Originally Posted by
Fly4hire
Do we have proof of this other than anecdotal comments made that are residual misunderstanding about the cycle limit on the DC9 from the SLI hearings where DALPA was trying everything they could to diminish the role of the DC and those who flew them?
We are getting mixed signals on the future of the DC9 (other than of course it will be eventfully replaced). The cycle out by 2012 issue is a red herring, where the real factor is Navaid compliance and the 88's have the identical issue. So even if they don't invest most are still good to 2012 assuming the navaid requirements are not slid
OK, so MD90 and possibly 717 may be used as a MD88, but not DC9 replacement? If this is the case it will still be post SOC so will effect everyone as pilots would displace off of the DC9 into what their seniority can hold. All the 717/MD90 available will not replace even the current 88 fleet.
The DC9 is ~1400 pilot jobs at DAL staffing formulas - as much as dislike this 76 seat deal, I find it hard to believe those jobs, together with another ~3000 MD jobs are for sale to 76 seat encroachment.
Conspiracies are fun, but show me some proof of this other than this 76 seat grievance settlement.
I am not sure what you mean by a red herring at the hearings. Dalpa simply produced the cycles on the airframes and the required inspections to keep them flying. 104,000 Cycles is a key economic point where major bucks are required to refurb the aircraft. Management has stated they will not make that investment. As far as staffing on the nines Delta's formula requires about 11 pilots per narrow body airframe. I have no idea where the 1400 number you quote came from . With about 60 nines left the staffing would be around 660 pilots. There are no navaid issues with the MD-88's. They have a totally different suite then the DC-9's. All Delta's MD-88's have LNAV and INS with a glass map display and meet all future area nav requirements. They will not however be able to conduct RNAV/RNP approaches. Thats not a concern for at least 12 more years. Anderson gave a briefing last week to the MEC on the fleet plans. Sadly for both former NWA and Delta pilots the news what not good. If they can't reach a deal on the MD-90's things might get ugly. Here is a article on the nines with a interview with NWA DC-9 manager in 1998 copied from the Dalpa forum.
LONDON - A detailed structural safety analysis was conducted before Northwest Airlines [NWAC] decided to keep flying its DC-9 fleet another 15 years. The carrier operates a fleet of 173 DC-9s.
Northwest plans to fly these airplanes to the year 2010. Upon retirement, the planes will have accumulated 40 years of service.
Speaking at an aging airliner conference here, Brad Mueller, Northwest's manager of fleet planning, said the DC-9 was a perfect fit for routes it was flying. The question was whether the airplane's structure could be flown to 100,000 flight cycles or more.
"Douglas had tested the airplane to more than 200,000 cycles," Mueller explained. At the time Northwest decided to invest about $10 million per plane for hushkits, new interiors, and other upgrades, Mueller said Northwest's DC-9's had logged about 65,000-70,000 cycles.
The manufacturer's extended fatigue testing verified the durability of the design. "This was the single biggest concern," Mueller said. "If the study had not satisfied the question (of structural safety), we wouldn't have done it."
Northwest plans to fly its DC-9's to about 100,000 cycles, at which point they will be retired. "Major modifications are needed at 104,000 cycles," Mueller explained.
Each airplane received a complete, $1 million new interior.
Mueller explained, "Customers associate what they can see, touch and feel as evidence of a well-maintained and safe airplane