|Quoting MIflyer12 (Reply 50):|
You can add the early group of A320s, about delivered 1990-1993, to that list of aircraft to be replaced. DL could take 3 CS aircraft a month __for a decade__ and not overbuy.
So Delta is going to replace a bunch of 150-160 airplanes with 130 seat airplanes?
not going to happen. As i posted before, MD88s will probably be a MAX8 order. A320s will be staying around now that Airbus is going to 75K cycles. They were to be replaced with 737s but that plan has changed with the life getting longer.
|Quoting Web500sjc (Reply 54):|
If DL wants to expand their 717 fleet they will have to over pay for a 15 year old frame (they are bidding against HA).
They didn't overpay for the 3 SAS frames they got.
|Quoting Web500sjc (Reply 54):|
Obviously with DL's 717 history, they won't retire the 717 any time soon, but they would have the pick of the best frames when leases expire, with very low prices, and they can make the fleet as big as they want. To allow that scenario to happen they would have to back fill the capacity with a similar sized aircraft (the c-series), that could also serve as a base to replace other frames that will be retired in the near future (md80s).
As I posted this is not how the 717 lease deal works.
All the planes from Boeing become Delta's at the end of the leases, period. No negotiations, no asking QF
, they belong to Delta.
I believe a few other frames are held by other leasers and all of those planes also has an end up at DL
deal at the end of the leases.
This is all per Anderson at an employee meeting. Somewhere there is a video of it floating on the internet. (unless DL
pulled it down)
Also as I said about I don't see them going down to replace the MD88s. I fully expect that to be a 738/739 v 320/321 order(or both). Possible NGs/CEOs to start but mostly MAX/NEO.
|Quoting airliner371 (Reply 56):|
WN's 717 leases should start to end soon, unless they extended it since the acquisition was announced, I know AirTran's 717 leases were to be up towards the end of this decade.
has said the leases start to end in ~7 years. (note that was two years ago when they started to take them)
|Quoting NWAROOSTER (Reply 58):|
Delta will continue to fly their 717s until they are timed out.
|Quoting KarelXWB (Reply 63):|
Everyone agrees CSeries is an impressive aircraft, except nobody buys it because they can't make the business case.
exactly. IMO this is exactly what RA
Look the E90E2 is running at 54M list, so 25M-32M at industry standard discounts. E95E2 is 60M list, so 30M-36M at discount.
The C100 is 71M so 35M-43M at discount and the C300 is 82M so 41M-49M per frame.
And the E2 has the same GTF
thinks is great. Obviously the C-series has better legs but since this will likely be a 100 seater competition does DL
really need a 100 seater that can fly a cross the country? probably not. (in a high fuel market it would burn money)
This has been DLs issue with the 787. Great plane, but they don't need a 767 replacement that can fly ATL
, they need something optimized for ATL
. Its the same deal here and I think in the case of a lot of airlines looking at the 100 seat size aircraft.
Yes the C300 would be a much better replacement for the 73G/319 aircraft but DL
isn't replacing these right now so that isn't a factor. IMO, at least in the next 10 years, the C-series chance went away when the E90s happened. In the short term, DL
can add more CF34 powered E90s if they want (again, TechOps has a CF34 shop so it isn't like its really like they are adding a new engine type) and then add GTF
powered E90s later.
I will also say the way DL
is being aggressive in the engine MRO
game as of late, I would not be shocked at all if Anderson isn't thinking about the evolution of TechOps in narrowbody MRO
game. I expect DL
will stay close with both Pratt and CFM in the future