mech wrote:5652 has inducted into ATL MX to be the IFC prototype for the 757 fleet.
Will the 757/767 fleet get the LDS large display system like they did for UPS. There is a video on YouTube about the system
https://youtu.be/Uxi1KNqNN4s
bpat777 wrote:Slightly related to the thread seems Delta has been using the 757 between ATL-BUF the last week. I'm sure BUF hasn't seen scheduled passenger 757 flights in over a decade.
777Mech wrote:DL757NYC wrote:777Mech wrote:5652 has inducted into ATL MX to be the IFC prototype for the 757 fleet.
Will the 757/767 fleet get the LDS large display system like they did for UPS. There is a video on YouTube about the system
https://youtu.be/Uxi1KNqNN4s
No plans for any upgrades to the 757 fleet. The 767 fleet will be retiring, so no point in doing so for that fleet.
surfdog75 wrote:Retiring when? Latest I heard had the 757s around possibly through 2030. 767s might be as soon as 2025 but there's still no real replacement. Is that still correct?
WidebodyPTV wrote:surfdog75 wrote:Retiring when? Latest I heard had the 757s around possibly through 2030. 767s might be as soon as 2025 but there's still no real replacement. Is that still correct?
That's incorrect. The amount of widebody capacity DL has on order / taken delivery of since the start of the pandemic exceeds that of the pre-pandemic 763 and 777 fleets.
jbs2886 wrote:It is arguable, however, that there is no real size replacement for the 763 (although yes, the capacity is certainly more than replaced). Specifically, "smaller" routes like RDU-CDG will either need a 764/A332 to maintain frequency or upguage to A333/A339 (after 2025). Some of these routes may be able to upguage. I am curious to see if DL does try to acquire a smaller widebody or if DL just considers these routes to be marginal in the network such that the options I listed are OK - with the pandemic changing things, its certainly possible. Its a strategy decision that will be interesting to see play out by DL as DL was using the 763s creatively.
PSU.DTW.SCE wrote:This is the thread in reference for Summer 2019 widebody flying:
viewtopic.php?t=1420613#p21287817
Like said, pretty much anything that was/is B763 going through LHR, CDG, AMS, FRA could easily go B764 or A332/3/9
76K is 26 / 18 / 21 / 151 = 216 (19 frames, phase out YE2025, but as a flex-fleet could potentially be extended out a few years as required
76Z is 26 / 35 / 165 = 226 (15-18 frames, probably phasing-out by YE2023)
764 is 34 / 20 / 28 / 156 = 238 (21 frames, probably in-service through end of decade)
332 is 34 / 32 / 168 = 234 (11 frames) reconfiguration status TBD will be curious how they reconfig this aircraft, but I see this potentially going to a ("low J") config with J mini-cabin behind L2 possibly becoming the Premium Select Cabin
333 is 34 / 21 / 24 / 203 = 282 seats (31 frames)
339 is 29 / 28 / 56 / 168 = 281 seats
359 is 32 / 48 / 26 / 190 = 306 seats
Eventually the A332 and A333 will be due for a D1 replacement. Probably coming up starting in 2022 or 2023.
The TATL flying in most cases is going to favor A333/9 sized aircraft.
PSU.DTW.SCE wrote:I didn't think the 76Ks were getting much of a refresh in D1 other than seat covers.
Assume the 332/3s will eventually need/get a seat/PTV replacement in the years ahead.
seatown1 wrote:PSU.DTW.SCE wrote:I didn't think the 76Ks were getting much of a refresh in D1 other than seat covers.
Assume the 332/3s will eventually need/get a seat/PTV replacement in the years ahead.
https://thepointsguy.com/news/delta-ret ... irst-look/
It'll be interesting to see what they ultimately decide to do with the D1 cabin in the 330s. The product is getting dated, but a similar refresh would still be fairly competitive. Between the 330NEO and the 350, they'll have almost 80 aircraft equipped with suites. The suites probably aren't completely necessary for many of the Transatlantic routes out of less competitive markets like ATL, MSP, DTW, and SLC. 80 planes should be enough to cover any Asia flying plus the more competitive TATL markets out of places like JFK, BOS, SEA, and LAX.
DL757NYC wrote:Why can’t Delta and United twist Boeing’s arm and order pax version of the 767.
DL757NYC wrote:Why can’t Delta and United twist Boeing’s arm and order pax version of the 767.
WidebodyPTV wrote:surfdog75 wrote:Retiring when? Latest I heard had the 757s around possibly through 2030. 767s might be as soon as 2025 but there's still no real replacement. Is that still correct?
That's incorrect. The amount of widebody capacity DL has on order / taken delivery of since the start of the pandemic exceeds that of the pre-pandemic 763 and 777 fleets. DL has indicated that it expects to retire the 763 by 2025,
That's incorrect. Through 2025, DL is scheduled to take delivery of more capacity since the start of the pandemic, than that of the pre-pandemic 763 and 777 fleets. DL indicated it's planning for the 763 to be retired by 2025, but recently acknowledged that date is flexible. There are no immediate plans to replace the 764 fleet -- which is just a few years older than the 330 delivered to NW.
Of course, DL's fleet plan is fluid. Recall that in the mid-2010s, it planned on updating the cockpits of the MD-88/90 and operating them through 2030...
surfdog75 wrote:WidebodyPTV wrote:surfdog75 wrote:Retiring when? Latest I heard had the 757s around possibly through 2030. 767s might be as soon as 2025 but there's still no real replacement. Is that still correct?
That's incorrect. The amount of widebody capacity DL has on order / taken delivery of since the start of the pandemic exceeds that of the pre-pandemic 763 and 777 fleets. DL has indicated that it expects to retire the 763 by 2025,
That's incorrect. Through 2025, DL is scheduled to take delivery of more capacity since the start of the pandemic, than that of the pre-pandemic 763 and 777 fleets. DL indicated it's planning for the 763 to be retired by 2025, but recently acknowledged that date is flexible. There are no immediate plans to replace the 764 fleet -- which is just a few years older than the 330 delivered to NW.
Of course, DL's fleet plan is fluid. Recall that in the mid-2010s, it planned on updating the cockpits of the MD-88/90 and operating them through 2030...
Thanks. The 330 is quite a size increase over the 767. 2030 is what I've heard for the the 757s. There are 11 NBA owned planes as well. The original question was in regard to cockpit upgrade for the 75s. Seems like 8-9 years would make that viable, especially since the cargo carriers who might be the eventual purchasers, already have them installed, but what do I know. I do know the cockpits need an upgrade badly.
bkflyguy wrote:While it is an upguage in terms of seats, the marginal cost of those seats is very low because the A333/A339 is more efficient than the 767s they will replace. I think it is a a-net fallacy that DL needs a 767-sized widebody for its TATL fleet. I certainly don't have the cost per mile/seat costs, but I wouldn't be shocked that an A333/339 is cheaper to operate because of lower fuel burn and has an increased revenue potential because of more seats and more cargo capacity.
audidudi wrote:Another ex-LATAM A359 for DL, A7-AQC/PR-XTL, ferried from GRU>VCV yesterday and will become N576DZ:
https://www.flightradar24.com/data/aircraft/pr-xtl
MIflyer12 wrote:bkflyguy wrote:While it is an upguage in terms of seats, the marginal cost of those seats is very low because the A333/A339 is more efficient than the 767s they will replace. I think it is a a-net fallacy that DL needs a 767-sized widebody for its TATL fleet. I certainly don't have the cost per mile/seat costs, but I wouldn't be shocked that an A333/339 is cheaper to operate because of lower fuel burn and has an increased revenue potential because of more seats and more cargo capacity.
That marginal op cost comparison (be it CASM or trip) doesn't tell the full story because they will also be comparing a paid-for and fully depreciated 767 against the cap cost or lease payment of that shiny 339. There are going to be some routes, in some seasons, where the incremental seats really have no market value. Ever been on a JFK-BRU flight in winter with just 70 seats filled? I have - on some very, very cheap fares.
DL757NYC wrote:Why can’t Delta and United twist Boeing’s arm and order pax version of the 767.