2033

filler…..

Apparently all of the management MD people (just talked to one) were just reassigned to other fleets.

Supposedly today is the day they will announce the end.

Md 11 fleet retired as of Dec 31 2025

from the financial statement released today

doesn’t sound like any new jet order either.

Happy to eat crow on this one, I think it was the right move. The real question now is whether they can continue to justify the level of outsourcing. It’s interesting that the expedited MD retirement is being framed as “fleet modernization,” because that’s a very different narrative than a temporary emergency, especially with subcontractors parked on our ramps worldwide.

The CFO said on the call today that we have 15 new 767s coming in 2026, with 18 total on order. It sounds like outsourced lift will continue and only be gradually offset by those deliveries, essentially allowing them to coast down the added cost of external lift over time. So… taste the rainbow. Here’s to another year of scheduling abuse.

Feels like it’s time to hunker down and accept that we’re on the back burner for now. Based on where leverage appears to sit, the next real financial priority looks like the Teamsters, not IPA. Short of something truly disruptive, it’s hard to see this gaining real traction in the near term.

The only real nuclear scenario I see is O’Brien saying “finish IPA or we strike,” but that only happens if it also serves IBT interests. IBT isn’t a charity, so stalled pilot negotiations, the cost and scope of subcontracting, and broader labor strategy would all have to start impacting their ability to get a deal before they’d burn leverage like that.

It’s now official.

Nope, new 767’s and contract aircraft probably for a long long long time. UPS gets around scope probably for years and subcontractors in Europe, which is what they have always wanted.

No chance that FedEx keeps their MD-11’s now.

Who’s the mystery buyer of the 35 777F? This article suggests the exemption is tied to the sudden loss of the MD-11.

“This creates a multi-year “freighter gap” just as MD-11Fs exit service and before the 777-8F is available in meaningful numbers. Boeing has warned regulators that without an extension for the current 777F, airlines could face a shortage of large, long-range freighters capable of replacing MD-11 capacity on dense intercontinental routes.

For operators like UPS and FedEx, the timing is critical. Both companies had already signalled plans to phase out MD-11Fs in favour of more fuel-efficient twin-engine aircraft. However, the sudden grounding of a large portion of the global MD-11 fleet compresses those timelines, increasing near-term reliance on existing 767Fs, 777Fs, and leased capacity. While passenger-to-freighter conversions continue to play a role, there is no converted type that fully matches the payload-range economics of the MD-11 on long-haul sectors.”

Will the mothballed 747’s be pulled out of the desert?