Delta to order 100+ Airbus A321neo Aircraft
Dec 14, 2017, 11:20 am
#106
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I found the wording about IFE to be interesting...
"On-demand inflight entertainment, high-speed satellite WiFi, power ports as well as streaming video content will be available at every seat through Delta Studio."
Does this mean no seatback screens? Or is that implied?
"On-demand inflight entertainment, high-speed satellite WiFi, power ports as well as streaming video content will be available at every seat through Delta Studio."
Does this mean no seatback screens? Or is that implied?
Dec 14, 2017, 11:43 am
#108
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Dec 14, 2017, 11:48 am
#109
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Dec 14, 2017, 11:51 am
#110
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You don't know what you are talking about. What happened nearly 50 years ago with the RB211 has absolutely nothing to do with the current Trents. Triple spools are not "unnecessarily complex". For a person educated on them they are quite simple to understand and have benefits over the twin spools of GE/PW. The Trent XWB is also nothing short of a technological marvel and might be the best motor on the market, period. The GE90, for example has stupid high cost, stupid high maintenance costs, and stupid high overhaul costs. On wing/TBO times are not that great either.
The PW1100G, when working correctly, is the best motor for the A321NEO. Most of the issues have been worked out it is just about finding shop time to fix the current on wing engines as well as Pratts supply chain trying to ramp up production faster than planned. The GTF is the way of the future. Rolls is already trying to move that way with the UltraFan and GE/CFM will move that way with the next narrow body engine. Like the 787, the first to the game generally has some teething issue.
Technik isn't "spun off". It is a subsidiary of Lufthansa Group. Like Delta and Air France/KLM, Lufthansa are smart enough to know that the revenue from the MRO work is a big deal. TechOps makes around $750M to $1B in revenue, in what world does it make sense to give that money away? Also a multi-million if not billion engine contract is not silly at all.
The PW1100G, when working correctly, is the best motor for the A321NEO. Most of the issues have been worked out it is just about finding shop time to fix the current on wing engines as well as Pratts supply chain trying to ramp up production faster than planned. The GTF is the way of the future. Rolls is already trying to move that way with the UltraFan and GE/CFM will move that way with the next narrow body engine. Like the 787, the first to the game generally has some teething issue.
Technik isn't "spun off". It is a subsidiary of Lufthansa Group. Like Delta and Air France/KLM, Lufthansa are smart enough to know that the revenue from the MRO work is a big deal. TechOps makes around $750M to $1B in revenue, in what world does it make sense to give that money away? Also a multi-million if not billion engine contract is not silly at all.
Oh and I found the quote from Bastian saying they still had a great relationship with Boeing to be amusing. They haven't ordered a new Boeing in almost a decade. And the 739 only won that order because Delta was on the hook for the 787 cancelation. Had that not happened there wouldn't be any 739 in the fleet.
Dec 14, 2017, 11:51 am
#111
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Dec 14, 2017, 12:08 pm
#112
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Yes, they has been delete the door 2L/R.
Yes, they will have an extra row for economy class. Right, the 2L/R door will deleted.
Yes, they will have an extra row for economy class. Right, the 2L/R door will deleted.
Dec 14, 2017, 1:24 pm
#113
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I think it means PTVs. Otherwise it would be redundant with streaming video.
Dec 14, 2017, 6:38 pm
#114
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Yes the 2L/R doors just forward of the wing are deleted, they can't be used for boarding anyway. Either one pair or two of overwing exits are added, however. (Probably one pair given the density here. Two overwings per side would be for ULCC-type densities or on less dense aircraft, can allow the 3L/R doors to be deactivated). The behind-the-wing doors are moved back roughly two seat rows, or 4 frames to be exact.
With a total seat-count increase of 5, that should mean that both the pair at row 13 and the pair at 26 become more typical triples, and one additional set of three seats on one side of the aisle gets added, to get to the planned 197 pax.
The good news in this, if I'm extrapolating accurately, is that in addition to having 30 C+ seats, there will now be 12 extra-legroom exit row seats in Y (as opposed to 6 now). Six overwing + six at the doors just aft of the wings. All that rejiggering should, one hopes, allow the majority if not all Y seats to have a 31" pitch. DL management has said that their goal is to be at an average 31 pitch fleetwide for Y. Of course some seats and some a/c will be closer to 30" even within a 'fleetwide average' 31.
Will they keep a mid-cabin lav I guess is not known. I hope so, as it'd be a long walk from C+ to a lav cluster of 3 at the back, as is done on the 739s. I also suspect FAs dislike the 3 at the back, as it causes even more pax congregating by the rear galley.
With a total seat-count increase of 5, that should mean that both the pair at row 13 and the pair at 26 become more typical triples, and one additional set of three seats on one side of the aisle gets added, to get to the planned 197 pax.
The good news in this, if I'm extrapolating accurately, is that in addition to having 30 C+ seats, there will now be 12 extra-legroom exit row seats in Y (as opposed to 6 now). Six overwing + six at the doors just aft of the wings. All that rejiggering should, one hopes, allow the majority if not all Y seats to have a 31" pitch. DL management has said that their goal is to be at an average 31 pitch fleetwide for Y. Of course some seats and some a/c will be closer to 30" even within a 'fleetwide average' 31.
Will they keep a mid-cabin lav I guess is not known. I hope so, as it'd be a long walk from C+ to a lav cluster of 3 at the back, as is done on the 739s. I also suspect FAs dislike the 3 at the back, as it causes even more pax congregating by the rear galley.
Dec 14, 2017, 6:41 pm
#115
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Dec 14, 2017, 6:54 pm
#116
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All that rejiggering should, one hopes, allow the majority if not all Y seats to have a 31" pitch. DL management has said that their goal is to be at an average 31 pitch fleetwide for Y. Of course some seats and some a/c will be closer to 30" even within a 'fleetwide average' 31.
Dec 14, 2017, 6:59 pm
#117
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After Boeing's C series fiasco, you don't need to be a fortune teller to have seen this coming. Add in Canada's decision to buy used older generation fighter jets rather than ever do business with Boeing again, and that tariff spat is going to cost them billions. 
Glad I sold my Boeing shares years ago....I can't imagine the short-sighted stupidity running the show there now.
As to the A321, let's see if Delta opts for wider, more comfortable seats, or just crams in more of what they already have.
Glad I sold my Boeing shares years ago....I can't imagine the short-sighted stupidity running the show there now.As to the A321, let's see if Delta opts for wider, more comfortable seats, or just crams in more of what they already have.
Dec 14, 2017, 7:32 pm
#118
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After Boeing's C series fiasco, you don't need to be a fortune teller to have seen this coming. Add in Canada's decision to buy used older generation fighter jets rather than ever do business with Boeing again, and that tariff spat is going to cost them billions. Glad I sold my Boeing shares years ago....I can't imagine the short-sighted stupidity running the show there now.
As to the A321, let's see if Delta opts for wider, more comfortable seats, or just crams in more of what they already have.
Glad I sold my Boeing shares years ago....I can't imagine the short-sighted stupidity running the show there now.As to the A321, let's see if Delta opts for wider, more comfortable seats, or just crams in more of what they already have.
Dec 14, 2017, 8:14 pm
#119
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