Latest 717 rumor: DL deal in place
May 23, 2012, 1:35 pm
#181
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I think it's jussstttt about time to put Mr. Adamj on ignore.....
May 23, 2012, 1:54 pm
#183
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May 23, 2012, 3:10 pm
#184
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Where do you work? You cant make false statements about reliability of the BR715 on the 717 and get away with it by sounding like a RR/BMW rep. Again please tell us what your professional experience is with this engine on the 717.
If you want to be technical its the evolution of the BR710 on the 717 which is the BR715 (30 series)...58 inch fan diamater, different core and bypass ratio. What is good on a business jet isnt necessarily good when upsized (or downsized) to commercial aviation especially in high cycle situations.
If you want to be technical its the evolution of the BR710 on the 717 which is the BR715 (30 series)...58 inch fan diamater, different core and bypass ratio. What is good on a business jet isnt necessarily good when upsized (or downsized) to commercial aviation especially in high cycle situations.
May 23, 2012, 3:15 pm
#185
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May 23, 2012, 4:02 pm
#186
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May 23, 2012, 4:29 pm
#187
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May 23, 2012, 5:00 pm
#188
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Where do you work? You cant make false statements about reliability of the BR715 on the 717 and get away with it by sounding like a RR/BMW rep. Again please tell us what your professional experience is with this engine on the 717.
If you want to be technical its the evolution of the BR710 on the 717 which is the BR715 (30 series)...58 inch fan diamater, different core and bypass ratio. What is good on a business jet isnt necessarily good when upsized (or downsized) to commercial aviation especially in high cycle situations.
If you want to be technical its the evolution of the BR710 on the 717 which is the BR715 (30 series)...58 inch fan diamater, different core and bypass ratio. What is good on a business jet isnt necessarily good when upsized (or downsized) to commercial aviation especially in high cycle situations.
http://www.aero-news.net/index.cfm?d...e-8743dd53ad97
The 715 engines have been in use by AirTran and other providers who publically disclose the reliability statistics. All of the airlines who have these aircraft report back to various agencies including the DOT and others as well. None of this information is hidden from the public. There are 2 different engine types from what I know and AirTran has some mixed engine fleets some have the upgrades, others don't and I believe Delta wanted them all upgraded and probably got what they wanted with the Mods being done by BMW/Rolls Royce on behalf of them before delivery.
But other than the upgrades which provide for handing certain routes that the other engine derivative couldn't handle, yes these engines have done loads of cycles and the reliability of these engines and the safety rating has been proven for a long time now.
Delta knew what they were getting at here and taking over these subleases was an amazing move since Delta will now have more seats available on its regional fleet flown by mainline pilots.
The 717's for Delta will be even more useful than it was when it was in service for AirTran.
Lots of links and public information support these claims. The only downside is it won't be in Delta's fleet till mid 2013 and beyond.
Last edited by adamj023; May 23, 2012 at 5:18 pm
May 23, 2012, 6:49 pm
#189
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I hear a rumored from aviation forum. WN will acquire the 10 73W aircraft from DL. Any truth about entire 73W aircraft to WN? Is that 737-700 aircraft?
May 23, 2012, 7:09 pm
#190
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Based on adamj's comments on many threads, I basically ignore his comments and chalk them up to someone with an inferiority complex that feels he has to act like he knows everything. Not attacking him, just stating the image he portrays.
May 23, 2012, 7:40 pm
#191
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I think this is a great move. Those tired old -9's may be well kept, but face it, they're old. I know a well maintained plane will last a long time, but not forever. I expect they'll be withdrawn as they time out to their next C/D check.
May 24, 2012, 12:05 am
#192
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One of the originals:
http://www.flyertalk.com/forum/delta...s-today-4.html
May 24, 2012, 8:25 am
#193
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Perhaps in recognition of his resolute fealty, a sinecure as a Delta Social Ambassador might be in the offing. In all fairness, he posts more often then those so designated.
May 24, 2012, 10:38 am
#194
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Analysis on CrankyFlier
Interesting stuff...
http://crankyflier.com/2012/05/24/de...ilot-agreement
50-Seat Regional Jets Slashed by 65 Percent
But that’s not a one for one replacement; there are still an extra 67 airplanes if we do the math. Delta says it wants to keep capacity flat, so what else will happen? The airline will slash and burn the 50 seat regionals. Here’s how Delta lines up with 50 seaters as of the last quarter:
That’s 353 of those 50-seaters buzzing around. And you know what the new contract would allow? No more than 125.
Holy cow, that’s a massive decrease. Delta is happy about this because with oil where it is, those 50-seaters are completely uneconomical. The pilots are happy because they get rid of a ton of outsourcing. But wait, we’re still out of balance. Let’s do some math. The DC-9s have 120 passengers, so multiplied by 21 airplanes and you have 2,520 seats. The 717s have 110 seats, so multiplied by 88 airplanes and that adds 9,680 seats. The RJs have 50 seats, so multiply that by 228 airplanes that are going away and you have 11,400. So right now, we’re removing 13,920 seats and adding back only 9,680. What about the rest?
[sic]
But that’s not a one for one replacement; there are still an extra 67 airplanes if we do the math. Delta says it wants to keep capacity flat, so what else will happen? The airline will slash and burn the 50 seat regionals. Here’s how Delta lines up with 50 seaters as of the last quarter:
That’s 353 of those 50-seaters buzzing around. And you know what the new contract would allow? No more than 125.
Holy cow, that’s a massive decrease. Delta is happy about this because with oil where it is, those 50-seaters are completely uneconomical. The pilots are happy because they get rid of a ton of outsourcing. But wait, we’re still out of balance. Let’s do some math. The DC-9s have 120 passengers, so multiplied by 21 airplanes and you have 2,520 seats. The 717s have 110 seats, so multiplied by 88 airplanes and that adds 9,680 seats. The RJs have 50 seats, so multiply that by 228 airplanes that are going away and you have 11,400. So right now, we’re removing 13,920 seats and adding back only 9,680. What about the rest?
[sic]
May 24, 2012, 10:43 am
#195
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Let’s do some math. The DC-9s have 120 passengers, so multiplied by 21 airplanes and you have 2,520 seats. The 717s have 110 seats, so multiplied by 88 airplanes and that adds 9,680 seats. The RJs have 50 seats, so multiply that by 228 airplanes that are going away and you have 11,400. So right now, we’re removing 13,920 seats and adding back only 9,680. What about the rest?
Add in (up to) 70 new 2-class, 76-seat RJs permitted under the revised scope clause waiting to be approved by the pilots. The plan is pretty close to seat-for-seat.
Add in (up to) 70 new 2-class, 76-seat RJs permitted under the revised scope clause waiting to be approved by the pilots. The plan is pretty close to seat-for-seat.