This is partly being discussed on another thread, but I would like to have a conversation on the much broader topic of it. Some of these updates are not completely new, but I will mention them any way.

The AA MD80's have been completely removed from the following routes per the latest schedule updates:

DFW-PDX
DFW-SJC (one frequency is even being operated by a CR9)
DFW-LAS
DFW-RNO
DFW-SAN
DFW-DCA
DFW-MEX
DFW-GDL
DFW-ATL
DFW-BHM (going all Envoy)
DFW-HSV (going all Envoy)
DFW-ICT (going all Envoy)

They are almost completely gone from (meaning only one or two frequencies left):

DFW-DEN
DFW-DTW
DFW-MCO

They are actively being replaced on (meaning significantly less MD80 frequencies than in recent past):

DFW-PHL
DFW-CLT

Where does that leave this aircraft for AA? I predict the following:

1) They will be solely in and out of DFW until they disappear from the fleet.
2) They will be used on flights between DFW and midsized to cities and metro areas in the South, Midwest and Mountain West as well cities within Texas (think AUS, SAT, IAH, CMH, IND, RIC, ORF, IND, etc.).
3) DFW-ORD will be the last major city pair flown with the MD80.

Thoughts?

Quoting LAXdude1023 (Thread starter): 1) They will be solely in and out of DFW until they disappear from the fleet.

Agreed, though it's interesting that all of the shrinkage you document is at DFW.

Did AA remove all the S80's off the DFW-EWR run?

Seems not that long ago that route was all S80's

Why is DL still relying on MDs more than AA does? I'm not complaining though  

Quoting LAXdude1023 (Thread starter): They are actively being replaced on (meaning significantly less MD80 frequencies than in recent past): DFW-PHL DFW-CLT

Add DFW-ABQ to this. Down to 4 a day now.

Quoting TS-IOR (Reply 3): Why is DL still relying on MDs more than AA does?

A comprehensive answer will be complex but there's an easy partial answer: AA has the older MDs. AA started receiving MD-82s about four full years before DL started taking delivery of MD-88s.

Looks like the only remaining MD80 routes out of STL are DFW-STL, LAX-STL, and ORD-STL. LGA and DCA are entirely RJs now. MIA, which has been exclusively 757 for a while is now entirely A319.

I wouldn't be surprised if DFW-STL was one of the very last MD80 routes. It's still 8x daily on the Mad Dog as of the most current timetable. I am surprised that STL-LAX is still MD80. Given the stage length, one would think it would be a prime candidate for a more efficient 738 or A319.

Don't forget the DFW-MKE run (I know it's eventually going Airbus)

Wasn't AA's PHX-DFW flights all MD-80 at one point? Now it is a mix of 738s and A321s (not counting the US Airways flights).

Quoting LAXdude1023 (Thread starter): DFW-PDX DFW-SJC (one frequency is even being operated by a CR9) DFW-LAS DFW-RNO DFW-SAN DFW-DCA DFW-MEX DFW-GDL DFW-ATL DFW-BHM (going all Envoy) DFW-HSV (going all Envoy) DFW-ICT (going all Envoy)

They have all gone from DFW to YYZ as well.

It looks like the MD-80s will be gone in less than 2 years,thats why none will get new paint.How many are left in AA's fleet.

Quoting 1337Delta764 (Reply 8): Wasn't AA's PHX-DFW flights all MD-80 at one point? Now it is a mix of 738s and A321s (not counting the US Airways flights).

I believe you're right. I flew that route a few months ago and it was on the 738.

Quoting 1337Delta764 (Reply 8): Wasn't AA's PHX-DFW flights all MD-80 at one point? Now it is a mix of 738s and A321s (not counting the US Airways flights).

It is, but its been that way for a bit. Thats why didn't include it.

Quoting brilondon (Reply 9): They have all gone from DFW to YYZ as well.

Same reason as above. DFW-YYZ has been all 319 for at least a year or so.

Quoting Cubsrule (Reply 1): Agreed, though it's interesting that all of the shrinkage you document is at DFW.

Thats because pretty much all the MD 80 flight is already at DFW. There isn't much left at other hubs.

Worth noting is that some routes have actually increased in MD 80 in the new schedule. DFW-CLE is now all MD 80.

Quoting LAXdude1023 (Thread starter): DFW-SJC

The timetable in March-July shows 4 738s and 1 MD80 on this route. Where are you seeing this at? Very long route for CR9.

Quoting 1337Delta764 (Reply 8):

Yes it did for many years. I'm flying that route in the next week and it's 738 in and A321 with sharklets out

MD80s are being pulled from the fleet at 1 per week (on average). There are multiple spares at DFW and ORD to fill in for maintenance on some flights (experienced this a couple of times, delay was due to getting a crew, not a plane). The ORD MD80 (reliable rumor has it), will be closed in early '16 with a "domestic" AB base announced (Int'l will be mid '16 as 738's will not be used for all Mexico routes, as I've been told). Also, I'm still hearing that ORD-DFW will be the final MD80 flight, but there will be a farewell tour the last month. Who knows, but I'll miss the F on those birds! Many upgrades on them!

Quoting LAXdude1023 (Thread starter): DFW-SJC (one frequency is even being operated by a CR9)

Wow. That is a huge downgrade. We were hoping for a A319 at least. That really sucks but is going to open the door for WN to fly DAL-SJC.

Quoting DeltaXNA (Reply 13): The timetable in March-July shows 4 738s and 1 MD80 on this route. Where are you seeing this at? Very long route for CR9.

Its in the GDS.

Effective March 29, DFW-SJC goes to 3x 738, 1x 319, and 1x CR9.
Effective April 10, DFW-SJC goes to 4x 738 and 1x CR9.

Quoting TylerSmithSJC (Reply 16): Wow. That is a huge downgrade. We were hoping for a A319 at least. That really sucks but is going to open the door for WN to fly DAL-SJC.

Its actually an increase in capacity and an upgrade over all. Only one flight a day is a CR9 the rest are 738. Just avoid that one flight. Its probably just in there for positioning anyway.

Quoting nomorerjs (Reply 15): lso, I'm still hearing that ORD-DFW will be the final MD80 flight, but there will be a farewell tour the last month

I would be surprised, but I wouldn't be at the same time. Ill be interested to see what routes like DFW-AUS/STL/MCI look like when the MD80 is completely gone.

Quoting 1337Delta764 (Reply 8): Wasn't AA's PHX-DFW flights all MD-80 at one point?

Indeed they were.

Quoting 1337Delta764 (Reply 8): Now it is a mix of 738s and A321s (not counting the US Airways flights).

The last M80 out of Phoenix leaves tomorrow evening. All the ORD frequencies are now 738s, and the M80 frequencies are being replaced by AA A321Bs.

Quoting LAXdude1023 (Reply 12): Thats because pretty much all the MD 80 flight is already at DFW. There isn't much left at other hubs.

ORD has a base still, right? Of course, the issue may be that there's just enough critical mass for a pilot base at ORD, so it makes sense to leave the ORD S80 operation more stable for now.

Here at CMH we have 2 AA MD-80s for the DFW-CMH.what will they be replaced with? Boeing 737-823,Airbus A319 or
will that route be Eagle with E-170s/

AA still shows nothing but the MD80 between SMF and DFW into next November (with the exception of a short-season red-eye on a 738, but it's gone by August). It's been all Super 80 practically since the aircraft entered the fleet. For a while, they operated one 757 SMF-SNA-DFW (RT) which I would take once in a while just for the real airplane and amenities (music, movies, video).

Obviously SMF will eventually get something else, but I wonder if that will be 738 or A321. Or 320 once AA and US are combined and equipment shuffled. Too much premium traffic for the LAA 319.

Quoting Cubsrule (Reply 20):

They do, but the number of routes where ORD has a large number of MD80s in frequency is small. The only ones that leap to mind are DFW, AUS, STL, and TPA. Thats pretty much it.

Quoting Wingtips56 (Reply 22): Obviously SMF will eventually get something else, but I wonder if that will be 738 or A321. Or 320 once AA and US are combined and equipment shuffled. Too much premium traffic for the LAA 319.

I could see DFW-SMF being a combo of 738 and 319 or reduced frequency with a 738.

Quoting doulasc (Reply 21): Here at CMH we have 2 AA MD-80s for the DFW-CMH.what will they be replaced with? Boeing 737-823,Airbus A319 or will that route be Eagle with E-170s/

Actually, there are 5 daily flights between DFW and CMH all of which are MD 80's. In the end, I think CMH might be a mix of planes. DFW-CMH seems like a 319 kind of route if the same frequencies are kept.

Quoting MIflyer12 (Reply 5): A comprehensive answer will be complex but there's an easy partial answer: AA has the older MDs. AA started receiving MD-82s about four full years before DL started taking delivery of MD-88s.

Although DL will also probably be flying the MD-90s for years after the 88s are retired. They really aren't all that old.

Quoting LAXdude1023 (Reply 23): They do, but the number of routes where ORD has a large number of MD80s in frequency is small. The only ones that leap to mind are DFW, AUS, STL, and TPA. Thats pretty much it.

That was sort of my point. They may need to keep pretty much all of that flying at ORD until they are ready to close the base.

Quoting LAXdude1023 (Reply 17): Its in the GDS. Effective March 29, DFW-SJC goes to 3x 738, 1x 319, and 1x CR9. Effective April 10, DFW-SJC goes to 4x 738 and 1x CR9.

I did a dummy booking for June-July and the a319 comes back again, once a day.

We are finally starting to see a notable dent in the DFW S80 operations. This is certainly indicative that the end is nearing closer, despite the number of frames still at a healthy 130+. That said, a small short-term consolation is that with the greater number of DFW reductions, there will be a greater number non-DFW routings remaining. Of course, inevitably DFW will be the final base and the O&D for all AA MD-80 flights by 2017, if not sooner.

Quoting TS-IOR (Reply 3): Why is DL still relying on MDs more than AA does?

Because DL's CEO has a more responsible CapEx strategy when it comes to fleet planning, and utilizing existing paid-off assets and in-house support infrastructure. Doug Parker does not come from the same school of thought, as US had no such assets and infrastructure. (The 737 classic fleet was hardly comparable).

DL and AA are not apples to apples, but in this post consolidation era of steady profits, they are closer then perhaps ever before. It is simply a difference in strategy. AA could implement the DL approach successfully if they so chose, and DL could place a record 450 firm A32X/737 order tomorrow and begin parking the MD-88s as well. One thing I am sure of from my time working with AA; Bob Crandall would not be taking the Doug Parker approach.   

Quoting MIflyer12 (Reply 5): AA has the older MDs. AA started receiving MD-82s about four full years before DL started taking delivery of MD-88s.

While true AA received initial deliveries in 1983 vs 1987 for DL, most of those first 100+ deliveries have since long been retired. AA also has a substantial ex-TW subfleet, with deliveries ranging from 1993-1999. Almost all of these are younger than DL's MD-88 fleet. So the relative age is not a factor.

Quoting nomorerjs (Reply 15): Also, I'm still hearing that ORD-DFW will be the final MD80 flight, but there will be a farewell tour the last month.

   I absolutely expect this to be the case.

Quoting LAXdude1023 (Reply 23): They do, but the number of routes where ORD has a large number of MD80s in frequency is small. The only ones that leap to mind are DFW, AUS, STL, and TPA. Thats pretty much it.

Correct - Small number of frequencies. But a bit more routes than that. IIRC, for 2015 add: TUS, DEN, MCI, EWR, LGA, DCA, RDU, PSP, LAS, MCO, MSP, RNO

And last but not least: at 1550 NM & 4.5 hours duration, ORD-PVR, which is longest MD flight in the world, operated by an MD-83. DL's ATL-TUS MD-90 service is an honorable mention.

Quoting HPRamper (Reply 25): Although DL will also probably be flying the MD-90s for years after the 88s are retired. They really aren't all that old.

Baring any significant shift in strategy, DL will operate the MD-90 and 717s into the early 2030s.

Quoting TrijetsRMissed (Reply 28): Baring any significant shift in strategy, DL will operate the MD-90 and 717s into the early 2030s.

I can even see them operating the MD88's until then as well.

"Are they getting repainted, etc...?"

Just to stir the pot a little on AA's late-build ex-TWA MD-83 fleet...does anyone think there is any possibility of AA offloading their fleet of late-builds to DL for cheap conversion to MD-88's? Surely those birds still have a significant amount of life left in them at under 20 years old and they could replace some of DL's older MD-88's coming up on cycle limits. Could be cheap capacity for DL and a way for AA to get some residual value from their MD retirements.

There is still more md80s than 737 on the Phx-dfw route, 5 mad dogs vs 4 738

Quoting AVENSAB727 (Reply 19):

HOU Will go all CR7/9 soon. As for IAH I'm sure it'll mix up from time to time like the rest of the airports in Texas. Just the other day I was on a 738 from IAH-DFW. I've seen sometimes they have two 737s or one 319, one 737, and the rest S80s

DFW-MSP goes to 4x S80 and 2x 738 this Spring. There used to be a single 738 on the route for a while, but lately it switched back to all S80. Now it goes into new 738 territory.

Looks like DFW-OKC has also been downgraded to 5x S80 1x CR9 1x CR7 if I'm reading the timetable right. In the winter used to be 7x S80 IIRC, with some RJ freqs added in the summer. I suspect (hope) that OKC will be one of the last S80 outstations. Surprised OKC hasn't yet been mentioned in this thread.

Quoting 93Sierra (Reply 32): There is still more md80s than 737 on the Phx-dfw route, 5 mad dogs vs 4 738

And tomorrow (1/6) there will be none, going to 7 738s and 1 32B. There are still a few MDs sprinkled throughout the PHX-DFW schedule for the next few months but they no longer have a significant presence on the route.

Quoting TrijetsRMissed (Reply 28): We are finally starting to see a notable dent in the DFW S80 operations.

True - any DFW spotting trip yields more 738s than S80s, and has for a while now.

Quoting 9w748capt (Reply 35): Looks like DFW-OKC has also been downgraded to 5x S80 1x CR9 1x CR7 if I'm reading the timetable right. In the winter used to be 7x S80 IIRC, with some RJ freqs added in the summer. I suspect (hope) that OKC will be one of the last S80 outstations. Surprised OKC hasn't yet been mentioned in this thread.

For the first time in many many years (if ever?) Delta will operate more mainline flights into OKC this summer than AA. DL will serve ATL 6 daily on mainline equipment (up from 5), while AA will operate 5 mainline (down from the historical 7).

I wonder as the S80's leave, if we will continue to receive CR9's as replacements to DFW, or we will keep mainline frequencies (738 or 319).

Quoting jetmatt777 (Reply 38): For the first time in many many years (if ever?) Delta will operate more mainline flights into OKC this summer than AA. DL will serve ATL 6 daily on mainline equipment (up from 5), while AA will operate 5 mainline (down from the historical 7). I wonder as the S80's leave, if we will continue to receive CR9's as replacements to DFW, or we will keep mainline frequencies (738 or 319).

On a short route like DFW-OKC, Id rather have a large RJ than an MD80. Its quicker to load and get off and the flight is only 30 minutes as is. For the DFW-SJC flight thats opperated on a CR9, Ill avoid that. If its an hour and a half or less, its no big deal.

Quoting LAXdude1023 (Reply 39): On a short route like DFW-OKC, Id rather have a large RJ than an MD80. Its quicker to load and get off and the flight is only 30 minutes as is. For the DFW-SJC flight thats opperated on a CR9, Ill avoid that. If its an hour and a half or less, its no big deal.

Meh - personally I'd take the S80 any day. First off much higher chance of an op-up (ok only a 30 minute flight but it's still fun to get an op-up!), and the CR7/9 can't handle a standard sized rollaboard - so whatever time you save boarding/deboarding, you lose while waiting for your carry-on. I'm sure AA elites would agree - I can usually get seats in the first few rows of Y anyway so we'll be off quick.

Quoting TrijetsRMissed (Reply 28): While true AA received initial deliveries in 1983 vs 1987 for DL, most of those first 100+ deliveries have since long been retired. AA also has a substantial ex-TW subfleet, with deliveries ranging from 1993-1999. Almost all of these are younger than DL's MD-88 fleet. So the relative age is not a factor.

DL's combined MD80/90 fleet is actually slightly younger on average than AA's MD80 fleet is. Plus, DL's average age is being boosted by the much younger MD90s being included in that average as well. While it's true AA has the ex-TW birds, it still has nAAtive MD80s built in the mid 80s on property.

Quoting gdg9 (Reply 37): True - any DFW spotting trip yields more 738s than S80s, and has for a while now.

Considering there's now almost twice as many 738s in the fleet as MD80s, I'd hope so.....

Quoting 9w748capt (Reply 40): the CR7/9 can't handle a standard sized rollaboard - so whatever time you save boarding/deboarding, you lose while waiting for your carry-on. I'm sure AA elites would agree - I can usually get seats in the first few rows of Y anyway so we'll be off quick.

This to me is the single biggest strike against the CRJ series. Absolutely nobody enjoys lining up in a cramped jetway, particularly one that's extremely cold or extremely hot, to wait for "valet" checked bags.

The larger Embraer jets don't have this problem. For that reason and countless others, it's a better product from the passenger's standpoint. Airlines may love the economics of the CR9, but it's a horrible aircraft for pax.

Quoting TrijetsRMissed (Reply 28): While true AA received initial deliveries in 1983 vs 1987 for DL, most of those first 100+ deliveries have since long been retired. AA also has a substantial ex-TW subfleet, with deliveries ranging from 1993-1999. Almost all of these are younger than DL's MD-88 fleet. So the relative age is not a factor.

Average subfleet age is a very poor metric for determining retirements. Hypothetically a subfleet could consist of x 40-year old aircraft and x brand new aircraft giving a subfleet age of 20 years. It's going to be the 40-year old stuff that gets retired. (Skip the question of chronological age v. cycles.)

My point above was/is that the oldest AA MD-82s are older than DL's oldest MD-88s. That's true whether we look at original deliveries or what AA is still flying today.

Quoting jsnww81 (Reply 42): Quoting 9w748capt (Reply 40): the CR7/9 can't handle a standard sized rollaboard - so whatever time you save boarding/deboarding, you lose while waiting for your carry-on. I'm sure AA elites would agree - I can usually get seats in the first few rows of Y anyway so we'll be off quick. This to me is the single biggest strike against the CRJ series. Absolutely nobody enjoys lining up in a cramped jetway, particularly one that's extremely cold or extremely hot, to wait for "valet" checked bags. The larger Embraer jets don't have this problem. For that reason and countless others, it's a better product from the passenger's standpoint. Airlines may love the economics of the CR9, but it's a horrible aircraft for pax.

I flew the CR9 for the first time on the PHX-TUS-PHX legs over the holiday (Mesa outbound/Skywest return). My rollaboard that would normally have to be valet'd on an MQ plane fit in the overhead bin of this aircraft. Would it also fit on the CR7 (i.e. do they have the same size overhead bin)?

I would think all CR7s and CR9s have the lower floor which makes the cabin feel less cramped as compared to the CRJ-100 and 200s. All the NextGen models would have bins capable of taking rollaboards.

Quoting MIflyer12 (Reply 43): My point above was/is that the oldest AA MD-82s are older than DL's oldest MD-88s. That's true whether we look at original deliveries or what AA is still flying today.

Barely true at this point. Now only three of AA's active MD-82s are older than the oldest DL MD-88. And we're only talking a few months anyway. As a whole DL's fleet is older.

Quoting 777stl (Reply 41): DL's combined MD80/90 fleet is actually slightly younger on average than AA's MD80 fleet is. Plus, DL's average age is being boosted by the much younger MD90s being included in that average as well.

And then, if you include the 717s in that mix as well ... skews DL's average age even younger

Here are some updates on AA's Europe network this summer:

DFW:
LHR - 1x 77W and 2x 777
CDG - 1x 777
FRA - 1x 763
MAD - 1x 763

ORD:
LHR - 2x 777 and 1x 763
CDG - 1x 763
FCO - 1x 763
DUB - 1x 763
MAN - 1x 763

MIA:
LHR - 2x 777
MAD - 1x 763
CDG - 1x 763
BCN - 1x 763
FRA - 1x 763
MXP - 1x 763

JFK:
LHR - 3x 77W
MAN - 1x 763
EDI - 1x 757
CDG - 1x 763 and 1x 757
MAD - 1x 763
BCN - 1x 763
FCO - 1x 763
DUB - 1x 763
MXP - 1x 763

LAX:
LHR - 2x 77W

RDU:
LHR - 1x 763

And for the US Airways of AA:

PHL:
LHR - 1x 333 and 1x 752
CDG - 1x 333
FRA - 1x 332
MAN - 1x 332
MAD - 1x 332
SNN - 1x 757
DUB - 1x 332
AMS - 1x 757
BRU - 1x 757
LIS - 1x 757
MUC - 1x 332
FCO - 1x 333
TLV - 1x 332
VCE - 1x 333
ATH - 1x 332

CLT:
LHR - 2x 333
CDG - 1x 333
MAD - 1x 332
FRA - 1x 332
DUB - 1x 332
FCO - 1x 333

Quoting TrijetsRMissed (Reply 28): Because DL's CEO has a more responsible CapEx strategy when it comes to fleet planning, and utilizing existing paid-off assets and in-house support infrastructure. Doug Parker does not come from the same school of thought, as US had no such assets and infrastructure. (The 737 classic fleet was hardly comparable).DL and AA are not apples to apples, but in this post consolidation era of steady profits, they are closer then perhaps ever before. It is simply a difference in strategy. AA could implement the DL approach successfully if they so chose, and DL could place a record 450 firm A32X/737 order tomorrow and begin parking the MD-88s as well. One thing I am sure of from my time working with AA; Bob Crandall would not be taking the Doug Parker approach

Would you care to elaborate further on the differences in strategy and why one may be more prudent than the other?