bucky707 wrote:

Boof02671 wrote:

bucky707 wrote:

That is absolutely not true. I was one of the initial pilots for the 717. Prior to delivery of our aircraft, we were wet leasing an AirTran 717 to conduct training flights. Before that I was one of the MD-88/90 pilots who went to Japan and ferried MD-90s back to the U.S. Those aircraft were owned by Delta, but were not yet on our operating certificate.

Wet lease would mean AirTran crews were flying it.

The plane was fueled and dispatched by AirTran. There was in fact, an AirTran pilot on board. But they sat in the back, while Delta pilots occupied both seats up front.

A wet lease is leasing a plane and the airline whom the plane is leased from fly it.

A dry lease is leasing a plane from an airline and the airline whom leased the plane fly it.

bucky707 wrote:

Boof02671 wrote:

bucky707 wrote:

That is absolutely not true. I was one of the initial pilots for the 717. Prior to delivery of our aircraft, we were wet leasing an AirTran 717 to conduct training flights. Before that I was one of the MD-88/90 pilots who went to Japan and ferried MD-90s back to the U.S. Those aircraft were owned by Delta, but were not yet on our operating certificate.

Wet lease would mean AirTran crews were flying it.

The plane was fueled and dispatched by AirTran. There was in fact, an AirTran pilot on board. But they sat in the back, while Delta pilots occupied both seats up front.

Can also make an argument that test flights taken by Delta pilots before delivery aren't technically under the certificate yet as the FAA registration isn't filed until the transaction is final. In-fact Delta publicized their entire delivery process when they took delivery of their first ever A321 in Hamburg, as they were flying what would become N301DN with the German flag still on it

https://news.delta.com/delta-pilots-put-new-a321-test-skies-above-germany

bucky707 wrote:

Boof02671 wrote:

harleydriver wrote:

I wonder if this is being flown by a Delta crew, a crew from Lion Air Group or maybe contract pilots?

Delta pilots aren’t allowed to fly planes that aren’t on their operating certificate.

That is absolutely not true. I was one of the initial pilots for the 717. Prior to delivery of our aircraft, we were wet leasing an AirTran 717 to conduct training flights. Before that I was one of the MD-88/90 pilots who went to Japan and ferried MD-90s back to the U.S. Those aircraft were owned by Delta, but were not yet on our operating certificate.

You are the pilot... and a parts clerk is arguing with you. Which should I believe about flying requirements?

jordanh wrote:

bucky707 wrote:

Boof02671 wrote:

Delta pilots aren’t allowed to fly planes that aren’t on their operating certificate.

That is absolutely not true. I was one of the initial pilots for the 717. Prior to delivery of our aircraft, we were wet leasing an AirTran 717 to conduct training flights. Before that I was one of the MD-88/90 pilots who went to Japan and ferried MD-90s back to the U.S. Those aircraft were owned by Delta, but were not yet on our operating certificate.

You are the pilot... and a parts clerk is arguing with you. Which should I believe about flying requirements?

My take as well. I think anyone would be inclined to believe a pilot who was actually there.

Boof02671 wrote:

bucky707 wrote:

Boof02671 wrote:

Wet lease would mean AirTran crews were flying it.

The plane was fueled and dispatched by AirTran. There was in fact, an AirTran pilot on board. But they sat in the back, while Delta pilots occupied both seats up front.

A wet lease is leasing a plane and the airline whom the plane is leased from fly it.

A dry lease is leasing a plane from an airline and the airline whom leased the plane fly it.

Call it what you want. We were told it was a “wet” lease. I didn’t see the contract. But we flew an AirTran 717 for almost two months doing training flights for Delta crew. We would usually have 4-5 pilots on board, and would take off from ATL, go to HSV and do touch and goes for about two hours, then fly back to ATL. Initially it was just the line check pilots and sim instructors getting checked out. Later, after there was a delay in the 717 deliveries, it was expanded to include line pilots.

graceintheair wrote:

bucky707 wrote:

Boof02671 wrote:

Delta pilots aren’t allowed to fly planes that aren’t on their operating certificate.

That is absolutely not true. I was one of the initial pilots for the 717. Prior to delivery of our aircraft, we were wet leasing an AirTran 717 to conduct training flights. Before that I was one of the MD-88/90 pilots who went to Japan and ferried MD-90s back to the U.S. Those aircraft were owned by Delta, but were not yet on our operating certificate.

I know this isn't the right thread for it but I would love to hear about the MD-90 ferry flights if you ever feel like sharing it in a post.

Private message coming your way.

bucky707 wrote:

Boof02671 wrote:

bucky707 wrote:

The plane was fueled and dispatched by AirTran. There was in fact, an AirTran pilot on board. But they sat in the back, while Delta pilots occupied both seats up front.

A wet lease is leasing a plane and the airline whom the plane is leased from fly it.

A dry lease is leasing a plane from an airline and the airline whom leased the plane fly it.

Call it what you want. We were told it was a “wet” lease. I didn’t see the contract. But we flew an AirTran 717 for almost two months doing training flights for Delta crew. We would usually have 4-5 pilots on board, and would take off from ATL, go to HSV and do touch and goes for about two hours, then fly back to ATL. Initially it was just the line check pilots and sim instructors getting checked out. Later, after there was a delay in the 717 deliveries, it was expanded to include line pilots.

Yeah, it technically is a wet lease. There is no hard definition that the operator's pilots has to actually be in either front seats. But the fact that AirTran was servicing it, provided active consulting pilot services and it being short-term makes complete sense.

Question for the Tech Ops.guys.
Does Delta need to wait for the FAA sign off on the mods they do to the first Lion Air ac. before they start mods on the ensuing ac.?
Thanks

Capn wrote:

Question for the Tech Ops.guys.
Does Delta need to wait for the FAA sign off on the mods they do to the first Lion Air ac. before they start mods on the ensuing ac.?
Thanks

No, as long as the cabin outfitting is identical to the ones currently in the fleet. If they didn't deactivate the mid cabin exits, they would have to get an STC for the new cabin configuration.

Good to know, hope they can get them into service quickly.
Thanks

777Mech wrote:

Capn wrote:

Question for the Tech Ops.guys.
Does Delta need to wait for the FAA sign off on the mods they do to the first Lion Air ac. before they start mods on the ensuing ac.?
Thanks

No, as long as the cabin outfitting is identical to the ones currently in the fleet. If they didn't deactivate the mid cabin exits, they would have to get an STC for the new cabin configuration.

Now if they are not the same DL can do the work on as many aircraft as they wish but they can not fly until the first one is given the OK.

This isn't uncommon. The prototype of the mod gets finished but not approved yet. The next one or even two aircraft start getting the mod expecting the mod will get approved with only minor changes

So,I’m guessing as much experience as Tech Ops has with this, they are pretty sure of approval,so as not to have to order diff.parts or do a lot of rework.

Capn wrote:

So,I’m guessing as much experience as Tech Ops has with this, they are pretty sure of approval,so as not to have to order diff.parts or do a lot of rework.

One of the larger hurdles to get past is the reconfiguration of the cockpits. The Lion Air aircraft have an all Honeywell cockpit, DL birds are all Collins. The newly acquired aircraft will be reworked to bring them into conformity with the existing fleet.

Capn wrote:

So,I’m guessing as much experience as Tech Ops has with this, they are pretty sure of approval,so as not to have to order diff.parts or do a lot of rework.

It will probably be outsourced

B757Forever wrote:

Capn wrote:

So,I’m guessing as much experience as Tech Ops has with this, they are pretty sure of approval,so as not to have to order diff.parts or do a lot of rework.

One of the larger hurdles to get past is the reconfiguration of the cockpits. The Lion Air aircraft have an all Honeywell cockpit, DL birds are all Collins. The newly acquired aircraft will be reworked to bring them into conformity with the existing fleet.

They are functionally the same interface for the pilots, right?

But they're swapping it to Collins because of technical commonality?

JetBuddy wrote:

B757Forever wrote:

Capn wrote:

So,I’m guessing as much experience as Tech Ops has with this, they are pretty sure of approval,so as not to have to order diff.parts or do a lot of rework.

One of the larger hurdles to get past is the reconfiguration of the cockpits. The Lion Air aircraft have an all Honeywell cockpit, DL birds are all Collins. The newly acquired aircraft will be reworked to bring them into conformity with the existing fleet.

They are functionally the same interface for the pilots, right?

But they're swapping it to Collins because of technical commonality?

Commonality makes for simpler troubleshooting and materials planning. Stocking parts for multiple configurations is costlier.

Nice to hear Dl. will standardize the cockpits. In the sadly 70s,when we were still Southern Airways,we bought Deltas last DC-9 10s and they had FD-108 flight directors and we has FD-109s on ours, it took a little bit of getting use to.Then we bought some more along the way as we turned into Republic and then Northwest. By the time I took my early retirement in 1996, we were pretty much a mixed fleet.Not complaining it was still the greatest job ever.

Northwest Airlines had a DC-9-40 they bought from Atialia that was sitting in the hanger. It had been standardized and a check preformed. I twas essentially a clone of the DC-9s Northwest operated. Northwest had another DC-9 that needed a replacement main cabin entry door that they wanted to rob off the "new" DC-9-40. Northwest could not use that door on another DC-9 until the DC-9-40 was inspected and certified by the FAA. If they did use the door for before the DC-9-40 was certified Northwest would have be fined $10,000. I remember this from personal experience.

If I remember correctly, the DC-9 40s also had the FD-108s.I think we had 8 of them. Nice flying but a little under-powered.

Capn wrote:

If I remember correctly, the DC-9 40s also had the FD-108s.I think we had 8 of them. Nice flying but a little under-powered.

Underpowered...because they had the same engines as the 30 series, out of curiosity? I ask as someone who flew on probably a couple hundred flights on NW 9s in the 2000s, at least 20 of which were on 40s.

Who’s flying over the Lionair birds? Lionair Pilots, Delta pilots, or whoever Aircastle contracts out?

Western727 wrote:

Capn wrote:

If I remember correctly, the DC-9 40s also had the FD-108s.I think we had 8 of them. Nice flying but a little under-powered.

Underpowered...because they had the same engines as the 30 series, out of curiosity? I ask as someone who flew on probably a couple hundred flights on NW 9s in the 2000s, at least 20 of which were on 40s.

It was a little bigger,heavier, and carried I think 12 more pax’s
Forgive if my stats are off, it’s been a long time …

Second Malindo B737-9GP/ER 9M-LNK is on its way to the US. Left Malaysia two hours ago 4:14pm 26th July 2021. https://www.flightradar24.com/data/aircraft/9m-lnk

jbs2886 wrote:

scbriml wrote:

jbs2886 wrote:

I am just skeptical given concerns over Indonesian airlines.

Concerns about Indonesian airlines may be justified, but the issues have not generally been with newer planes (737s or A320s). I'm very confident Delta wouldn't touch them unless they were 100% confident. The fact they're leased by Lion rather than owned also helps.

What? Most of the recent incidents have been 737s. Further, Lion is maintaining the same leased aircraft. It’s not really a confidence thing, it’s a perception that DL could be buying unsafe aircraft (true or not, I think that may be how it plays out to the public).

Could you clarify what your concerns are? Delta can bring any plane up to standard, unless you think these planes learned bad habits and cannot undo those habits.

Isn't there a large 737 operator flew passengers with unconfirmed maintenance records, if I recall those were used planes.

SXDFC wrote:

Who’s flying over the Lionair birds? Lionair Pilots, Delta pilots, or whoever Aircastle contracts out?

Can't find it now but I think I read elsewhere Malindo pilots to HNL, Delta pilots from Hawaii onwards.

Boof02671 wrote:

harleydriver wrote:

audidudi wrote:

9M-LNL has departed HNL and is enroute to ?

https://www.flightradar24.com/M9LNL/287e3ec0

I wonder if this is being flown by a Delta crew, a crew from Lion Air Group or maybe contract pilots?

Delta pilots aren’t allowed to fly planes that aren’t on their operating certificate.

Sure they can if the flight is operated Part 91. They can’t operate a Part 121 flight with an aircraft that isn’t on the opspecs yet though. In this case, the flight is operated Part 91.

lightsaber wrote:

If DL has the expertise to bring back long stored Saudi MD-90s, then they can buy 739s cheap enough to overhaul them and still have a better business case than buying new.

DL did not bring back the Saudi MD-90s and put them in service. They were used exclusively for parts (via Aersale, who are technically the ones that bought and owns them).

And we have our first registration. Former 9M-LNL

https://registry.faa.gov/AircraftInquir ... rTxt=949DK

dalmit wrote:

And we have our first registration. Former 9M-LNL

https://registry.faa.gov/AircraftInquir ... rTxt=949DK

Oddly enough they still haven't reserved N-numbers for the other 28 aircraft. This should give some indication of the ages of aircraft they're getting if they assign them in sequential order by line number. It would make 9 aircraft newer than Delta's first 739ER, and the remaining 20 older.

NWAROOSTER wrote:

Northwest Airlines had a DC-9-40 they bought from Atialia that was sitting in the hanger. It had been standardized and a check preformed. I twas essentially a clone of the DC-9s Northwest operated. Northwest had another DC-9 that needed a replacement main cabin entry door that they wanted to rob off the "new" DC-9-40. Northwest could not use that door on another DC-9 until the DC-9-40 was inspected and certified by the FAA. If they did use the door for before the DC-9-40 was certified Northwest would have be fined $10,000. I remember this from personal experience.

The DC-9-40s NWA acquired/leased were all original SAS. Alitalia did not own -40s.

The next ex-Malindo Air B739ER for DL, 9M-LNJ, now temporarily registered as VP-CFD, ferried from KUL>GUM>HNL today and will ferry later to SBD.

https://flightaware.com/live/flight/VPCFD

audidudi wrote:

The next ex-Malindo Air B739ER for DL, 9M-LNJ, now temporarily registered as VP-CFD, ferried from KUL>GUM>HNL today and will ferry later to SBD.

https://flightaware.com/live/flight/VPCFD

Built in 2013. Only 7/8 years of service. Not bad

audidudi wrote:

The next ex-Malindo Air B739ER for DL, 9M-LNJ, now temporarily registered as VP-CFD, ferried from KUL>GUM>HNL today and will ferry later to SBD.

https://flightaware.com/live/flight/VPCFD

And has just arrived at SBD. Any guess as to why this frame has been temporarily registered in the Cayman Islands, whereas the first two, 9M-LNK and 9M-LNL, were not?
https://flightaware.com/live/flight/VPCFD

audidudi wrote:

audidudi wrote:

The next ex-Malindo Air B739ER for DL, 9M-LNJ, now temporarily registered as VP-CFD, ferried from KUL>GUM>HNL today and will ferry later to SBD.

https://flightaware.com/live/flight/VPCFD

And has just arrived at SBD. Any guess as to why this frame has been temporarily registered in the Cayman Islands, whereas the first two, 9M-LNK and 9M-LNL, were not?
https://flightaware.com/live/flight/VPCFD

The only logic I can think of as to why is tax implications.

777Mech wrote:

audidudi wrote:

audidudi wrote:

The next ex-Malindo Air B739ER for DL, 9M-LNJ, now temporarily registered as VP-CFD, ferried from KUL>GUM>HNL today and will ferry later to SBD.

https://flightaware.com/live/flight/VPCFD

And has just arrived at SBD. Any guess as to why this frame has been temporarily registered in the Cayman Islands, whereas the first two, 9M-LNK and 9M-LNL, were not?
https://flightaware.com/live/flight/VPCFD

The only logic I can think of as to why is tax implications.

It could also be due to the aircraft being repossessed by the lessors - as such, the aircraft is no longer registered and needed a new registration before it can be flown again.

SXDFC wrote:

How many 739s will be coming from Lionair ? Will they be plugging in the extra exit or leaving it as is? Lastly does anyone know which registrations will be the ones Delta is taking?
?

9M-LNJ is one of them according to Skyliner.

LDRA wrote:

audidudi wrote:

The next ex-Malindo Air B739ER for DL, 9M-LNJ, now temporarily registered as VP-CFD, ferried from KUL>GUM>HNL today and will ferry later to SBD.

https://flightaware.com/live/flight/VPCFD

Built in 2013. Only 7/8 years of service. Not bad

Next three B737-9GP/ER scheduled to leave Malindo to join Delta are:
9M-LNF 38687 / 4368 (this is the 7500th 737)
9M-LNG 38729 / 4380
9M-LNH 38732 / 4484

All delivered in 2013. With these three frames delivered to Delta, all six Malindo B737-9GP/ER will have gone to Delta.

flee wrote:

777Mech wrote:

audidudi wrote:

And has just arrived at SBD. Any guess as to why this frame has been temporarily registered in the Cayman Islands, whereas the first two, 9M-LNK and 9M-LNL, were not?
https://flightaware.com/live/flight/VPCFD

The only logic I can think of as to why is tax implications.

It could also be due to the aircraft being repossessed by the lessors - as such, the aircraft is no longer registered and needed a new registration before it can be flown again.

I suspect this is the case and many more aircraft will be repossessed in the next 42 months.

Lightsaber

Capn wrote:

Nice to hear Dl. will standardize the cockpits. In the sadly 70s,when we were still Southern Airways,we bought Deltas last DC-9 10s and they had FD-108 flight directors and we has FD-109s on ours, it took a little bit of getting use to.Then we bought some more along the way as we turned into Republic and then Northwest. By the time I took my early retirement in 1996, we were pretty much a mixed fleet.Not complaining it was still the greatest job ever.

I was also a 1996 retiree but went full term (age 60 then.) I too really enjoyed the DC-9s all of the different types, but my favorite was the -30's. I felt like I could put one of those down within 200' of where I wanted. Favorite flying aircraft though was the B-757 (200.) Retired of the B-747-400. Great plane, working conditions, and pay. Back to the DC-9. Do you remember the Zombie -30 we had? The wings of that plane came from the Air Canada that had a bathroom fire that forced the plane to make emergency landing in CVG. Unfortunately there was significant loss of life. Fire crews put the fire out before the wings were destroyed. Along a similar time line an Ozark -30 was landing in SUX in a snowstorm and a snowplow was on the runway unannounced to the crew and on landing one of the wings was knocked off. The snowplow driver was killed. The insurance companies got together and put the AC wings on a barge and floated them down the Ohio/Mississippi rivers to an Alabama repair facility. The Ozark bird was also loaded on a barge minus at least one wing and the two parts were married up to make one DC-9-30. I enjoyed telling new FAs that story and watch their reaction.

Utah744 wrote:

Capn wrote:

Nice to hear Dl. will standardize the cockpits. In the sadly 70s,when we were still Southern Airways,we bought Deltas last DC-9 10s and they had FD-108 flight directors and we has FD-109s on ours, it took a little bit of getting use to.Then we bought some more along the way as we turned into Republic and then Northwest. By the time I took my early retirement in 1996, we were pretty much a mixed fleet.Not complaining it was still the greatest job ever.

I was also a 1996 retiree but went full term (age 60 then.) I too really enjoyed the DC-9s all of the different types, but my favorite was the -30's. I felt like I could put one of those down within 200' of where I wanted. Favorite flying aircraft though was the B-757 (200.) Retired of the B-747-400. Great plane, working conditions, and pay. Back to the DC-9. Do you remember the Zombie -30 we had? The wings of that plane came from the Air Canada that had a bathroom fire that forced the plane to make emergency landing in CVG. Unfortunately there was significant loss of life. Fire crews put the fire out before the wings were destroyed. Along a similar time line an Ozark -30 was landing in SUX in a snowstorm and a snowplow was on the runway unannounced to the crew and on landing one of the wings was knocked off. The snowplow driver was killed. The insurance companies got together and put the AC wings on a barge and floated them down the Ohio/Mississippi rivers to an Alabama repair facility. The Ozark bird was also loaded on a barge minus at least one wing and the two parts were married up to make one DC-9-30. I enjoyed telling new FAs that story and watch their reaction.

Thanks for sharing these detials. Went to dig a bit. The Ozark DC-9 was N994Z (https://en.wikipedia.org/wiki/Ozark_Air ... Flight_650) and the Air Canada's was C-FTLU (https://en.wikipedia.org/wiki/Air_Canada_Flight_797). The Ozark went on to service with Northwest with same registration number. Spooky!

I flew that plane many times and always got a kick out of it and also relating its history.
Never felt like I could trim it properly in cruise!
But, what a great conversation piece it made.

Ooooh, I wish I had recorded all of the many NW -30s on my pax log. There's no N994Z listing on there, so I'll never know whether I flew on it. Thanks, Utah744, RoyalBrunei757 and Capn for sharing.

If you can remember being on a 30 that felt like it flew slightly wing down in cruise…and you may have been on her.
Now that would be a great memory test for you.

RoyalBrunei757 wrote:

LDRA wrote:

audidudi wrote:

The next ex-Malindo Air B739ER for DL, 9M-LNJ, now temporarily registered as VP-CFD, ferried from KUL>GUM>HNL today and will ferry later to SBD.

https://flightaware.com/live/flight/VPCFD

Built in 2013. Only 7/8 years of service. Not bad

Next three B737-9GP/ER scheduled to leave Malindo to join Delta are:
9M-LNF 38687 / 4368 (this is the 7500th 737)
9M-LNG 38729 / 4380
9M-LNH 38732 / 4484

All delivered in 2013. With these three frames delivered to Delta, all six Malindo B737-9GP/ER will have gone to Delta.

Next B739 will be reported to be ex SL (Thai Lion) all currently stored in DMK and will be heading to US most likely in coming months:

HS-LTT
HS-LTH
HS-LTJ
HS-LTK
HS-LTL

The 12 B739 registered in PK-LSx currently flying with Lion and 6 further with Batik Air will also join DL fleet soon.

hannah9898 wrote:

RoyalBrunei757 wrote:

LDRA wrote:

Built in 2013. Only 7/8 years of service. Not bad

Next three B737-9GP/ER scheduled to leave Malindo to join Delta are:
9M-LNF 38687 / 4368 (this is the 7500th 737)
9M-LNG 38729 / 4380
9M-LNH 38732 / 4484

All delivered in 2013. With these three frames delivered to Delta, all six Malindo B737-9GP/ER will have gone to Delta.

Next B739 will be reported to be ex SL (Thai Lion) all currently stored in DMK and will be heading to US most likely in coming months:

HS-LTT
HS-LTH
HS-LTJ
HS-LTK
HS-LTL

The 12 B739 registered in PK-LSx currently flying with Lion and 6 further with Batik Air will also join DL fleet soon.

Great information. Thanks! My guess is Delta is taking these 737NG with J and Y class to minimise the cabin reconfiguration by re-upholstered with something close to Delta colour, or is Delta planning to rip the guts out of these 737NG and put their own product on board?

DL will be updating the aircraft with full DL specs. When they took the GOL 738s, they installed everything but didn’t activate the AVOD for a few months which I assume is the extent to which DL is willing to defy brand standards.

RoyalBrunei757 wrote:

hannah9898 wrote:

RoyalBrunei757 wrote:

Next three B737-9GP/ER scheduled to leave Malindo to join Delta are:
9M-LNF 38687 / 4368 (this is the 7500th 737)
9M-LNG 38729 / 4380
9M-LNH 38732 / 4484

All delivered in 2013. With these three frames delivered to Delta, all six Malindo B737-9GP/ER will have gone to Delta.

Next B739 will be reported to be ex SL (Thai Lion) all currently stored in DMK and will be heading to US most likely in coming months:

HS-LTT
HS-LTH
HS-LTJ
HS-LTK
HS-LTL

The 12 B739 registered in PK-LSx currently flying with Lion and 6 further with Batik Air will also join DL fleet soon.

Great information. Thanks! My guess is Delta is taking these 737NG with J and Y class to minimise the cabin reconfiguration by re-upholstered with something close to Delta colour, or is Delta planning to rip the guts out of these 737NG and put their own product on board?

Yeah I think. DL took 5 ex G3 B738 in 2016 and now they equipped it with IFE. So yes in my opinion.

RoyalBrunei757 wrote:

hannah9898 wrote:

RoyalBrunei757 wrote:

Next three B737-9GP/ER scheduled to leave Malindo to join Delta are:
9M-LNF 38687 / 4368 (this is the 7500th 737)
9M-LNG 38729 / 4380
9M-LNH 38732 / 4484

All delivered in 2013. With these three frames delivered to Delta, all six Malindo B737-9GP/ER will have gone to Delta.

Next B739 will be reported to be ex SL (Thai Lion) all currently stored in DMK and will be heading to US most likely in coming months:

HS-LTT
HS-LTH
HS-LTJ
HS-LTK
HS-LTL

The 12 B739 registered in PK-LSx currently flying with Lion and 6 further with Batik Air will also join DL fleet soon.

Great information. Thanks! My guess is Delta is taking these 737NG with J and Y class to minimise the cabin reconfiguration by re-upholstered with something close to Delta colour, or is Delta planning to rip the guts out of these 737NG and put their own product on board?

Deltas gutted every used aircraft they have bought since they merger with nwa so I presume that will continue

I remember being on a Delta 757 that had Mandarin on the PSUs. I'm sure they got it used but was surprised they didn't change the fittings out.

hannah9898 wrote:

Next B739 will be reported to be ex SL (Thai Lion) all currently stored in DMK and will be heading to US most likely in coming months:

HS-LTT
HS-LTH
HS-LTJ
HS-LTK
HS-LTL

The 12 B739 registered in PK-LSx currently flying with Lion and 6 further with Batik Air will also join DL fleet soon.

Based on this information, the full list of aircraft could be:
38687 4368 9M-LNF
38729 4380 9M-LNG
38688 4414 PK-LBG
38730 4430 PK-LBH
38689 4441 PK-LBM
38731 4463 PK-LBO
38732 4484 9M-LNH
38690 4495 9M-LNJ
38736 4592 9M-LNL
38737 4600 9M-LNK
38738 4643 PK-LQR, HS-LTI
38739 4657 HS-LTH
38743 4711 PK-LBI
38742 4726 PK-LBJ
38748 4822 HS-LTL
38749 4843 PK-LSI, HS-LTM
39823 5070 HS-LTJ
39824 5088 PK-LSQ, HS-LTO
38304 5162 HS-LTK
38301 5176 PK-LSG, HS-LTP
39832 5242 PK-LSJ, HS-LTQ
39837 5347 PK-LSK, HS-LTR
39839 5404 PK-LSL, HS-LTS
39860 5423 HS-LTT
39841 5446 PK-LSM, HS-LTU
38306 6006 PK-LSO, HS-LTV
38307 6029 PK-LSP, HS-LTW
38312 6092 PK-LSH, HS-LTY
43188 6333 PK-LSR, HS-LTZ
* This is only a speculative list, and not backed by a trusted source. *

Considering the aircraft already delivered, it appears they may be skipping 10 numbers and registering this fleet as 3941-3969 if they keep them all in order by line number.