Many years ago Delta's school house was much better too. We had very experienced former mechanics who were the ground school instructors, they taught you the aircraft systems. Then you took a test/oral, then you got into the CPT's for a week, then you went to the sim for 8 rides, where line Captains were the IP's. A normal training footprint was about 5-6 weeks to go from one aircraft to another.

But over the years, with every 'economic downturn' and financial setback, they cut/cut/cut training, to what we have left today; systems you learn at home on your days off, or on your laptop on your layover, and F/O IP's, or DGS IP's, who are usually retired pilots. What's the footprint today, about 3 weeks?

Their testing philosophy has also changed over the years. Now, instead of expecting us to be able to 'build the airplane', they just want you to know what you need to know to fly the airplane, not to rebuild it in flight.

Hi all,

(I figured folks who frequent this thread will be able to answer my question)

Obviously Delta has ordered 100 737-900ERs. However, those can't possibly be enough to replace the hundreds of aging 757, 767, A319, A320, and MD88 aircraft that Delta currently has. What is the plan in terms of fleet renewal? Maybe they'll pull an American and try to standardize their domestic fleet to just a couple types?

There's more to this than meets the eye.

About %50 of my ATL training events with DGS instructors have been line pilots out on disability of some kind, amd the other %50 have been retired guys.

The NWA system seemed to be a jobs program for currently employed pilots, while the DAL system seems to be a jobs program for disabled/retired guys.

I don't object to either, but we need to decide what our collective priorities are.

Personally, each of the two contracts (merger and the last CBA) were done under a time crunch, either real or manufactured. There wasn't any opportunity to do any "cherry picking". It's no news to many here that I prefered a number of items from the NWA contract (having experienced both), and wouldn't mind to see those make a return.

Nu

These and many other questions with humor and underboob sprinkled in can be answered most definitively by starting at page 1 of this thread.

Speaking of Underboob, it's Friday night!

Jesse!

Honey Badger should have cared...

Over the next 4 to 5 years Delta has 208 new airframes on firm order or already purchased awaiting mod lines. Those are all narrow bodies. They are planning a wide body order for the last quarter of this year. I would expect that at some point when the 900ER orders are ending a NEO or Max order will be placed. The economy will determine the retirement schedule of the current aircraft. Many of the 757's were purchased from 96 to 01 and are not that old. The 757 is planned in the fleet to 2025.
As far as fleet standardization Delta can't seem to decide what they want. 6 years ago they stated they could not survive unless they got down to 3 aircraft types. Then the merger with NW happened and now they are on a buying surge with the apparent attempt to purchase every oddball aircraft available.

In regards to NWA, their 757-300s are relatively young and are great for DL's mid-range high-density routes. Some of the A319s are young as well, as are the A330s. Delta's 737-7/8s still have plenty of life in them, as well as their MD90s and soon-to-be-Delta 717s.

Any word about the 767ER? I know Delta is working on making the interior up-to-date, so they probably have long term plans for those as well. I personally would guess that the 787 on order for 2020 will replace the 767ERs nicely.

(By the way, not asking this for any particular reason other than curiosity)

LOL, six degrees of Long Beach, although 964 and 965 are really streching it, being that they're made in China...

Cheers
George

The ER interior mod is very expensive. They plan on doing every aircraft so that seems to mean they will be around for at least 5 years. The same applies to the 747-400.