Any "Latest & Greatest" about Delta?
#4131
Gets Weekends Off
Joined APC: Nov 2008
Position: Boeing 757 First Officer and Cessna 182H financier
Posts: 106
Before going to the 757 14 months ago flew with two mechanics (now captains) who worked on Dc'9s in Atlanta. I can't remember when these guys were hired as pilots but they were pretty junior captains so I'm assuming the earliest was the mid 90's. At the time most of the 9's except the -10's had many hours left on the them. Many were at only half time.
Two of my roommates at the crashpad were senior 9 instructors before becoming 320 instructors and then 330 instructors. Before changing fleets, the 9s were very young in terms of hours.
Either the 9s have been flying 24 hours a day doing touch and goes (cycles) for the past 10 years and accumulating thousand of hours in a short period of time, or someone is passing on bad information that the 9s will need heavy maintenance in 2012 and thus will need to be retired. OR someone is just trying to prove that our toys are better and your toys are trashy.
Time will tell.
Two of my roommates at the crashpad were senior 9 instructors before becoming 320 instructors and then 330 instructors. Before changing fleets, the 9s were very young in terms of hours.
Either the 9s have been flying 24 hours a day doing touch and goes (cycles) for the past 10 years and accumulating thousand of hours in a short period of time, or someone is passing on bad information that the 9s will need heavy maintenance in 2012 and thus will need to be retired. OR someone is just trying to prove that our toys are better and your toys are trashy.
Time will tell.
#4132
Either the 9s have been flying 24 hours a day doing touch and goes (cycles) for the past 10 years and accumulating thousand of hours in a short period of time, or someone is passing on bad information that the 9s will need heavy maintenance in 2012 and thus will need to be retired. OR someone is just trying to prove that our toys are better and your toys are trashy.Time will tell.
#4133
I can't remember but I thought it was DAL management via line check pilot meetings that said some of the 9s will need it. They also said the 747s will come up on cost prohibitive heavy maintenance within a few years as well hence the rumored replacement with 777s. So I don't really think its just people making it up on the forum for fun or to antagonize anyone, although that doesn't mean its good info.
#4134
The -9s could go into the 2020's in theory based on hours. That's per the fleet manager last year. The limitations on the -9s are more on navigation because of the vors being retired. If they update the navigation with gps they could fly alot longer. The EGPWS already installed in the planes supposedly have the capability of being used for navigation with some other modifications.
The navy has already converted some -9's with digital cockpits. That would be cheaper than buying new planes.
The navy has already converted some -9's with digital cockpits. That would be cheaper than buying new planes.
#4135
Moderator
Joined APC: Oct 2006
Position: B757/767
Posts: 13,088
That is an incorrect statement - many of the aircraft will not hit the hour limits for many many years. Not sure on the numbers, but a significant number will be around for 20 years based on these hour/overhaul limits.
Again I understand the need to replace the DC9 at the first opportunity, but it is not due to them all "timing out" in 2012.
I will attempt to get the actual numbers from the fleet managers and post them...
Again I understand the need to replace the DC9 at the first opportunity, but it is not due to them all "timing out" in 2012.
I will attempt to get the actual numbers from the fleet managers and post them...
So like I said earlier, it's not about the DC9s ability to fly through 2020, but rather expensive overhauls. I don't want to see the old girl go, but I didn't want to see the 727 go either.
#4136
All the DC-9's will require a major overhaul by 2012. As each airframe hits the hour limits they will be retired. This was restated recently. The company has no plans to put more money into the aircraft. There are issues beyond just the airframe costs for overhaul including the airspace changes and new approachs coming online along with increased noise standards. The question that still remains is can we get the company to put some replacement airframes at the mainline. So far the answer has been no.
Carl
#4138
That wasn't my point, the point is that a conversion is available.
Second point is that I don't care if it's DC-9's, 737's, or DC-3's for that matter as long as that flying stays at mainline. Hopefully our pilots have learned their lessons on Giving their, our jobs away to the lowest bidder.
Second point is that I don't care if it's DC-9's, 737's, or DC-3's for that matter as long as that flying stays at mainline. Hopefully our pilots have learned their lessons on Giving their, our jobs away to the lowest bidder.
#4139
On that we're in 100% agreement. The DC-9 needs to be replaced by mainline equipment. The sooner the better. One of the best aspects of the merger IMO is that it gives us a chance to recapture the 100 seat category (and you to retain it). The number of jobs that went out the door with our 737-200s/300s is disgusting.
#4140
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,037
The merger brought over both airlines' lousy, bankruptcy, scope language intact. The plan was to replace the DC9's with the 90/76/70 seat RJ's. That plan is still valid if fuel prices return to a more normal range. The third generation of RJ's is a better, cheaper (ASM & trip) and more flexible airplane than the DC9 and its derivative airplanes.
What is happening now is that the DC9's and MD88's are being used to reduce capacity on flights that would have been served by 757's (at least on the Delta side). This a move most of us did not anticipate even six months ago and is the direct result of Spring and Summer bookings scaring Delta's planners into executing longer term capacity reductions than they originally planned.
I want the 100 seat flying to remain with mainline, but we need to be aware our contract does not currently ensure that protection. What we see now is a momentary blip.
We also have 737 flying outsourced to Alaska and 717 flying outsourced to MidWest. Management has not optimized this situation and I do no know that they will.
Bottom line - if we are serious about retaining the 100 seat flying we need to get Compass and Mesaba stapled ASAP to one list and work on closing the codeshare loopholes at our next Section 6 opportunity.
To do this we will have to convince the senior half of our lists that selling scope is not the yellow brick road to higher pay rates. They've been voting to sell scope for a decade now, changing their minds will not be easy.
What is happening now is that the DC9's and MD88's are being used to reduce capacity on flights that would have been served by 757's (at least on the Delta side). This a move most of us did not anticipate even six months ago and is the direct result of Spring and Summer bookings scaring Delta's planners into executing longer term capacity reductions than they originally planned.
I want the 100 seat flying to remain with mainline, but we need to be aware our contract does not currently ensure that protection. What we see now is a momentary blip.
We also have 737 flying outsourced to Alaska and 717 flying outsourced to MidWest. Management has not optimized this situation and I do no know that they will.
Bottom line - if we are serious about retaining the 100 seat flying we need to get Compass and Mesaba stapled ASAP to one list and work on closing the codeshare loopholes at our next Section 6 opportunity.
To do this we will have to convince the senior half of our lists that selling scope is not the yellow brick road to higher pay rates. They've been voting to sell scope for a decade now, changing their minds will not be easy.
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