Delta to retire 717, 767-300ER and CRJ-200
Sep 29, 2020, 7:03 pm
#121
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. Everybody has a bad day sometimes
Sep 29, 2020, 7:16 pm
#122
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And, well, I give individual posts the attention I feel they are worth.
Sep 29, 2020, 7:19 pm
#123
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Well, you weren't around to see my posts prior to around 2012. They were pretty much all positive. But when a company does something so unspeakably awful, I just couldn't turn a blind eye anymore.
Sep 29, 2020, 7:21 pm
#124
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So you've devoted your life to trashing them on the internet. Maybe it's time to move on with your life
Sep 29, 2020, 7:29 pm
#125
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Sep 30, 2020, 9:53 am
#126
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Sep 30, 2020, 5:12 pm
#127
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Oct 1, 2020, 5:09 pm
#128
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My thinking as well. I think DL would love an efficient narrowbody that can serve a whole bunch of secondary markets in Europe from ATL/JFK.
787 is a great plane, but it would be an oddball subfleet, and if there's one thing that's become crystal clear in the last few months, DL doesn't like oddball subfleets (farewell 777, 717, 737-700).
787 is a great plane, but it would be an oddball subfleet, and if there's one thing that's become crystal clear in the last few months, DL doesn't like oddball subfleets (farewell 777, 717, 737-700).
Oct 1, 2020, 5:55 pm
#129
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Perhaps, but the problem that we were discussing is that DL might struggle to serve secondary markets where an A330 is just too big. So, having more A330s doesn't really seem to solve that problem
Oct 1, 2020, 10:25 pm
#130
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Doubt DL will retire all the int'l configured 757s at once, plus they have 100 A321 NEOs on order
Oct 1, 2020, 10:35 pm
#131
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Oct 2, 2020, 4:35 am
#133
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Flying on a 717 right now
...and I got to admit it is sad that one of the last vestiges of MD (née Douglas) is going away. Next to the 757, the MD aircraft are my favorites. I miss having variety in aircraft.
I think the consolidation that has happened in the aircraft manufacturing sector has been a detriment. I know it makes fantastic sense from a finance perspective, but I do believe that competition is healthy--and two manufacturers isn't healthy competition.
I think the consolidation that has happened in the aircraft manufacturing sector has been a detriment. I know it makes fantastic sense from a finance perspective, but I do believe that competition is healthy--and two manufacturers isn't healthy competition.
Oct 2, 2020, 12:36 pm
#134
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That said, after the MAX fiasco, I wonder how much interest Boeing has in extending its reputation for pushing a frame past it's end-of-life. My guess is they double down on the NSA, ensure the design is flexible to allow for a larger narrowbody, and go from there. Boeing does not have the money to make high-risk gambles like a 767X. The NSA will suck up all their money, and that is a strategic imperative they absolutely have to have unless they want to cede narrowbody market to Airbus entirely. The current MAX is competitive with the neo, but that won't be true for the generation after this.
The question is - with the 787 line still open (albeit, being consolidated), would a 767 revamp really provide value in a market that a 787-8 could probably mostly fill already and would Boeing see the ROE from developing a new 767X line?
Oct 4, 2020, 4:03 pm
#135
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If Boeing did this with the 767, while there may possibly be a perception issue, it would be far less likely to be an actual issue. This certainly isn't an issue with the 330 NEO. The 737 MAX was a series of cascading effects beginning first with the need to move the engines up and forward to maintain the appropriate engine clearance due to the bigger engines on the 737 MAX This shifted the A/C CG, which drove the need for MCAS to make the plane "fly" like an NG 737. But If the engine clearance on a 767 revamp isn't an issue and thus doesn't proceed down that path, the 767X avoids the first domino in the line. The 767 is already been revamped to some extent. The KC-46 is nick-named the "Franken-Tanker" because it has components from the -200, -300, and -400 series of the 767 and even included a partial 787-style flight deck with the displays. The issues with the KC-46 aren't in the legacy 767 aspects but in the aspects that make it a tanker.
The question is - with the 787 line still open (albeit, being consolidated), would a 767 revamp really provide value in a market that a 787-8 could probably mostly fill already and would Boeing see the ROE from developing a new 767X line?
The question is - with the 787 line still open (albeit, being consolidated), would a 767 revamp really provide value in a market that a 787-8 could probably mostly fill already and would Boeing see the ROE from developing a new 767X line?