gloopy

Always knowing you're going to be first on Track Day can get pretty boring I guess.

What I don't get is the linking of the 717 to potential MAX orders. I don't think there's any chance DL would ever get a 737-700MAX. Are they even still making that? So with the -800 being the absolute smallest, and likely some -900's after that if the -800's happened, it doesn't seem like very many would be replacing 717 lift at all.

It seems it would mostly be an -800NG and ancient 320 replacement more than anything, with a little 757 cleanup in line with its phase out. Cue the 75 fanbois about how great it is and irreplaceable on a small handful of routes; no one cares. The point is that we currently have a lot of relatively fuel inefficient 757 lift all throughout the sysyem on routes that much more efficient MAX planes theoretically could easily do with no performance issue whatsoever.

If we get the MAX, sure we could see it on the occasional 717 route, however you define that. But the true 717 replacement seems like it would be the "Airbus" 220 family.

OOfff

if you know nothing about cars and racing, you’d probably hold this view

theUpsideDown

Just welcoming you back jackwagon, try not to get suspended again.

OOfff

I appreciate that 🥰🥰🥰

DeltaboundRedux

Agreed. I push buttons when I’m told to for a living, not high falutin’ finance.


The trend, however, is not Big D’s friend. Not optimistic about seeing a significant profit sharing check for at least 5 years, probably longer.

Gooner

Reasonably, we should expect all airlines to hoard cash and balance the debt to cash ratio. I don’t think it’ll have an effect on PS payout for employees. Stock buybacks may not come back quickly but depending on refinancing interest rates as the airlines restructure their debts in a non pandemic environment we may see a “more better/ new world” form of buybacks emerge. #investorsneedtheirmoney

sailingfun

Wallstreet at the moment seems confident in Delta. It’s worth noting however that getting to cash burn neutral is about 10% of the battle. You need to get to cash burn neutral while making appropriate investment in aircraft, infrastructure, recurring maintenance, full employment and servicing the new debt load. That’s a very different animal than the cash burn neutral Delta is currently touting and pushing further and further back. It’s going to be a long time before meaningful profits. On the plus side Delta is still making investments in a few key airports and accelerating some projects. Near as I can tell however it’s all being financed rather than the pre covid plan.

ipdanno

Yes, the 737-Max7 is still available, with single class capacity around 145. I doubt it would be your 717 replacement, but wanted to state that it is available. The Max7 should have the range to make HI from PHX, LAS, and maybe DEN. Will WN do that, I don’t know.

Gone Flying

i think it has to do with the fact that (I think) we lease a significant number of 717s from Boeing. I think the 220 will replace the 717s eventually but we need a replacement for the a320s, 737-800s, and the now retired MD90s. If we throw Boeing a bone and order the max, they may let us out of our 717 lease early and allow us to simplify our fleet.

Hedley

Can anyone who flys the A220 post what the cruise fuel burn is for both models? The Max is about 15-16% more efficient than the same sized NG, and I’m just wondering how the A220 compares to something like the Max7. Mostly just wishful thinking that United will follow you guys and take more flying in house. We have close to 300 of the 50 seat jets running around, and I’d love to take a chainsaw to that fleet like Delta has. The catch is that our management wants more big rj’s, but refuses to do what Delta did to get them.