DAL Fleet Plan

[FDJ2]

DAL will acquire all 15 B757-200ERs from AA.

7 B-737-700s in 2008, will ultimately acquire 20.
DAL likes the "high and hot" performance of the 700.

DAL will receive 2 B777LRs in 2008 and increase 777 fleet to between 20 and 25 B777s in next 3 years.

DAL fleet plan needs more 777s, not the 787.

DAL signed a term sheet to acquire at least 9 MD-90s. The MD-90s are 8-9 years old, cost 1/3rd as much as a B737-800 and are more fuel efficient.

13 additional domestic B767s will be converted to international configuration.

 

[180ToTheMarker]

Is this your opinion or is there a source?

 

[michael707767]

Is this your opinion or is there a source?

Source is a town hall meeting at Delta recently with Richard Anderson. There is a link to it on the DeltaNet.

 

[180ToTheMarker]

Source is a town hall meeting at Delta recently with Richard Anderson. There is a link to it on the DeltaNet.

Thanks...will look it up.

 

[800Dog]

DAL will acquire all 15 B757-200ERs from AA.

7 B-737-700s in 2008, will ultimately acquire 20.
DAL likes the "high and hot" performance of the 700.

DAL will receive 2 B777LRs in 2008 and increase 777 fleet to between 20 and 25 B777s in next 3 years.

DAL fleet plan needs more 777s, not the 787.

DAL signed a term sheet to acquire at least 9 MD-90s. The MD-90s are 8-9 years old, cost 1/3rd as much as a B737-800 and are more fuel efficient.

13 additional domestic B767s will be converted to international configuration.

Nothing but words from management!

 

[Spooky 2]

DAL will acquire all 15 B757-200ERs from AA.

7 B-737-700s in 2008, will ultimately acquire 20.
DAL likes the "high and hot" performance of the 700.

DAL will receive 2 B777LRs in 2008 and increase 777 fleet to between 20 and 25 B777s in next 3 years.

DAL fleet plan needs more 777s, not the 787.

DAL signed a term sheet to acquire at least 9 MD-90s. The MD-90s are 8-9 years old, cost 1/3rd as much as a B737-800 and are more fuel efficient.

13 additional domestic B767s will be converted to international configuration.

That logic will only work so long. When the competition starts flying 787' or 350's and saving from 20 to 25% in fuel plus the increased costs as the B767/757's start to age, the difffences in operating costs combined with the aging aiframes will push Delta into the 787 or whatever can be used to maintain a competitive edge. No large passenger air carrier can remain static for long and continue to remain a viable airline.

I also think a couple of those -231 (AA/TWA) aircraft went somewhere else besides Delta?

 

[JAM-BRO]

That logic will only work so long. When the competition starts flying 787' or 350's and saving from 20 to 25% in fuel plus the increased costs as the B767/757's start to age, the difffences in operating costs combined with the aging aiframes will push Delta into the 787 or whatever can be used to maintain a competitive edge. No large passenger air carrier can remain static for long and continue to remain a viable airline.

I also think a couple of those -231 (AA/TWA) aircraft went somewhere else besides Delta?

Dude

Sorry, but you are wrong. GL will tell you that Delta's Old 767s and Older Ex-TWA 757s are more fuel efficient when flown at Delta. Also, only their(Delta'a) 777s will provide the same fuel efficiency as 787s, just because they are Delta's and the routes chosen for these A/Cs are the most fuel efficient, especially when flown out of ATL. Just stay tuned for more. The Gen will give u the numbers.

 

[Spooky 2]

Dude

Sorry, but you are wrong. GL will tell you that Delta's Old 767s and Older Ex-TWA 757s are more fuel efficient when flown at Delta. Also, only their(Delta'a) 777s will provide the same fuel efficiency as 787s, just because they are Delta's and the routes chosen for these A/Cs are the most fuel efficient, especially when flown out of ATL. Just stay tuned for more. The Gen will give u the numbers.

I can hardly wait

 

[Spooky 2]

Dude

Sorry, but you are wrong. GL will tell you that Delta's Old 767s and Older Ex-TWA 757s are more fuel efficient when flown at Delta. Also, only their(Delta'a) 777s will provide the same fuel efficiency as 787s, just because they are Delta's and the routes chosen for these A/Cs are the most fuel efficient, especially when flown out of ATL. Just stay tuned for more. The Gen will give u the numbers.

Just to keep it honest, the ex TWA birds are very late sn. Around 99/2000 or newer perhaps. Should be pretty nice airplanes.

 

[catIIIc]

The MD-90 may be cheaper to aquire but they are not more fuel efficient the 737-800's just in seat mile costs alone. Our 800's carry 152-156 pax transcon burning around 5000-5500 lbs per hour.

The MD90 is a good airplane but was basically a failure for McDonnell Douglas, it did not meet any of the performance goals that were promised. That is why not many were sold.

 

[Spooky 2]

The MD-90 may be cheaper to aquire but they are not more fuel efficient the 737-800's just in seat mile costs alone. Our 800's carry 152-156 pax transcon burning around 5000-5500 lbs per hour.

The MD90 is a good airplane but was basically a failure for McDonnell Douglas, it did not meet any of the performance goals that were promised. That is why not many were sold.

So what's your point. Obviously a new -800 costs more than a 12 year old MD90. Certainly Delta is not buying used MD90's.....even from China.

 

[rf285]

More like 5600-to 6200, but whose counting? I flew those airplanes, too.

 

[General Lee]

So what's your point. Obviously a new -800 costs more than a 12 year old MD90. Certainly Delta is not buying used MD90's.....even from China.

There are a few different sources for used MD90s. The ones from China Eastern and China Northern Airlines (may have a lot of sweet and sour sauce in the grooves in the cockpit though), JAS in Japan may have some for sale, and Saudia just announced getting new A320s to replace their MD90s. A lot of these were built in the late 90s, and have plenty of useful life left. If you want to look at old planes, look at AA's MD80s. I think our MD90s and even our MD88s are nicer than those. I have a feeling we will be looking at any MD90 that is put up for sale. It is an upgrade to the MD88 according to some SLC based DL pilots I have talked to flying it.

Bye Bye--General Lee

 

[General Lee]

The MD-90 may be cheaper to aquire but they are not more fuel efficient the 737-800's just in seat mile costs alone. Our 800's carry 152-156 pax transcon burning around 5000-5500 lbs per hour.

The MD90 is a good airplane but was basically a failure for McDonnell Douglas, it did not meet any of the performance goals that were promised. That is why not many were sold.

I have heard that the MD90s for sale are about $9 million each, including the engines. That is a good deal, when a CR9 at Comair costs $27 million. We already have mechanics who know how to work on them, and they may last 10-15 more years. Sounds like a winner.

Bye Bye--General Lee

 

[~~~^~~~]

Cat III:

Those who claim the 737-800 is more fuel efficient and those who claim the MD90 burns less are both correct.

The 737-800's efficiency comes from its advanced wing and ability to cruise 4,000 feet higher. On a trans - con the 737 wins the efficiency race. On the typical 400 to 600nm trip the MD90 is even, if not slightly below the 737-800's numbers. Slightly less thrust to push a slightly narrower, lighter (2,000lb empty weight difference), jet.

MDD was experimenting with versions of the MD90 operating up to 180,000lbs and landing at 160,000lbs when Boeing pulled the plug.

Boeing decided the MD95 wasn't a threat to the 737NG so it remained.

For comparison the MD88 burns 15% more than the bigger, heavier, 90.

As far as sales go, it is hard to say since Boeing stopped taking orders and would not sell the airplane. I've read that the 90 beat guarantees by 1.7 to 2.0% Initially the new electrical system caused problems, but Delta, the launch customer, worked them out.