compensateme wrote:So why didn't this love story pan out in the 1990s?
PSU.DTW.SCE wrote:Despite the tone of the thread and snarky responses, I actually am genuinely curious on the topic.
I didn't pay as much attention to aircraft orders and DL fleet strategy 20 years ago, so I'm actually interested in a serious answer.
- Where they a serious contender for 717s in the late 90s?
- Was there a falling-out between DL and McD with due to the lackluster MD-90 & MD-11 performance?
- Did DL not need a small mainline aircraft at the time? (e.g., were the 73S still sufficient?)
KGRB wrote:compensateme wrote:So why didn't this love story pan out in the 1990s?
Simply put, DL was in love with the CRJ-200 more. What started out as a replacement for the SAAB, Brazillia, and ATR ended up replacing mainline on myriad routes that were previously flown by DC-9s and 737-200s. By the mid-2000s CRJs were flying ridiculous routes that they had no place being like LAS-CVG and DFW-OAK.
It wasn't until Richard Anderson came along that the "up-gauge to mainline" strategy was put into effect and the used MD-90s & 717s were acquired to grow the mainline.
Floridaguy74656 wrote:Because Delta really could care less about Long Beach or any other production plant. That is an issue for the manufacturer. Delta only cares about what makes them the most return on an investment. They didn't think it made sense for them at the time so they didn't do it. And I would bet not one bean counter at Delta cared at all that Long Beach production closed up.
compensateme wrote:Obviously DL was a loyal McDonnell Douglas consumer.
compensateme wrote:In the early 1990s, McDonnell Douglas was shopping around the MD-95, but couldn't find any takers. It would take several years until the type found its first order, from ValuJet.
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