UAL orders 321xlr
12-04-2019, 06:47 AM
#12
Gets Weekends Off
Joined APC: Sep 2015
Position: UNA
Posts: 4,420
Originally Posted by WakeWash
What’s their average 757 fleet age compared to ours? In other words, how much longer can Delta hold out over UA waiting for Boeing to still not make the NMA?
12-04-2019, 07:20 AM
#13
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Joined APC: Mar 2015
Position: stake holder ir.delta.com
Posts: 10,038
Originally Posted by Name User
Yeah I was thinking the same thing, the geared motors on engines with half as much thrust are having issues. The 787 will have two decades in service before that even comes close to reality.
Envisioned in 1964, the initial 737-100 made its first flight in April 1967 and entered airline service in February 1968. Thanks Wikipedia.
12-04-2019, 08:54 AM
#14
Banned
Joined APC: Dec 2009
Position: Narrow/Left Wide/Right
Posts: 3,655
Originally Posted by notEnuf
2 decades ain't nuthin.
Envisioned in 1964, the initial 737-100 made its first flight in April 1967 and entered airline service in February 1968. Thanks Wikipedia.
Envisioned in 1964, the initial 737-100 made its first flight in April 1967 and entered airline service in February 1968. Thanks Wikipedia.
12-04-2019, 09:31 AM
#15
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Joined APC: Sep 2013
Posts: 919
Originally Posted by WakeWash
What’s their average 757 fleet age compared to ours? In other words, how much longer can Delta hold out over UA waiting for Boeing to still not make the NMA?
13 remaining legacy UA 757-200s that do transcons, the oldest is a 1990 build. The newest is a 1999 build. I believe the plan is to replace these with the 737-Max10s we have on order.
40 remaining legacy CAL 757-200s that do intl, the oldest of those is a 1994 build. The newest is a 2000 build. These would be the airplanes that the A321XLR would replace.
We also have 38 767-300s that vary in age from 1991 builds to 2001 builds and 16 767-400s that vary in age from 2000 builds to 2002 builds. Not sure what is going to replace those? perhaps a combination of A321LXRs and 787s????
12-04-2019, 03:55 PM
#16
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Joined APC: Feb 2008
Posts: 19,273
Originally Posted by Mesabah
It's already flying on testbed aircraft, so 2025 should see the GTF for WB ETS.
The issue with the Trent is the pollution in China is causing damage to the engine.
The problem with the composite based aircraft is the cost of manufacturing, and a GTF A330 will have at least a 15% lower CASM than a current 787. Engine technology is where you save the money, fuselage weight reduction adds range.
The issue with the Trent is the pollution in China is causing damage to the engine.
The problem with the composite based aircraft is the cost of manufacturing, and a GTF A330 will have at least a 15% lower CASM than a current 787. Engine technology is where you save the money, fuselage weight reduction adds range.
12-04-2019, 07:50 PM
#17
:-)
Joined APC: Feb 2007
Posts: 7,339
Originally Posted by sailingfun
How are they going to get ground clearance? They already had to move the current engine forward and up to provide minimal clearance.
12-04-2019, 08:45 PM
#18
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Originally Posted by sailingfun
How are they going to get ground clearance? They already had to move the current engine forward and up to provide minimal clearance.
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