PSU.DTW.SCE is spot-on about time-out parking. Not sure why 690 and 6706's trips to BHM were cancelled.

3330 now showing its exit tomorrow
9575 is back in service: https://www.flightradar24.com/data/aircraft/n924at
3885 exit QRO tomorrow and RTS: https://www.flightradar24.com/data/aircraft/n885dn
3834 to enter QRO tomorrow: https://www.flightradar24.com/data/aircraft/n834dn


IFC
3045 RTS tomorrow
3085 entered MSP for mods
3004 RTS 6/24
3086 entered DTW for mods
3007 should exit soon

682 RTS tonight
3330 on track
3885 on track
3834 en route to QRO
3131 shows a cancelled exit BHM-SAL: https://www.flightradar24.com/data/aircraft/n331nb

IFC
3045, 3085, 3086 did as expected
3004 RTS pushed to tomorrow
3007 RTS 6/25
3084 RTS 6/25
20% of the 321s now have ViaSat.

Looks like 690 and 6706 were replaced with 667 and 6716
3232 to enter SAL tomorrow: https://www.flightradar24.com/data/aircraft/n332nw
3248 to exit SAL tomorrow: https://www.flightradar24.com/data/aircraft/n348nw
3330 looks to have been cancelled today

3330 ferried from VCV>MSP this evening: https://www.flightradar24.com/data/aircraft/n830nw

8309 set to enter revenue service 6/26: https://www.flightradar24.com/data/aircraft/n309du
3232 en route to SAL
3131 exit cancelled. Reboot TBD
3248 exit on track
3257 showing exit SBD-MSP tomorrow (final 320 in storage): https://www.flightradar24.com/data/aircraft/n357nw

IFC
3004 on track to RTS later today
3007 is in the air
3084 RTS still showing tomorrow
3092 showing RTS 6/26
3093 should enter ATL for mods tomorrow night
3048 in MSP for mods

n515cr wrote:

8309 set to enter revenue service 6/26: https://www.flightradar24.com/data/aircraft/n309du
3232 en route to SAL
3131 exit cancelled. Reboot TBD
3248 exit on track
3257 showing exit SBD-MSP tomorrow (final 320 in storage): https://www.flightradar24.com/data/aircraft/n357nw

IFC
3004 on track to RTS later today
3007 is in the air
3084 RTS still showing tomorrow
3092 showing RTS 6/26
3093 should enter ATL for mods tomorrow night
3048 in MSP for mods

76Z 192 to exit storage tomorrow: https://www.flightradar24.com/data/aircraft/n192dn

3248 RTS this morning
192 storage exit this afternoon
3257 storage exit this afternoon
3131 storage exit TBD
Seeing a 739 swap out of QRO tomorrow as DL9962. Should be 3902 exiting and maybe 3903 entering?

3092 RTS this morning
3093 to enter early this afternoon
3086 RTS Sunday
3053 looks set to enter DTW tomorrow night
3048 does not appear to be in MSP for mods but 3082 may be the next there for mods.
1009 may not have started mod work yet

3257 exit punted to tomorrow
3092 in the air

8309 entered revenue service today
3257 exit on a rolling delay.
3902 exit punted to tomorrow
3845 to enter QRO tomorrow: https://www.flightradar24.com/data/aircraft/n845dn

3084 is back in service as of last night
3085 RTS 6/27
3048 to follow 3085
3086 on track to RTS 6/27
3053 to follow 3086
3009 to RTS 6/28
3058 to follow 3009
3082 now appears to be entering MSP tonight

3257 in the air. No more 320s in storage.
https://www.flightradar24.com/data/aircraft/n357nw

3845 entry and 3902 exit @ QRO cancelled
3131 showing exit BHM-SAL on 6/28
9525 should have a fairly imminent RTS

Are there any plans to do anything about the 757-300 interiors, such as the new sidewalls, pivot bins, and mood lighting like on the 757-200s? Flew on one last week and with the exception of the seats/IFE it was looking pretty tired. The one I flew before that last month still had the old-style IFE.

orlandoguy wrote:

Are there any plans to do anything about the 757-300 interiors, such as the new sidewalls, pivot bins, and mood lighting like on the 757-200s? Flew on one last week and with the exception of the seats/IFE it was looking pretty tired. The one I flew before that last month still had the old-style IFE.

I doubt they will be doing anything with them anytime soon. I think given the A330 and 767 PS modifications, Viasat mods etc, they are close to maximum on what they are going to put money into regarding updating interiors over the next couple of years.

You are certainly right, the 753 is getting very tired inside as are the 738s, and even some of the worn looking 757s. There are several Airbus 319 and 320, that despite full interior modifications 5 or 6 years ago, are also looking increasingly worn down.

I would like to see them reconfigure the A321ceo to a similar galley configuration as the neo. It won't be easy on catering to have two massive fleets of the same airplane flying around. Despite different floor plans due to door locations, It would make some sense, perhaps operationally vs economically, to standardize those types seat plans for swaps.

n515cr wrote:

3845 entry and 3902 exit @ QRO cancelled
3131 showing exit BHM-SAL on 6/28
9525 should have a fairly imminent RTS

Cool...I remember there was another 717 out there that was ferried out of storage....been in maintenance in ATL for several weeks. The active fleet is at 52.

flyboy80 wrote:

I doubt they will be doing anything with them anytime soon. I think given the A330 and 767 PS modifications, Viasat mods etc, they are close to maximum on what they are going to put money into regarding updating interiors over the next couple of years.

You are certainly right, the 753 is getting very tired inside as are the 738s, and even some of the worn looking 757s. There are several Airbus 319 and 320, that despite full interior modifications 5 or 6 years ago, are also looking increasingly worn down.

I would like to see them reconfigure the A321ceo to a similar galley configuration as the neo. It won't be easy on catering to have two massive fleets of the same airplane flying around. Despite different floor plans due to door locations, It would make some sense, perhaps operationally vs economically, to standardize those types seat plans for swaps.

The 753s were mod'ed in 2014. Similar timeframe to the 752s.
I have been on a ton of 752s this year and they all seem to be in just fine shape. Ironically, I'm on a 753 tomorrow for the first time in maybe 2 years.
How much of these is just cleaning/cosmetic stuff that gets taken care of during deep cleaning or heavy maintenance for when they change out carpet and seat covers versus needed a full mod?
I'll give my opinion after I fly one tomorrow.

I still get on flights often where unsuspecting passengers marvel and think they are on a brand new airplane getting on A319 (and near 30-year old) A320s.

PSU.DTW.SCE wrote:

n515cr wrote:

3845 entry and 3902 exit @ QRO cancelled
3131 showing exit BHM-SAL on 6/28
9525 should have a fairly imminent RTS

Cool...I remember there was another 717 out there that was ferried out of storage....been in maintenance in ATL for several weeks. The active fleet is at 52.

Yep, the other is 9579 (N919AT)

n515cr wrote:

8309 entered revenue service today
3257 exit on a rolling delay.
3902 exit punted to tomorrow
3845 to enter QRO tomorrow: https://www.flightradar24.com/data/aircraft/n845dn

3084 is back in service as of last night
3085 RTS 6/27
3048 to follow 3085
3086 on track to RTS 6/27
3053 to follow 3086
3009 to RTS 6/28
3058 to follow 3009
3082 now appears to be entering MSP tonight

3048 did not enter MSP, which leads me to suspect that 1009 is now getting IFC at MSP
3085, 3086, and 3053 did as expected

TW870 wrote:

TW870 wrote:

PSU.DTW.SCE wrote:

Cool...I remember there was another 717 out there that was ferried out of storage....been in maintenance in ATL for several weeks. The active fleet is at 52.

What is the current plan for total active 717 fleet by the end of 2021? I am guessing that increased demand warrants pulling more out of storage, but I am a bit confused about how many ships Delta permanently removed from the fleet.

I'll 2nd the question, what is the expected 717 fleet, but I'll change the timeline to summer 2022. Or, how many were permanently retired. With a planned fleet retirement in 2025, I would expect all the engines to be run on a green time only basis.

That absolutely would destroy other airline 717 overhaul economics of the BMR engines for parts custom to the 717. Luckily the high spool is common to the huge business jet fleet, so the majority of overhaul costs should be in control.

n515cr wrote:

PSU.DTW.SCE is spot-on about time-out parking. Not sure why 690 and 6706's trips to BHM were cancelled.

3330 now showing its exit tomorrow
9575 is back in service: https://www.flightradar24.com/data/aircraft/n924at
3885 exit QRO tomorrow and RTS: https://www.flightradar24.com/data/aircraft/n885dn
3834 to enter QRO tomorrow: https://www.flightradar24.com/data/aircraft/n834dn


IFC
3045 RTS tomorrow
3085 entered MSP for mods
3004 RTS 6/24
3086 entered DTW for mods
3007 should exit soon

I expect this to be common (parking due to time out). MROs were begging for work in 2021 and no airline wants to pay a premium.

Lightsaber

3006 in ATL for ViaSat
3238 showing exit from SAL tomorrrow

TW870 wrote:

TW870 wrote:

TW870 wrote:

What is the current plan for total active 717 fleet by the end of 2021? I am guessing that increased demand warrants pulling more out of storage, but I am a bit confused about how many ships Delta permanently removed from the fleet.

I heard a fleet of 69 aircraft. That was a few months ago, no idea on timelines.

The number of 717s that are still operational versus all intensive purposes "retired" is a little bit murky:

Summer 2020: Realignment of the pilot staffing and bases indicated staffing/training for operating "30-45 frames through Summer 2022, with 80% flying from ATL, 20% from DTW"
2020 Q2 10-Q (July 2020): 47 active / 44 temporarily parked (91 total); decision to retire full fleet by Dec 2025
2020 Q3 10-Q (Oct 2020): 47 active / 18 temporarily parked (65 total)
2020 Q4 10-K (Feb 2021): 46 active / 4 temporarily parked (50 total)
2021 Q1 10-Q (Apr 2021): 50 current fleet

So those are the officially reported numbers. Now in the 2nd half of 2020, and in Jan 2021, we swapping of active frames. Some that were operational through 2020 were then parked in SBD assumed to be removed from service. Others were ferried out of storage in ILN to SBD. A subset were reactivated from storage essentially replaced the ones that went out.
Assumed to be a combination of airframe/engine maintenance related parking and also lease expirations

Right now there are currently 52 in-service, and another that is out of storage about ready to return to service, so now there will be 53 in-service.
It will be interesting when a revised fleet summary comes out with Q2 earnings release and show their current numbers, along with maybe something on the acquisition of A359 and B739s.

3729 showing a ferry to MCI tomorrow, believed for mx: https://www.flightradar24.com/data/aircraft/n399da

Internally, they've said they plan on reactivating ~15 717s.

Did some further digging. By S2022 64 frames, maybe an additional 5 up to 69 total. That info was about 2 months old.

Cactusjuba wrote:

Did some further digging. By S2022 64 frames, maybe an additional 5 up to 69 total. That info was about 2 months old.

It seems like they're just going to come out and say they won't be retiring them after all, and it may just come down to getting more favorable, short term leases on those.

777Mech wrote:

Cactusjuba wrote:

Did some further digging. By S2022 64 frames, maybe an additional 5 up to 69 total. That info was about 2 months old.

It seems like they're just going to come out and say they won't be retiring them after all, and it may just come down to getting more favorable, short term leases on those.

There is the whole short-term domestic capacity boost, one of those situations if you don't cover the capacity, someone else will.

1009 to RTS tomorrow morning with IFC
3048 to follow into MSP for mods

Lootess wrote:

777Mech wrote:

Cactusjuba wrote:

Did some further digging. By S2022 64 frames, maybe an additional 5 up to 69 total. That info was about 2 months old.

It seems like they're just going to come out and say they won't be retiring them after all, and it may just come down to getting more favorable, short term leases on those.

There is the whole short-term domestic capacity boost, one of those situations if you don't cover the capacity, someone else will.

It's not just capacity- it's capacity at PRASM. DL may sit on its hands all day and watch Frontier or Spirit add capacity that gets avg PRASM of $0.07 or $0.08. None of the big 6 can make money at that level, let alone hit target ROIC.

76Z 192 is back in service: https://www.flightradar24.com/data/aircraft/N192DN
1023 3rd flight today @ BFM: https://aibfamily.flights/A320/10234
3093 RTS tomorrow: https://www.flightradar24.com/data/aircraft/n393dn
3094 should take its place

777Mech wrote:

Cactusjuba wrote:

Did some further digging. By S2022 64 frames, maybe an additional 5 up to 69 total. That info was about 2 months old.

It seems like they're just going to come out and say they won't be retiring them after all, and it may just come down to getting more favorable, short term leases on those.

Thanks for the infor on this Cactusjuba, and also to PSU.DTW.SCE. And yes, it seems like the situation is very fluid. My guess is part of the issue is that in a constrained labor environment with intensifying demand, the goal will be to return to service (or take delivery of) the largest-possible gauge aircraft. They want every pilot or gate agent or mechanic working the largest aircraft appropriate to given markets. I am sure they are trying to activate as many 717s as possible. But the first priority has to be to staffing up the 320, 737, and 757/767 fleets because you get more bang for your buck. If they can hire and train people fast enough (especially with the additional 350s coming into the fleet), then I think they will bump the 717 numbers. I commute for work on MSP-DAY, and the fares are crazy high for the fall. I have a hunch they want to get more metal in those type of markets, and the 717 could certainly bolster such a plan.

3838 did a test hop yesterday and the day before (739 IFC prototype)
3729 ferried to MCI for mx
3238 on track to exit SAL today
8114 exit SBD today: https://www.flightradar24.com/data/aircraft/n114du
3330 RTS 7/1

IFC
3009, 3093, and 1009 are back in service
3058 and 3048 entered, 3094 did not
3902 RTS punted to this afternoon

3238 arrived in ATL. RTS TBD
694 to exit VQQ and RTS tomorrow
665 to take its place at VQQ shortly
3902 RTS pushed to tonight
8114 exit from SBD cancelled
3328 to exit BHM to MSP tomorrow. 2 333s remain in storage, both at VCV.
3718 showing a cancelled exit from QRO tomorrow
Seeing possible 738 movement to QRO tomorrow
3838 showing revenue flights on 7/1. 1st 739 with IFC

IFC
3053 RTS at time of this post
3079 to enter DTW tomorrow
3043 to enter MSP tomorrow

TW870 wrote:

777Mech wrote:

Cactusjuba wrote:

Did some further digging. By S2022 64 frames, maybe an additional 5 up to 69 total. That info was about 2 months old.

It seems like they're just going to come out and say they won't be retiring them after all, and it may just come down to getting more favorable, short term leases on those.

Thanks for the infor on this Cactusjuba, and also to PSU.DTW.SCE. And yes, it seems like the situation is very fluid. My guess is part of the issue is that in a constrained labor environment with intensifying demand, the goal will be to return to service (or take delivery of) the largest-possible gauge aircraft. They want every pilot or gate agent or mechanic working the largest aircraft appropriate to given markets. I am sure they are trying to activate as many 717s as possible. But the first priority has to be to staffing up the 320, 737, and 757/767 fleets because you get more bang for your buck. If they can hire and train people fast enough (especially with the additional 350s coming into the fleet), then I think they will bump the 717 numbers. I commute for work on MSP-DAY, and the fares are crazy high for the fall. I have a hunch they want to get more metal in those type of markets, and the 717 could certainly bolster such a plan.

I agree with trying to upgauge as much as possible on the narrowbodies. I've read every post on the 717 and it is interesting how large a spread in possible operations there could be for S2022. However, good news that it might be far more than I was expecting.

I wonder at the engine green time. The more the 717s are flown early, the less engine green time remaining. That would be an interesting chart to watch the engine green time frade towards zero. (Of course, DL would never publish that.)

Lightsaber

n515cr wrote:

3238 arrived in ATL. RTS TBD
694 to exit VQQ and RTS tomorrow
665 to take its place at VQQ shortly
3902 RTS pushed to tonight
8114 exit from SBD cancelled
3328 to exit BHM to MSP tomorrow. 2 333s remain in storage, both at VCV.
3718 showing a cancelled exit from QRO tomorrow
Seeing possible 738 movement to QRO tomorrow
3838 showing revenue flights on 7/1. 1st 739 with IFC

IFC
3053 RTS at time of this post
3079 to enter DTW tomorrow
3043 to enter MSP tomorrow

8114 has indeed exited storage

lightsaber wrote:

TW870 wrote:

777Mech wrote:

It seems like they're just going to come out and say they won't be retiring them after all, and it may just come down to getting more favorable, short term leases on those.

Thanks for the infor on this Cactusjuba, and also to PSU.DTW.SCE. And yes, it seems like the situation is very fluid. My guess is part of the issue is that in a constrained labor environment with intensifying demand, the goal will be to return to service (or take delivery of) the largest-possible gauge aircraft. They want every pilot or gate agent or mechanic working the largest aircraft appropriate to given markets. I am sure they are trying to activate as many 717s as possible. But the first priority has to be to staffing up the 320, 737, and 757/767 fleets because you get more bang for your buck. If they can hire and train people fast enough (especially with the additional 350s coming into the fleet), then I think they will bump the 717 numbers. I commute for work on MSP-DAY, and the fares are crazy high for the fall. I have a hunch they want to get more metal in those type of markets, and the 717 could certainly bolster such a plan.

I agree with trying to upgauge as much as possible on the narrowbodies. I've read every post on the 717 and it is interesting how large a spread in possible operations there could be for S2022. However, good news that it might be far more than I was expecting.

I wonder at the engine green time. The more the 717s are flown early, the less engine green time remaining. That would be an interesting chart to watch the engine green time frade towards zero. (Of course, DL would never publish that.)

Lightsaber

I understand that in your opinion, DL will burn off engine "green" time to a manageable zero, before putting them out to pasture. Do you foresee a modification to that plan, as in "DL invests some money into overhauling a part of the engine pool", to avoid a precipice of "we have frames and pilots, but we are out engines, so the type has to be retired prematurely" scenario?

n515cr wrote:

n515cr wrote:

3238 arrived in ATL. RTS TBD
694 to exit VQQ and RTS tomorrow
665 to take its place at VQQ shortly
3902 RTS pushed to tonight
8114 exit from SBD cancelled
3328 to exit BHM to MSP tomorrow. 2 333s remain in storage, both at VCV.
3718 showing a cancelled exit from QRO tomorrow
Seeing possible 738 movement to QRO tomorrow
3838 showing revenue flights on 7/1. 1st 739 with IFC

IFC
3053 RTS at time of this post
3079 to enter DTW tomorrow
3043 to enter MSP tomorrow

8114 has indeed exited storage

3902 back in service
694 back in service
3238 back in service
8114 RTS this morning
3328 on track for today
3718 monitoring exit
3838 rev flights no longer showing
3330 RTS tomorrow
6823 ferry to QRO tomorrow: https://www.flightradar24.com/data/aircraft/n823dx

3008 entered ATL for IFC
3043 to enter MSP tonight for IFC
3094 should enter ATL soon

PSU.DTW.SCE wrote:

n515cr wrote:

3845 entry and 3902 exit @ QRO cancelled
3131 showing exit BHM-SAL on 6/28
9525 should have a fairly imminent RTS

Cool...I remember there was another 717 out there that was ferried out of storage....been in maintenance in ATL for several weeks. The active fleet is at 52.

flyboy80 wrote:

I doubt they will be doing anything with them anytime soon. I think given the A330 and 767 PS modifications, Viasat mods etc, they are close to maximum on what they are going to put money into regarding updating interiors over the next couple of years.

You are certainly right, the 753 is getting very tired inside as are the 738s, and even some of the worn looking 757s. There are several Airbus 319 and 320, that despite full interior modifications 5 or 6 years ago, are also looking increasingly worn down.

I would like to see them reconfigure the A321ceo to a similar galley configuration as the neo. It won't be easy on catering to have two massive fleets of the same airplane flying around. Despite different floor plans due to door locations, It would make some sense, perhaps operationally vs economically, to standardize those types seat plans for swaps.

The 753s were mod'ed in 2014. Similar timeframe to the 752s.
I have been on a ton of 752s this year and they all seem to be in just fine shape. Ironically, I'm on a 753 tomorrow for the first time in maybe 2 years.
How much of these is just cleaning/cosmetic stuff that gets taken care of during deep cleaning or heavy maintenance for when they change out carpet and seat covers versus needed a full mod?
I'll give my opinion after I fly one tomorrow.

I still get on flights often where unsuspecting passengers marvel and think they are on a brand new airplane getting on A319 (and near 30-year old) A320s.

Flew in F on a 753 on Monday for the first time in 2 years and frankly only minor differences from the 752. Nothing that really warrants any type of refurb at this point. You are right they didn't replace the sidewalls, bins, or overhead panels like on the 752s, but no one would really notice. Didn't seem dirty or beat-up at all. I thought it had the same generation IFE system as on the 752?
Its not the old-gen one still on some of the 738s and 763s.

Somewhat related, but what is up with the need to reboot the IFE system so frequently? Seems like 75% of the time, they have to reboot the IFE system either on the ground at pushback or just after-take off.
Its happened to me now in recent weeks on 752, 753, A333, B763. The FAs on my flight the other day were joking that they actually had to do a manual safety briefing instead of a video for the first time in forever....(they must not get assigned the 717 much then).

lightsaber wrote:

TW870 wrote:

777Mech wrote:

It seems like they're just going to come out and say they won't be retiring them after all, and it may just come down to getting more favorable, short term leases on those.

Thanks for the infor on this Cactusjuba, and also to PSU.DTW.SCE. And yes, it seems like the situation is very fluid. My guess is part of the issue is that in a constrained labor environment with intensifying demand, the goal will be to return to service (or take delivery of) the largest-possible gauge aircraft. They want every pilot or gate agent or mechanic working the largest aircraft appropriate to given markets. I am sure they are trying to activate as many 717s as possible. But the first priority has to be to staffing up the 320, 737, and 757/767 fleets because you get more bang for your buck. If they can hire and train people fast enough (especially with the additional 350s coming into the fleet), then I think they will bump the 717 numbers. I commute for work on MSP-DAY, and the fares are crazy high for the fall. I have a hunch they want to get more metal in those type of markets, and the 717 could certainly bolster such a plan.

I agree with trying to upgauge as much as possible on the narrowbodies. I've read every post on the 717 and it is interesting how large a spread in possible operations there could be for S2022. However, good news that it might be far more than I was expecting.

I wonder at the engine green time. The more the 717s are flown early, the less engine green time remaining. That would be an interesting chart to watch the engine green time frade towards zero. (Of course, DL would never publish that.)

Lightsaber

I get the sense that DL is bringing back additional 717s in the near-term for a couple of reasons.
1) Some of the parking may have been driven by the pilot training backlog and churn, not too indifferent than the A220 situation, with the giant shuffle for both CA and FOs. The 717 FO tends to be one of the lower seniority categories. 717 wasn't as constrained as A220 training.

2) Needing to "defend" and bulk-up ATL. ATL is still 30% fewer in departures in summer 2021 vs summer 2019. They basically need more 717s to backfill the void of the MD88/90 in ATL as capacity continues to ramp-up. With the direct competition from WN and indirect with AA-CLT there is a need for more seats in markets than RJs. While A220 is backfilling the 717 in NYC, SLC, and some of the Texas stuff, its not backfilling 717 in ATL and DTW.

3) Scope clause implications - DL has to keep its DCI flying in check / proportion with mainline flying

4) All things being equal - probably makes sense to bring back more 717s than CR2s at this point; particularly as frequency at DTW and ATL is less than pre-Covid but increasing going towards larger aircraft on fewer frequency.

PSU.DTW.SCE wrote:

PSU.DTW.SCE wrote:

n515cr wrote:

3845 entry and 3902 exit @ QRO cancelled
3131 showing exit BHM-SAL on 6/28
9525 should have a fairly imminent RTS

Cool...I remember there was another 717 out there that was ferried out of storage....been in maintenance in ATL for several weeks. The active fleet is at 52.

flyboy80 wrote:

I doubt they will be doing anything with them anytime soon. I think given the A330 and 767 PS modifications, Viasat mods etc, they are close to maximum on what they are going to put money into regarding updating interiors over the next couple of years.

You are certainly right, the 753 is getting very tired inside as are the 738s, and even some of the worn looking 757s. There are several Airbus 319 and 320, that despite full interior modifications 5 or 6 years ago, are also looking increasingly worn down.

I would like to see them reconfigure the A321ceo to a similar galley configuration as the neo. It won't be easy on catering to have two massive fleets of the same airplane flying around. Despite different floor plans due to door locations, It would make some sense, perhaps operationally vs economically, to standardize those types seat plans for swaps.

The 753s were mod'ed in 2014. Similar timeframe to the 752s.
I have been on a ton of 752s this year and they all seem to be in just fine shape. Ironically, I'm on a 753 tomorrow for the first time in maybe 2 years.
How much of these is just cleaning/cosmetic stuff that gets taken care of during deep cleaning or heavy maintenance for when they change out carpet and seat covers versus needed a full mod?
I'll give my opinion after I fly one tomorrow.

I still get on flights often where unsuspecting passengers marvel and think they are on a brand new airplane getting on A319 (and near 30-year old) A320s.

Flew in F on a 753 on Monday for the first time in 2 years and frankly only minor differences from the 752. Nothing that really warrants any type of refurb at this point. You are right they didn't replace the sidewalls, bins, or overhead panels like on the 752s, but no one would really notice. Didn't seem dirty or beat-up at all. I thought it had the same generation IFE system as on the 752?
Its not the old-gen one still on some of the 738s and 763s.

Somewhat related, but what is up with the need to reboot the IFE system so frequently? Seems like 75% of the time, they have to reboot the IFE system either on the ground at pushback or just after-take off.
Its happened to me now in recent weeks on 752, 753, A333, B763. The FAs on my flight the other day were joking that they actually had to do a manual safety briefing instead of a video for the first time in forever....(they must not get assigned the 717 much then).

The 763 IFE system has been very temperamental since the cabin refurbs in 2012 or so. It also involves the call lights on certain aircraft, which are accessed through the ptvs as you know. They randomly go off, or go into some sort of delay queue. Many flight attendants, especially non-pursers, do not know how to use the system properly and Delta doesn't really provide a lot of training on these types of things for them. When they manually "close" the flight and then power down the system, it will start up very nicely and often work well for the entire flight, relatively. However there are a lot of FAs, when there is a glitch, that just press the hard power off IFE and that seems to cause a lot of issues with the system overall.

777Mech wrote:

Cactusjuba wrote:

Did some further digging. By S2022 64 frames, maybe an additional 5 up to 69 total. That info was about 2 months old.

It seems like they're just going to come out and say they won't be retiring them after all, and it may just come down to getting more favorable, short term leases on those.

With how rapid travel has returned I won’t be surprised if all return either. DL panicked during COVID gave a bunch of employees packages to leave or retire. And now they are short staffed severely. Same with the fleet sold,retired or parked many aircraft. Now they are bringing them back online.

PSU.DTW.SCE wrote:

I get the sense that DL is bringing back additional 717s in the near-term for a couple of reasons.
1) Some of the parking may have been driven by the pilot training backlog and churn, not too indifferent than the A220 situation, with the giant shuffle for both CA and FOs. The 717 FO tends to be one of the lower seniority categories. 717 wasn't as constrained as A220 training.

2) Needing to "defend" and bulk-up ATL. ATL is still 30% fewer in departures in summer 2021 vs summer 2019. They basically need more 717s to backfill the void of the MD88/90 in ATL as capacity continues to ramp-up. With the direct competition from WN and indirect with AA-CLT there is a need for more seats in markets than RJs. While A220 is backfilling the 717 in NYC, SLC, and some of the Texas stuff, its not backfilling 717 in ATL and DTW.

3) Scope clause implications - DL has to keep its DCI flying in check / proportion with mainline flying

4) All things being equal - probably makes sense to bring back more 717s than CR2s at this point; particularly as frequency at DTW and ATL is less than pre-Covid but increasing going towards larger aircraft on fewer frequency.

I wouldn't think so. Pre-COVID, DL insiders leaked that largely due to swelling labor costs, DL was doing a 180 on the 717, and the type would be gone by mid-decade. Alas, I don't think that DL made a rush decision, and I think the 717 are now less attractive than they were before. E.g. pre-COVID, DL could fill up a 717 from places like ATW to ATL with mostly people headed to sun destinations, but make money from the other option that was people traveling on business. Now, the business travelers are largely gone and the sun destination fares are lower. Makes more sense to put a larger RJ on the route, or even route traffic via MSP/DTW until business travel rebounds.

That said... I wouldn't be surprised. As long as taxpayers continue to bankroll a large portion of the legacies payroll, they'll probably continue to chase market share. UA has long commented that its actual domestic market share is below its "natural" share, and they sure look poised to make a go for it in the next couple years. If there's a silver lining, it will keep fares low into the near-future.

*** Dear a.net, by "low fare," I mean that average fares will continue to be below pre-COVID. Yes, you may have been able to score a $99 fare to MCO pre-COVID... but now tickets at that price point are more abundant. And I can buy a flight from LAX-RDU at the last minute for less than half of what I could pre-COVID. These drive average fares, and thus revenues, down.

DL757NYC wrote:

With how rapid travel has returned I won’t be surprised if all return either. DL panicked during COVID gave a bunch of employees packages to leave or retire. And now they are short staffed severely. Same with the fleet sold,retired or parked many aircraft. Now they are bringing them back online.

The airlines made the right move. If it wasn't for taxpayers continuing to pay for most of their payroll expense, there would be a far larger number of jets remaining parked in the desert.

DL757NYC wrote:

777Mech wrote:

Cactusjuba wrote:

Did some further digging. By S2022 64 frames, maybe an additional 5 up to 69 total. That info was about 2 months old.

It seems like they're just going to come out and say they won't be retiring them after all, and it may just come down to getting more favorable, short term leases on those.

With how rapid travel has returned I won’t be surprised if all return either. DL panicked during COVID gave a bunch of employees packages to leave or retire. And now they are short staffed severely. Same with the fleet sold,retired or parked many aircraft. Now they are bringing them back online.

Well IIRC some have already been returned to the lessor, so unlikely they all return. I also think it’s premature to say DL will need them in the near term. There are new aircraft deliveries and travel is still down double digit percentage points.

n515cr wrote:

n515cr wrote:

n515cr wrote:

3238 arrived in ATL. RTS TBD
694 to exit VQQ and RTS tomorrow
665 to take its place at VQQ shortly
3902 RTS pushed to tonight
8114 exit from SBD cancelled
3328 to exit BHM to MSP tomorrow. 2 333s remain in storage, both at VCV.
3718 showing a cancelled exit from QRO tomorrow
Seeing possible 738 movement to QRO tomorrow
3838 showing revenue flights on 7/1. 1st 739 with IFC

IFC
3053 RTS at time of this post
3079 to enter DTW tomorrow
3043 to enter MSP tomorrow

8114 has indeed exited storage

3902 back in service
694 back in service
3238 back in service
8114 RTS this morning
3328 on track for today
3718 monitoring exit
3838 rev flights no longer showing
3330 RTS tomorrow
6823 ferry to QRO tomorrow: https://www.flightradar24.com/data/aircraft/n823dx

3008 entered ATL for IFC
3043 to enter MSP tonight for IFC
3094 should enter ATL soon

3082 RTS now
3006 RTS tomorrow
3094 should be good to enter ATL after 3006

jbs2886 wrote:

[Well IIRC some have already been returned to the lessor, so unlikely they all return. I also think it’s premature to say DL will need them in the near term. There are new aircraft deliveries and travel is still down double digit percentage points.

Just glancing at the 10K filings, as the 717 were coming off-lease, DL was re-releasing them; the new leases were categorized as capital leases. YOY, most of the planes categorized as operating leases have dropped off the 10K filing, and per WN's 10K, most of the leases were expiring in 2020 and 2021. Thus, most likely DL has returned these planes to Boeing...

That kind of jives with what sounds like a near-term fleet flexing up to 65 +/- active aircraft as the ceiling....
The question is do the remainder swap out anything coming off lease, or not. Reality is they probably aren't needed until Spring/Summer 2022.
As you can see below, the amount of 717 flying currently is where it was in 2019 for ATL, and only slightly off for ATL. All the stuff that was pulled was the NYC, MSP, and remnants of the West Coast stuff that was already being replaced by A220 flying.


FWIW....comparing 2019 vs. 2021 departures for the two hubs where DL is operating the 717:

Comparison to Summer 2019 (FSDan # from here: viewtopic.php?t=1420613 )

ATL
(2019 / 2021 (+/-)
CRJ2 120 / 55 (-65)
CRJ7 12 / 0 (-12)
CRJ9 90 / 112 (+22)
E170 4 / 3 (-1)
E75S 0 / 17 (+17)
B712 105 / 107 (+2)
B73G 22 / 0 (-22)
A319 2 / 16 (+14)
MD88 215 / 0 (-215)
MD90 85 / 0 (-85)
A320 39 / 44 (+5)
B738 42 / 42 (-)
B739 111 / 153 (+42)
A321 88 / 93 (+5)
B752 92 / 69 (-23)
B753 11 / 17 (+6)
B763 7 / 10 (+3)
B764 9 / 15 (+6)
A332 1 / 5 (+4)
A333 7 / 13 (+6)
B77E 3 / 0 (-3)
B77L 4 / 0 (-4)
A359 1 / 4 (+3)
Total - 1070 / 775 (-295)

Mainline: 844 / 588 (-256)
DCI: 226 / 187(-39)
% Mainline - 79% / 76%

----
DTW
Comparison to Summer 2019
CRJ2 86 / 68 (-18)
CRJ7 52 / 19 (-33)
CRJ9 113 / 72 (-41)
E170 6 / 6 (-)
E75S 0 / 23 (+23)
B712 33 / 26 (-7)
BCS1 7 / 4 (-3)
BCS3 0 / 4 (+4)
A319 28 / 10 (-18)
A320 24 / 4 (-20)
B738 2 / 3 (+1)
B739 28 / 19 (-9)
A321 38 / 41 (+3)
B752 21 / 15 (-6)
B753 6 / 6 (-)
B763 6 / 2 (-4)
B764 1 / 0 (-1)
A332 2 / 1 (-1)
A333 3 / 2 (-1)
A359 5 / 3 (-2)

Delta Total 461 / 328 (-133)

Mainline: 204 / 140 (-64)
DCI: 257 / 188 (-69)
% Mainline: 44.2% vs. 42.6% (based on # of departures)

WidebodyPTV wrote:

jbs2886 wrote:

[Well IIRC some have already been returned to the lessor, so unlikely they all return. I also think it’s premature to say DL will need them in the near term. There are new aircraft deliveries and travel is still down double digit percentage points.

Just glancing at the 10K filings, as the 717 were coming off-lease, DL was re-releasing them; the new leases were categorized as capital leases. YOY, most of the planes categorized as operating leases have dropped off the 10K filing, and per WN's 10K, most of the leases were expiring in 2020 and 2021. Thus, most likely DL has returned these planes to Boeing...

That's not to say they can't be leased again if needed. While it's likely that won't happen, it's a possibility. I wonder if they could get even more favorable leasing terms if they so choose to change their mind and fly them for longer.

n515cr wrote:

n515cr wrote:

n515cr wrote:

8114 has indeed exited storage

3902 back in service
694 back in service
3238 back in service
8114 RTS this morning
3328 on track for today
3718 monitoring exit
3838 rev flights no longer showing
3330 RTS tomorrow
6823 ferry to QRO tomorrow: https://www.flightradar24.com/data/aircraft/n823dx

3008 entered ATL for IFC
3043 to enter MSP tonight for IFC
3094 should enter ATL soon

3082 RTS now
3006 RTS tomorrow
3094 should be good to enter ATL after 3006

6803 to also ferry to QRO tomorrow, exiting SBD: https://www.flightradar24.com/data/aircraft/n704x

777Mech wrote:

That's not to say they can't be leased again if needed. While it's likely that won't happen, it's a possibility. I wonder if they could get even more favorable leasing terms if they so choose to change their mind and fly them for longer.

I doubt DL was paying much for them anyway -- if DL had declined to re-lease the aircraft, their value is basically scrap. Plus, in 2019, DL did buy the ten or so aircraft that were outrighted owned by WN. The issue is likely operating economics. Any price reduction would likely be immaterial. As I mentioned, very early last year (pre-COVID fallout), DL insiders leaked that the airline was likely to retire them soon, as swelling labor and maintenance costs made it challenging to turn a profit. And the situation's unquestionably worse today.

My bet is that DL will operate the minimum number of A220 required to satisfy scope, then move on. I'll bet that four years from now, the A220 will largely be filling in the role the 717 played the last decade.

8114 RTS late last night
3328 exit from BHM delayed
3171 ferry BHM-MSP today but now showing cancelled
6823 to ferry ATL-QRO later today
6083 to ferry SBD-QRO at some point today (seeing conflicting flight times)
650 to ferry BFI-QRO tomorrow
663 appears to be exiting QRO soon
3330 RTS cancelled
3838 TBD
3718 TBD

IFC
3006 RTS this morning
3008 and 3048 to RTS 7/3
3005 to enter MSP 7/2

*******************************************************************************************
Fleet Mod Status 01 July 2021

A330-900neo Induction (3401-11): 11/35

767-400 D1 Suite Conversions – J34W20+28Y156: 19/21 (0 in mod, 2 stored)
N825MH 1801 Entered Feb 19, 2020; finished Sep 10, 2020, delayed due to COVID-19
N826MH 1802 Entered Nov 17, 2019; finished Jan 19, 2020
N827MH 1803 Entered Feb 26, 2020; finished Oct 22, 2020, delayed due to COVID-19
N828MH 1804 Entered Jan 3, 2019; finished Jun 24, 2019
N829MH 1805 Entered Sep 8, 2020; finished Oct 22, 2020
N830MH 1806 Entered Oct 21, 2020; finished Dec 13, 2020
N831MH 1807 Entered Sep 2, 2019; finished Nov 12, 2019
N832MH 1808 Entered Mar 30, 3021; finished May 3, 2021
N833MH 1809 Entered Sep 13, 2019; finished Nov 24, 2019
N834MH 1810 Entered Sep 11, 2019; finished Nov 17, 2019
N835MH 1811 Entered Oct 1, 2019; finished Dec 5, 2019
N836MH 1812 Entered Nov 20, 2019; finished Jan 28, 2020
N837MH 1813 Entered Nov 29, 2019; finished Feb 18, 2020
N838MH 1814 Entered Dec 10, 2019; finished Feb 25, 2020
N839MH 1815 Entered Jan 22, 2019; finished Oct 20, 2020, delayed due to COVID-19
N840MH 1816 Entered Jan 23, 2019; finished Sep 11, 2020, delayed due to COVID-19
N841MH 1817 Stored @ MZJ
N842MH 1818 Stored @ MZJ
N843MH 1819 Entered Dec 13, 2020; finished Feb 3, 2021
N844MH 1820 Entered Feb 4, 2021; finished March 29, 2021
N845MH 1821 Entered Feb 4, 2021; finished March 28, 2021

767-300ER 76K Mod – C26W18Y+21Y151 (PS seats, new lavs, PED power all seats, LED lighting): 1 done
N178DZ 1708 Entered Feb 3, 2021; exited June 14 2021, 2021

737-900ER (3801-3930) Scimitar Upgrades (122/130) and ViaSat IFC (0/130)
A/C without split scimitar winglets: 3828, 3830, 3901-3906
*Expect SSW-less aircraft to receive SSWs during maintenance visits starting in Fall/Winter 2021
*3838 is the ViaSat prototype, entered ATL June 1, 2021, test flights late June 2021

A321ceo Induction, F20W29Y140, WiFi (3001-3098, 1001-1022): 120/127

A321ceo IFC: 36/127 (+5 in mod)
*Aircraft with ViaSat IFC: 3004, 3006-07, 3009, 3045, 3053, 3057, 3082, 3084-86, 3092-93, 1001, 1003-22
*Aircraft exiting Mod: 3008, 3048
*Aircraft in Mod: 3043, 3054, 3058, 3079, 3094

A220-300 Induction, F12W30Y88, 2Ku (8301-09): 9/50

A220-100 Induction, F12W16Y82, 2Ku (8101-8141): 41/45
*As of this list’s date, these a/c are parked: 8101, 8111, 8128

n515cr wrote:

8114 RTS late last night
3328 exit from BHM delayed
3171 ferry BHM-MSP today but now showing cancelled
6823 to ferry ATL-QRO later today
6083 to ferry SBD-QRO at some point today (seeing conflicting flight times)
650 to ferry BFI-QRO tomorrow
663 appears to be exiting QRO soon
3330 RTS cancelled
3838 TBD
3718 TBD

IFC
3006 RTS this morning
3008 and 3048 to RTS 7/3
3005 to enter MSP 7/2

3008 RTS moved up to tomorrow
3048 still 7/3
3005 on track for 7/2
3016 appears to have entered ATL for IFC

663 to exit QRO 7/3: https://www.flightradar24.com/data/aircraft/n663dn

IFC
3008 and 3048 are back in service
3079 RTS 7/3
3054 RTS 7/4
3005 and 3059 to enter MSP tonight and tomorrow, respectively
3080 to enter DTW tomorrow