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We hear a lot about MoM to replace 757-200/757-300/767-300. However I not seen much about this.

Since delta has not ordered a true replacement for the A319/320/738. Do you think they waiting for either a A220-500 to be announced or would they lease some Neos until a true replacement is there? Or do you think Delta it just going to use bigger planes A321/737-900 to replace the smaller seat Planes. I not sure how much of a seat gap there is between A220-300 and 737-900/321-200.

On a side note does anyone know where in the backlog list the first Delta 321neo will built. I know they say first half but kinda was wondering when we might see pics of the first plane being built.

beertrucker wrote:

On a side note does anyone know where in the backlog list the first Delta 321neo will built. I know they say first half but kinda was wondering when we might see pics of the first plane being built.

The first DL 321neo was built in September and is scheduled to be delivered in January:

https://aibfamily.flights/A320/10437

How many A321NEO's is DL expected to take in 2022?

beertrucker wrote:

Since delta has not ordered a true replacement for the A319/320/738. Do you think they waiting for either a A220-500 to be announced or would they lease some Neos until a true replacement is there?

By the time the 95th A220 is delivered, DL will have economic quantities (frames, parts, and pilots) of A220s, 737s, and 32x all. They talk often (and again recently) about the virtues of upgauging, and an upgauge from the A319 is a MAX8 or 320neo very nicely. IMHO, as the A320s are retired, the seventy-seven 738s do not sufficiently plug the gap between 130-seat A223s and 180-seat 739s. There have been posts pointing to a narrowbody RFP. It could be 321XLRs (if current 321neo orders lack conversion rights), or A320 replacements and growth.

windian425 wrote:

How many A321NEO's is DL expected to take in 2022?

18 is the latest # of deliveries in 2022.

Could someone recap all planned deliveries for 22 ?
Thank you

MIflyer12 wrote:

beertrucker wrote:

Since delta has not ordered a true replacement for the A319/320/738. Do you think they waiting for either a A220-500 to be announced or would they lease some Neos until a true replacement is there?

By the time the 95th A220 is delivered, DL will have economic quantities (frames, parts, and pilots) of A220s, 737s, and 32x all. They talk often (and again recently) about the virtues of upgauging, and an upgauge from the A319 is a MAX8 or 320neo very nicely. IMHO, as the A320s are retired, the seventy-seven 738s do not sufficiently plug the gap between 130-seat A223s and 180-seat 739s. There have been posts pointing to a narrowbody RFP. It could be 321XLRs (if current 321neo orders lack conversion rights), or A320 replacements and growth.

DL ordering some more A220-100 and A220-300 planes (in addition to the A220-100's and A220-300's that DL already has ordered) is a possibility to replace the A319's and 717's.

DL ordering some 737 MAX 8 or A320neo planes to replace A320ceo's and 737-800's is a possibility, especially with DL likely needing some planes bigger than the A220-300 but smaller than the A321neo in its fleet.

I would likely expect DL to place orders for new narrowbody aircraft in the near future (in addition to the orders that DL already has placed for some A220's and A321neo's).

jplatts wrote:

MIflyer12 wrote:

beertrucker wrote:

Since delta has not ordered a true replacement for the A319/320/738. Do you think they waiting for either a A220-500 to be announced or would they lease some Neos until a true replacement is there?

By the time the 95th A220 is delivered, DL will have economic quantities (frames, parts, and pilots) of A220s, 737s, and 32x all. They talk often (and again recently) about the virtues of upgauging, and an upgauge from the A319 is a MAX8 or 320neo very nicely. IMHO, as the A320s are retired, the seventy-seven 738s do not sufficiently plug the gap between 130-seat A223s and 180-seat 739s. There have been posts pointing to a narrowbody RFP. It could be 321XLRs (if current 321neo orders lack conversion rights), or A320 replacements and growth.

DL ordering some more A220-100 and A220-300 planes (in addition to the A220-100's and A220-300's that DL already has ordered) is a possibility to replace the A319's and 717's.

DL ordering some 737 MAX 8 or A320neo planes to replace A320ceo's and 737-800's is a possibility, especially with DL likely needing some planes bigger than the A220-300 but smaller than the A321neo in its fleet.

I would likely expect DL to place orders for new narrowbody aircraft in the near future (in addition to the orders that DL already has placed for some A220's and A321neo's).

the 717 to my knowledge is already being retired by the current A220's on order and unfortunately from what I hear I doubt the A220-100's will be part of the order.

I doubt they will take the MAX'es because 1. they have in the past (during the crisis in 2019) said some pretty discouraging remarks on the aircraft 2. they had the chance earlier in the year for a pretty good discount trade some 717's for max 8's but that deal went to southwest 3. they have a lot of NEO'S on order (better fleet commonality) 4. A key point of them ordering the max 8 (layed out in this good articlehttps://www.fool.com/investing/2 ... -interest/) is "Unless Boeing reduces its asking price, Delta is more likely to buy additional lightly-used jets than to place a 737 MAX order" -which they did by purchasing ex garuda birds 5. Air France-KLM

along with reasoning 5. it does also leve the serious possiblility (if right price) of delta also ordering A220-500's

Anyway we can put the fleet numbers and their respective fleet type in the OP for reference?

777Mech wrote:

Anyway we can put the fleet numbers and their respective fleet type in the OP for reference?

Better yet, can we have a sticky somewhere showing all airlines fleet numbers as a cross reference (especially AA)?

Here's the long and short of where the fleets stand at YE2021 going into 2022:

B717:
55 active
- Down from 91 active pre-pandemic
- Internal discussion / rumors of fleet returning up to an active fleet of 64 for Summer 2022
- A few frames have been reactivated over the past couple of months, as the fleet was down to as low as 45 during the depth of the pandemic
- Remaining pilot bases at ATL & DTW. A limited amount of MSP routes have returned, but flown by aircraft and pilots bridged from ATL & DTW.
- Some of the owned frames, stored at BYH have been parted-out
- DL has publicly / officially said, as of late 2020, they intend to retire the 717s by the end of 2025
- As of late 2021 has indicated that the 717 is a flex-fleet / flex-capacity and can ramp-up/down as market conditions dictate
B738:
77 active (none remain in storage)
- Rumored to be coming due for interior mods, that were put on-hold during the pandemic
- All are around 20-22 years old, and anticipated to be in the fleet until end of life.

B739:
132 active (none remain in storage)
- 27 additional frames acquired second-hand to start entering service in mid-2022, at an estimated rate of 2-3 per month, all in service by late 2023

B752:
100 in active fleet (~11 are in storage), and an additional 11 in the 75C /NBA VIP charter configuration
- Have publically said that about 60 will be retired later this decade, but the balance of the fleet may fly in to the early 2030s
- Some of the oldest 30+ year old 75Ds have been through their last and final HMV check, meaning they will be retired in the next 2-4 years
- Not yet considered a flex fleet, but are getting to that point soon
- Pilot bases (7ER) have been consolidated to SEA, LAX, ATL, NYC

B753:
16 active
- Likely to be around through end-of-life, end of decade

B763:
41 active
- Down from pre-pandemic fleet of 54, with frames primarily retired and sold to cargo conversion
- Publically as of late-2020 full retirement planned by end 2025
- As of late 2021, refered to as a flex-fleet / capacity as market conditions dictiate, and has walked-back from a definitive retirement date
- 76K mod, adding PS/premium select to at least 19 frames, Rumors that could be put into more / all frames as market conditions dictate on those that remain beyond 2022-2023

B764:
21 total, (19 in service, 2 in storage)
- 2 remain in storage, anticipated to come out in early 2022 and get PS mods before returning to service
- Around 20 years old, anticipated to remain in service through end-of-life
- 765 pilots bases at NYC and ATL

Hard to believe that Amazon has more owned or dry-leased 763s in service (52 at latest count) than DL. With more coming. Mind-blowing given that the 763ER was the face of DL to so many for so long.

DL_Mech wrote:

777Mech wrote:

Anyway we can put the fleet numbers and their respective fleet type in the OP for reference?

Better yet, can we have a sticky somewhere showing all airlines fleet numbers as a cross reference (especially AA)?

Also, othe posters have mentioned previously, that they'd like the breakdown of the ship numbers and the corresponding fleet. That should definitely be in the OP.

9 330-900 coming this year

Add 2 new A350-900s besides the ex-LATAM frames.

Any chance that DL caves in and orders that A338 as the 767 replacement? Boeing isn’t making the MOM any time soon.

Happy New Year!

IFC
6715 showing RTS 1/3
Watch for 689 o r 692 to enter mods

trexel94 wrote:

Any chance that DL caves in and orders that A338 as the 767 replacement? Boeing isn’t making the MOM any time soon.

That's the million dollar question. They would get a killer deal from Airbus with an order, and then there's the B788 as the alternative option. Only a matter of time..............

Happy New Year as well.
I started working on this yesterday, but here is a high-level summary of where things stand for each fleet type, with key information:

YE 2021 Fleet count:

Small Narrowbody:
B712: 55
A221: 41
A223: 10
A319: 57

Medium Narrowbody:
A320: 56
B738: 77

Large Narrowbody:
B739: 132
A321: 127
B752: 100
B753: 16

Widebody:
B763: 41
B764: 21
A332: 11
A339: 11
A333: 21
A359: 15

New Deliveries Scheduled for 2022:
(not including second-hand acquisitions:
A221: 4 (balance of order)
A223: 7
A321NEO: 18
A339: 9
A359: 2

Detailed commentary by fleet type:

Small Narrowbody:
B717:
55 active
12F / 16 W / 78Y = 110 seats
Fleet numbers (95xx)

- Down from 91 active pre-pandemic
- Internal discussion / rumors of fleet returning up to an active fleet of 64 for Summer 2022
- A few frames have been reactivated over the past couple of months, as the fleet was down to as low as 45 during the depth of the pandemic
- Remaining pilot bases at ATL & DTW. A limited amount of MSP routes have returned, but flown by aircraft and pilots bridged from ATL & DTW.
- Some of the owned frames, stored at BYH have been parted-out
- DL has publicly / officially said, as of late 2020, they intend to retire the 717s by the end of 2025
- As of late 2021 has indicated that the 717 is a flex-fleet / flex-capacity and can ramp-up/down as market conditions dictate

A221:
41 active, 4 on-order
12 F / 15 W / 82 Y = 109 seats
Fleet numbers: (81xx)
- Remaining 4 on-order to be delivered in 2022

A223:
10 active, 35 on-order
12 F / 30 W / 88 Y = 130 seats
Fleet numbers: (83xx)
- 7 to be delivered in 2022
- Additional 50 options beyond the current firm orders

A319:
57 active (~6 in storage)
12 F / 18 W / 102 Y = 132 seats
Fleet numbers (31xx)
- Average fleet age is 20 years old, similar vintage to the 738 fleet
- Remaining aircraft in storage anticipated to be reactivated in 2022
- Anticipated to remain in service through end-of-life

Medium Narrowbody
A320:
56 active
16 F / 18 W / 123 Y = 157 seats
Fleet numbers (32xx)
- During the depth of the pandemic, the 10 next-up for maintenance were slated to be retired, but 4 of those were reactived, but the remaining 6 remained retired and recent photos have indicated some part-out activity on some of those frames
- The oldest tranche of A320s are near or over 30 years old, and likely have been through their last and final heavy maintenance checks, and likely coming due for retirement in the next 2-4 years
- The youngest tranche of A320s is of similar vintage to the A319 fleet (18-23 years old) and will likely be in-service through end of life

B738:
77 active (none remain in storage)
16 F / 36 W / 108Y = 160 seats
Fleet numbers (37xx)
- Rumored to be coming due for interior mods, that were put on-hold during the pandemic
- All are around 20-22 years old, and anticipated to be in the fleet until end of life.

Large Narrowbody:
B739:
132 active (none remain in storage), 29 acquired/not-yet-inducted
20 F / 21 W / 139 Y = 180 seats
Fleet numbers (38xx, 39xx)
- 29 additional frames acquired second-hand to start entering service in mid-2022, anticipated to enter service at an estimated rate of 2-3 per month, with all in service by late 2023

A321 (CEO):
127 active
20 F / 29 W / 142 Y = 191 seats
Fleet numbers (30xx, 10xx)
- The final, 127th and end of the the line CEO was delivered in December 2021
- Fleet was all delivered new to DL between 2016-2021

A321 (NEO):
155 on-order, with 70 additional options
Config TBD
Fleet numbers TBD
- 18 scheduled for delivery in 2022
- First planned routes to be out of BOS in mid-2022 (nothing loaded yet)
- New First class seat to be unveiled on the NEO fleet

B752:
100 in active fleet (~11 are in storage), & additional 11 in the 75C /NBA VIP charter configuration)
75D (62): 20 F / 29 W / 150 Y = 199 seats
75H (15): 20 F / 29 W / 150 Y = 199 seats
75G (5): 20 F / 41 W / 132 Y = 193 seats
75S (18): 16 J / 44 W / 108 Y = 168 seats
75C (11): 72 F = 72 seats
Fleet Numbers:
75D/H: (6xx, 67xx, 56xx – PMNW)
75G: (6819-6823)
75S: (6801-6818)
75C: (6xx)

- publicly said that about 60 will be retired later this decade, but the newer balance of the fleet may fly in to the early 2030s
- Some of the oldest 30+ year old 75Ds have likely been through their last and final HMV check, meaning they will be retired in the next 2-4 years
- Not yet considered a flex fleet, but are getting to that point soon
- Pilot bases (7ER) have been consolidated to SEA, LAX, ATL, NYC but there is still plenty of 757 flying out of DTW, MSP, SLC

B753:
16 active
75Y: 24 F / 32 W / 178 Y = 234 seats
Fleet numbers: 58xx
- Likely to be around through end-of-life, at least end of decade

Widebody:
B763:
41 active
76L: 36 J / 32 W / 143 Y = 211 seats
76Z: 26 J / 35 W / 165 Y = 226 seats
76K: 26 J / 18 PS / 21 W / 151 Y = 216 seats
Fleet numbers: (1xx, 12xx, 15xx, 16xx, 17xx)
- Down from pre-pandemic fleet of 54, with frames primarily retired and sold to cargo conversion
- Publicly announced as of late-2020 full retirement planned by end 2025
- As of late 2021, referred to as a flex-fleet / capacity as market conditions dictate, and has walked-back from a definitive retirement date
- 76K mod, adding PS/premium select to at least 19 frames, Rumors that could be put into more / all frames as market conditions dictate on those that remain beyond 2022-2023

B764:
21 total, (19 in service, 2 in storage)
34 J / 20 PS / 28 W / 156 Y = 238 seats
Fleet numbers (18xx)
- 2 remain in storage, anticipated to come out in early 2022 and get PS mods before returning to service
- Around 20 years old, anticipated to remain in service through end-of-life
- 765 pilots bases at NYC and ATL

A332:
11 active
332: 34 J / 32 W / 168 Y = 234 seats
3M2: 34 J / 21 PS / 24 W / 144 Y = 223 seats
Fleet numbers: (3351-3361)
- Mods underway for Premium Select
- Aircraft at mid-live, 15-17 years

A333:
31 active:
333: 34 J / 40 W / 219 Y = 293 seats
3M3: 34 J / 21 PS / 24 W / 203 Y = 282 seats
Fleet numbers: (3301-3331)
- Mods underway for Premium Select
- PMNW original aircraft (21) at mid-live, 15-17 years, the DL top-up order (10) are 5-7 years old

A339:
11 active, 26 on-order
339: 29 J / 28 PS / 56 W / 168 Y = 281 seats
Fleet numbers: (34xx)
- 11 of 37 delivered
- 9 scheduled for delivery in 2022 (I believe it was originally to be 8, and the thereafter an additional frame was pulled ahead from 2023 to 2022)

A359:
15 active, 20 on-order, 7 acquired/not-yet-in service
32 J / 48 PS / 36 W / 190 Y = 306 seats
Fleet numbers (35xx)
- 2 new A359s to be delivered in 2022
- 7 second-hand acquired frames, to start being added to the fleet in mid-2022 through 2023 at an estimated rate 1 about every other month
- Total future fleet to be 42 frames (delivered, on-order, acquired)

PSU.DTW.SCE wrote:

Happy New Year as well.
I started working on this yesterday, but here is a high-level summary of where things stand for each fleet type, with key information:

YE 2021 Fleet count:

Small Narrowbody:
B712: 55
A221: 41
A223: 10
A319: 57

Medium Narrowbody:
A320: 56
B738: 77

Large Narrowbody:
B739: 132
A321: 127
B752: 100
B753: 16

Widebody:
B763: 41
B764: 21
A332: 11
A339: 11
A333: 21
A359: 15

New Deliveries Scheduled for 2022:
(not including second-hand acquisitions:
A221: 4 (balance of order)
A223: 7
A321NEO: 18
A339: 9
A359: 2

Detailed commentary by fleet type:

Small Narrowbody:
B717:
55 active
12F / 16 W / 78Y = 110 seats
Fleet numbers (95xx)

- Down from 91 active pre-pandemic
- Internal discussion / rumors of fleet returning up to an active fleet of 64 for Summer 2022
- A few frames have been reactivated over the past couple of months, as the fleet was down to as low as 45 during the depth of the pandemic
- Remaining pilot bases at ATL & DTW. A limited amount of MSP routes have returned, but flown by aircraft and pilots bridged from ATL & DTW.
- Some of the owned frames, stored at BYH have been parted-out
- DL has publicly / officially said, as of late 2020, they intend to retire the 717s by the end of 2025
- As of late 2021 has indicated that the 717 is a flex-fleet / flex-capacity and can ramp-up/down as market conditions dictate

A221:
41 active, 4 on-order
12 F / 15 W / 82 Y = 109 seats
Fleet numbers: (81xx)
- Remaining 4 on-order to be delivered in 2022

A223:
10 active, 35 on-order
12 F / 30 W / 88 Y = 130 seats
Fleet numbers: (83xx)
- 7 to be delivered in 2022
- Additional 50 options beyond the current firm orders

A319:
57 active (~6 in storage)
12 F / 18 W / 102 Y = 132 seats
Fleet numbers (31xx)
- Average fleet age is 20 years old, similar vintage to the 738 fleet
- Remaining aircraft in storage anticipated to be reactivated in 2022
- Anticipated to remain in service through end-of-life

Medium Narrowbody
A320:
56 active
16 F / 18 W / 123 Y = 157 seats
Fleet numbers (32xx)
- During the depth of the pandemic, the 10 next-up for maintenance were slated to be retired, but 4 of those were reactived, but the remaining 6 remained retired and recent photos have indicated some part-out activity on some of those frames
- The oldest tranche of A320s are near or over 30 years old, and likely have been through their last and final heavy maintenance checks, and likely coming due for retirement in the next 2-4 years
- The youngest tranche of A320s is of similar vintage to the A319 fleet (18-23 years old) and will likely be in-service through end of life

B738:
77 active (none remain in storage)
16 F / 36 W / 108Y = 160 seats
Fleet numbers (37xx)
- Rumored to be coming due for interior mods, that were put on-hold during the pandemic
- All are around 20-22 years old, and anticipated to be in the fleet until end of life.

Large Narrowbody:
B739:
132 active (none remain in storage), 29 acquired/not-yet-inducted
20 F / 21 W / 139 Y = 180 seats
Fleet numbers (38xx, 39xx)
- 29 additional frames acquired second-hand to start entering service in mid-2022, anticipated to enter service at an estimated rate of 2-3 per month, with all in service by late 2023

A321 (CEO):
127 active
20 F / 29 W / 142 Y = 191 seats
Fleet numbers (30xx, 10xx)
- The final, 127th and end of the the line CEO was delivered in December 2021
- Fleet was all delivered new to DL between 2016-2021

A321 (NEO):
155 on-order, with 70 additional options
Config TBD
Fleet numbers TBD
- 18 scheduled for delivery in 2022
- First planned routes to be out of BOS in mid-2022 (nothing loaded yet)
- New First class seat to be unveiled on the NEO fleet

B752:
100 in active fleet (~11 are in storage), & additional 11 in the 75C /NBA VIP charter configuration)
75D (62): 20 F / 29 W / 150 Y = 199 seats
75H (15): 20 F / 29 W / 150 Y = 199 seats
75G (5): 20 F / 41 W / 132 Y = 193 seats
75S (18): 16 J / 44 W / 108 Y = 168 seats
75C (11): 72 F = 72 seats
Fleet Numbers:
75D/H: (6xx, 67xx, 56xx – PMNW)
75G: (6819-6823)
75S: (6801-6818)
75C: (6xx)

- publicly said that about 60 will be retired later this decade, but the newer balance of the fleet may fly in to the early 2030s
- Some of the oldest 30+ year old 75Ds have likely been through their last and final HMV check, meaning they will be retired in the next 2-4 years
- Not yet considered a flex fleet, but are getting to that point soon
- Pilot bases (7ER) have been consolidated to SEA, LAX, ATL, NYC but there is still plenty of 757 flying out of DTW, MSP, SLC

B753:
16 active
75Y: 24 F / 32 W / 178 Y = 234 seats
Fleet numbers: 58xx
- Likely to be around through end-of-life, at least end of decade

Widebody:
B763:
41 active
76L: 36 J / 32 W / 143 Y = 211 seats
76Z: 26 J / 35 W / 165 Y = 226 seats
76K: 26 J / 18 PS / 21 W / 151 Y = 216 seats
Fleet numbers: (1xx, 12xx, 15xx, 16xx, 17xx)
- Down from pre-pandemic fleet of 54, with frames primarily retired and sold to cargo conversion
- Publicly announced as of late-2020 full retirement planned by end 2025
- As of late 2021, referred to as a flex-fleet / capacity as market conditions dictate, and has walked-back from a definitive retirement date
- 76K mod, adding PS/premium select to at least 19 frames, Rumors that could be put into more / all frames as market conditions dictate on those that remain beyond 2022-2023

B764:
21 total, (19 in service, 2 in storage)
34 J / 20 PS / 28 W / 156 Y = 238 seats
Fleet numbers (18xx)
- 2 remain in storage, anticipated to come out in early 2022 and get PS mods before returning to service
- Around 20 years old, anticipated to remain in service through end-of-life
- 765 pilots bases at NYC and ATL

A332:
11 active
332: 34 J / 32 W / 168 Y = 234 seats
3M2: 34 J / 21 PS / 24 W / 144 Y = 223 seats
Fleet numbers: (3351-3361)
- Mods underway for Premium Select
- Aircraft at mid-live, 15-17 years

A333:
31 active:
333: 34 J / 40 W / 219 Y = 293 seats
3M3: 34 J / 21 PS / 24 W / 203 Y = 282 seats
Fleet numbers: (3301-3331)
- Mods underway for Premium Select
- PMNW original aircraft (21) at mid-live, 15-17 years, the DL top-up order (10) are 5-7 years old

A339:
11 active, 26 on-order
339: 29 J / 28 PS / 56 W / 168 Y = 281 seats
Fleet numbers: (34xx)
- 11 of 37 delivered
- 9 scheduled for delivery in 2022 (I believe it was originally to be 8, and the thereafter an additional frame was pulled ahead from 2023 to 2022)

A359:
15 active, 20 on-order, 7 acquired/not-yet-in service
32 J / 48 PS / 36 W / 190 Y = 306 seats
Fleet numbers (35xx)
- 2 new A359s to be delivered in 2022
- 7 second-hand acquired frames, to start being added to the fleet in mid-2022 through 2023 at an estimated rate 1 about every other month
- Total future fleet to be 42 frames (delivered, on-order, acquired)

Excellent synopsis! Thank you for taking the time to put it together. I believe DL acquired 9 pre-owned A350 aircraft. I see MSN 27,48,64,200,245,250,265,282 and 313 as being acquired.

n515cr wrote:

Happy New Year!

IFC
6715 showing RTS 1/3
Watch for 689 o r 692 to enter mods

667 RTS tonight
The remaining 3 are still in service or at VQQ maintenance.

Here's some more stuff...below consolidated from late 2021 rumor:

Unsubstantiated rumors (with no collaborating evidence or factual basis other than internet rumor from credible posters)

- CR2 may last beyond 2023
- 717 may last beyond 2025
- 738 up for a interior / fleet mod, after induction of the used 739s
- 320 having W&B issues due to new FAA weights, considering blocking off or removing 7 seats to both help with W&B issues to 150 seats and reduce an FA
- 763 may last beyond 2025, unknown number that may actually get the 76K mod, at least 19
- 332/333 DL has been evaluating / considering some newer, used frames for acquisition
- 339 may see a "high J" sub-fleet configuration with 44J seats coming in 2023

Here are some of my thoughts, responses to a few comments above:

717 / 319; small narrow bodies:
DL has more than enough replacement capacity on order to sunset the 717 fleet. The de-facto replacement for 717 capacity (note- capacity, not 1:1 routes) are the A220s. Also a portion of the NEO capacity more than covers this. Its not 1:1 replacement, but its overall part of DL's upgauging strategy, that cascades everything on down.
The balance of the A223s can cover whats left of the 717s, and/or displace other aircraft types.
The future options for 50 A223s could in theory replace the A319s. There is really not much that the 319s do that the A220s can't do effectively and/or more economically.
Heck, the A220 is doing SEA-IAD currently, so its showing in can do thin mid-cons and trans-cons were needed.
I highly doubt you will see any more A221s as at 109 seats, its small/higher cost than going with the 130 seat A223s. Again upgauging and with labor costs and fixed overhead it makes little sense to go with the small A221 versus the A223 with 21 more seats.
A220s are taking over the longer 76-seater, 717, 319 routes. With the 717 and even the 319 going down to shorter stage lengths where it makes sense.

Medium Narrowbodies:
I do think there is an opportunity here and need for aircraft in the 150 seat capacity to enter into service in the 2028-2030 range. Particularly as the second trance of A320s and 738s approach end-of-life. When they go with an RFP for 120-150 aircraft in this range, this is the realistic window for potentially a MAX order vs. NEO show-down.
This is still likely a few years out from a decision. Its not coming in 2022. Complete wildcard would be if they decide to launch an A225 (doubtful),due to economies of scale and higher production rates on the A32xNEO program.

Large Narrowbody:
Things are pretty much set here for the next ~5 years. 155 NEOs, the induction of the used 739s. Anticipated to see 60ish 757s retired in the next 5-6 years. More than enough NEOS on order to cover the 757s that will time-out as well as capacity increases.

Widebody:
Things are pretty much set here for the next ~5+ years with the 339s on-order, 359s on-order and recent acquisitions. More than enough capacity to replace the 763s. The 763s worked on TATL because its what they had and repurposed from domestic service. There isn't a glaring need for a small widebody in the near term due to DL's upgauging strategy to address labor costs and fixed overhead. The realistic next big RFP to address anything in the widebody category would be to address the 764 and PMNW 332/333 frames in the 2030-2032 timeframe. I highly doubt that DL would place a 787 order for a variety of reasons, until approaching a big RFP for the early 2030 replacement mentioned above. DL wants to reduce fleet types and increase scale to reduce fleet complexities, pilot training costs, and other structural costs. Ordering a small fleet of 787s goes against this mindset. DL has said they want at least 40+ frames in each type due to scale. Thus DL's widebody fleet strategy is pretty set for the next few years around A330s & A350s, with the B763 & B764 around until end-of-life.

There was chatter around three months ago about DL acquiring two extra A359s, what has become of that?

Only one correction I think to replies #13 and #22, re-the B739ER totals...there are 130, ship #s 3801-3930, currently in service, not 132.

As for a small wide body, the JFK-LAX 763 routes become what? Perhaps 333 with high J?

LFW wrote:

As for a small wide body, the JFK-LAX 763 routes become what? Perhaps 333 with high J?

That's a route that has seen 764s, and could again. There's plenty of demand for coach seats NYC-LAX, and from a passenger perspective it's a very competitive product. I'm not sure the argument for a 333 subfleet with alternate seating config is compelling.

IFC
689 and 692 appear to have received IFC during December visits to MSP and DTW, respectively. 670 is getting IFC at VQQ; unsure of when it will exit.
6715 and 667 RTS today.
All 75Ds in service have IFC, and any being reactivated will get it prior to reentering service.

MIflyer12 wrote:

That's a route that has seen 764s, and could again. There's plenty of demand for coach seats NYC-LAX, and from a passenger perspective it's a very competitive product.

JFK-LAX is on average for January evenly split between the 764 and 763( at peak times it has even been a majority of 764s - example being today Jan 2, six of the eight flights today are being operated by the 764).

panamair wrote:

MIflyer12 wrote:

That's a route that has seen 764s, and could again. There's plenty of demand for coach seats NYC-LAX, and from a passenger perspective it's a very competitive product.

JFK-LAX is on average for January evenly split between the 764 and 763( at peak times it has even been a majority of 764s - example being today Jan 2, six of the eight flights today are being operated by the 764).

Thanks. I hadn't checked present schedules.

After the 763 are gone - and all the used and on-order 339s and 359s are inducted - the 764s could live out their final days 2025-circa 2029 running JFK-LAX/SFO/SEA/SAN and ATL/LAX/SEA-HNL.

What happened to the 30-40 pre-covid 717s that are no longer in the flying fleet?

Do you guys think it’s possible to add the aircraft type when updating aircraft movements? If it’s a pain and not straightforward I totally get it, it’s just hard to follow.

Happy New Years everybody and thank you for your hard work on keeping everyone updated.

There was a rumor floating around about acquiring delivery slots from Virgin Atlantic for their 330-900s as well

Why is Delta phasing out the Skyteam livery? The last 757 painted in it, N705TW, is being repainted back into the normal colors, and there's rumour that the last 767 will also be painted back. That leaves just 2 738s left in the livery. Yes, it is brand inconcistent but still, DL was a FOUNDING member of the SkyTeam alliance. Of all airlines to keep it, they should. Plus, it did look really nice on any plane it was painted on. To think that we had this many planes painted in the skyteam livery in the 2010s..
- 1 767-300ER
- 1 767-400ER
- 5 737-800s
- 4 757-200s

And now...
- 1 767-400ER (probably not very longer)
- 2 737-800s

Someone83 wrote:

While not Delta's own, what are their total regional fleet/capacity at YE '21?

The definitive answer will be out in 5-6 weeks with publication of the annual report. We'll get the outline of purchase commitments and what's leased/owned, too.

This the Delta Connection fleet summary as of 9/30/21 (end of Q3) that I pulled together a few weeks ago in the 2021 thread. As said, official numbers will come out in mid-late Feb with the 10-K.

Current DCI fleet as of 9/30/21:

CR2: 76*
CR7: 18
CR9: 153
E70: 8
E75: 117
Total: 372

*The DL 10-Q only lists the 47 CR2s operated under the capacity purchase agreement with 9E / Endeavor.
There are 29 CR2s flown by OO / Skywest under the pro-rate / at-risk agreement

By Carrier:

9E / Endeavor:
CR2: 47
CR7: 13
CR9: 113
Total: 173

OO / Skywest
CR2: 29* (all pro-rate / at-risk)
CR7: 5
CR9: 40
E75: 71
Total: 145

16 new E175 aircraft for Delta by the first half of 2023. The 16 E175 aircraft with Delta will replace 16 older SkyWest-owned or financed CRJ900 aircraft currently operating under contract with Delta. Under the terms of the contract with Delta, Delta has the right to purchase the 16 E175 aircraft at the end of the contract term at a price estimated to be the fair value at the end of the contract.

RP / Republic:
E70: 8
E75: 46
Total: 54

rsgolfpunk wrote:

What happened to the 30-40 pre-covid 717s that are no longer in the flying fleet?

In storage, most are split between SBD & BHM, with a handful at BYH.
Don't quote me on this, but I think but most of the lease terminations are at SBD, most of the ones stored at BHM are still on lease, and most of the ones at BYH are owned frames are partially being parted out.

MIflyer12 wrote:

LFW wrote:

As for a small wide body, the JFK-LAX 763 routes become what? Perhaps 333 with high J?

That's a route that has seen 764s, and could again. There's plenty of demand for coach seats NYC-LAX, and from a passenger perspective it's a very competitive product. I'm not sure the argument for a 333 subfleet with alternate seating config is compelling.

DL utilized the 330 on the route last year at times.

It’s possible the route could migrate toward a mixture of premium configured 321, with 330 complementing at peak hours. Cheaper fares are often in larger abundance on DL on this route, it’s definitely not a “must have” widebody route. Tons of sub $100 fares are available during the winter (thanks COVID). I’m really surprised DL hasn’t moved the widebodies to sun destinations.

IFC
6715 RTS pushed to today. Waiting on 670 to exit VQQ and complete active 75D IFC.
3851 to RTS 1/4. Waiting on 3913 to exit MCI and complete 739 IFC.
It turns out that 3067 got IFC a while back, so 3036/3037 are the last 321ceos to get IFC.

PSU.DTW.SCE wrote:

rsgolfpunk wrote:

What happened to the 30-40 pre-covid 717s that are no longer in the flying fleet?

In storage, most are split between SBD & BHM, with a handful at BYH.
Don't quote me on this, but I think but most of the lease terminations are at SBD, most of the ones stored at BHM are still on lease, and most of the ones at BYH are owned frames are partially being parted out.

It’s interesting that DL isn’t flying way more of the 717 fleet to have shorter ATL/DTW routes in-house.

rsgolfpunk wrote:

PSU.DTW.SCE wrote:

rsgolfpunk wrote:

What happened to the 30-40 pre-covid 717s that are no longer in the flying fleet?

In storage, most are split between SBD & BHM, with a handful at BYH.
Don't quote me on this, but I think but most of the lease terminations are at SBD, most of the ones stored at BHM are still on lease, and most of the ones at BYH are owned frames are partially being parted out.

It’s interesting that DL isn’t flying way more of the 717 fleet to have shorter ATL/DTW routes in-house.

While at first glance that would seem to make sense, but in reality at least up to this point, haven't needed the incremental capacity at the lower end of the mainline fleet with overall flying up to this point has still been at least 20% less than 2019 pre-pandemic.

Cost/benefit, as some of the frames had leases mature during COVID and were not renewed. Also, some were facing engine / airframe overhauls.
There have been constraints on maintenance / MRO work and priority has been given to large gauge aircraft (same reason why some of the A319s have either remained in storage, or put into storage waiting for a maintenance slot). Also there have been pilot staffing & training constraints. That with the massive displacements caused by the churn in 2020 with the 777, MD88/90 leaving / pilot retirements, and other base closures DL faced a lot of pilot training. A lot of displacements coming in for 717 Captains, and 717 FOs positions now are almost all getting filed by new hires. A220 was constrained worse, and hence why it took only up until a few months ago to get the last of these new aircraft out of storage.

You are right though, which is what has been said, there could in theory be up to 64 in service, but have to navigate all these constraints, but it would take some of the short-term pressure off DCI carriers for Summer 2022. However, utilization on all narrowbody fleets is still well below 2019 utilization levels so there is room to ramp-up more, if they can staff the airplanes.

Since basically it's common knowledge now that Delta is gonna keep at least most of its 752s throughout the middle of the decade and then at least half of them by the end, would it be a good investment to put scimitars on top of the existing blended winglets? Not the split scimitars like on the 739s, but just scimitars on the top. UA and Icelandair have retrofitted some of their 757s with this same concept, but, if that program is not dead, why haven't Delta did this yet? Is it too expensive? The program died? Would the fuel savings be negligible? I personally am no expert on this but I've pondered this for a while..

https://airlinegeeks.com/2016/10/27/uni ... tallation/
Here is an article on the program. From 6 years ago now.

But if it died, how come? Since 2016 was around the time all the airlines who had 757s said "oh we literally have a crush on them" why didn't it recieve more customers than just United and Icelandair. How come American, Delta, and other operators at the time consider this?

Besides, DL could also retrofit their 757-300s/767-300ERs with them and make their 737-800s have split scimitars like on the 737-900ERs. Since a lot of airlines, including DL, want to improve their environmental impact, wouldn't this be a good start?

Sorry if it seems dumb to any of you, but I've wondered this for the longest time.

Thanks

My assumption is that it is because they don’t fly the 757s on the same missions as United or Icelandair. The longer the flight, the more beneficial the scimitars become. Again, this is purely speculation.

The DL 757s do a lot of short flights—ATL, DTW to Florida. SRQM RSW, MCO, TPA, MIA, FLL, you can count on being on a 757. The winglets don’t reduce consumption, might even slightly increase it.

If it makes them look sexier, hell yes !

they don't even have regular winglets on all of their 757's, which I was kinda surprised about.