The new AAG has 22 Airbus A350 on order for 2017 delivery

[NewHampshire Black Bears]

And in the meantime ....the 'Trip 7's' (-300er's.........200LR's) keep rolling off of the assembly lines giving MORE to thier customers in every way that they need, better than the Airbii !

 

[700UW]

The A330 is selling pretty well.

Meanwhile, Airbus has sold 842 of the similarly priced, yet much older, shorter ranged and less efficient A330. Incredibly, between 2008 and 2012, the A330 outsold the 787 by a factor of nearly two-to-one.

 

[eolesen]

Price reflects durability. You can buy cheap tools at Home Depot for a fraction of the cost of Snap-On or even Craftsman, but I know which of the those sets will still be in my toolbox in 10 years...

 

[Glenn Quagmire]

Price reflects durability. You can buy cheap tools at Home Depot for a fraction of the cost of Snap-On or even Craftsman, but I know which of the those sets will still be in my toolbox in 10 years...

I still have a set of "Pittsburgh forge" crows feet that dad bought me back in the early '80's. Some tools are worth spending the extra money on. Some not so much. I have many of those off brand tools that I have ground on, bent, or otherwise modified to do the job at hand.

Airbus has one philosophy and Boeing another. Neither are right or wrong. Just like P&W. They build engines that can withstand a compressor stall. GE builds an engine that prevents stalls.

 

[gizmo_sc]

Very strange I went to www.planespotters.net and looked up DELTA, there is no mention of L1011's but I know they had them . It was a DL L1011 FLIGHT 191 that crashed in wind shear coming into DFW in 1985. Little more searching showed DL had 70 L1011's DL had a total of 70 L1011's various models 200-250-500 and flew 56 at one time. Ship 702 flew Delta's first revenue L-1011 flight on December 15, 1973, with 39 passengers from Atlanta to Philadelphia. Tristar 1 N728DA flew Delta's final L-1011 service on July 31, 2001. It was a roundtrip from Atlanta to Orlando, FL, and back to Atlanta. DL did extensive service on them, to my understanding they stripped them down, and zeroed them out. DL used the 500 model for its Trans Atlantic growth in the mid 80's

 

[Glenn Quagmire]

I remember the L1011-250 to L1011-500 mods.

They converted several of those with the spar/fuel tank mods.

 

[Kev3188]

Very strange I went to www.planespotters.net and looked up DELTA, there is no mention of L1011's but I know they had them . It was a DL L1011 FLIGHT 191 that crashed in wind shear coming into DFW in 1985. Little more searching showed DL had 70 L1011's DL had a total of 70 L1011's various models 200-250-500 and flew 56 at one time. [font=Lucida Grande']Ship 702 flew Delta's first revenue L-1011 flight on December 15, 1973, with 39 passengers from Atlanta to Philadelphia. [/font][font=Lucida Grande']Tristar 1 N728DA flew Delta's final L-1011 service on July 31, 2001. It was a roundtrip from Atlanta to Orlando, FL, and back to Atlanta. DL did extensive service on them, to my understanding they stripped them down, and zeroed them out. DL used the 500 model for its Trans Atlantic growth in the mid 80's[/font]

DL's L10's used to come and go quite a bit at my old station. The sound they make at engine start is one not easily forgotten...

 

[Glenn Quagmire]

DL's L10's used to come and go quite a bit at my old station. The sound they make at engine start is one not easily forgotten...

RB-211 is an unmistakeable beast. Used to live in the flight path where they landed and took off.

 

[eolesen]

There was something about the harmonics of the Lockheed tail intake... windows would shake, and you'd hear it 5 or 6 gates away whenever #2 started to spin up. The D10/D11 didn't share that, nor did the 727.

 

[dash8roa]

Yep, Don Carty's shining moment -- negotiating what were the first "walkaway after two years" leases ever on the A300's and the MD80's.

UW, your analysis of what's on those hyperlinks is simply breathtaking.

US recieving 6 New A330-200's this year but yes the original batch of A330-300's are probably going to be replaced by the A350's. In fact I read that US ordered the -800's and thought they would be second on the production schedule for 2017 behind the -700's but Airbus now wants the -900's second and is trying to convince US to opt to the -900's. The first A350 s/n 001 is on the ground testing now and should be flying soon if all goes well.

The A350-800 is not doing well in sales and the talk is that they will drop the model and up gauge those orders to the A350-900. Shrink models such as the A318 and 737-600 never seem to catch on due to the reduced number of seats while operating costs are almost the same as the larger model.

 

[WorldTraveler]

US recieving 6 New A330-200's this year but yes the original batch of A330-300's are probably going to be replaced by the A350's. In fact I read that US ordered the -800's and thought they would be second on the production schedule for 2017 behind the -700's but Airbus now wants the -900's second and is trying to convince US to opt to the -900's. The first A350 s/n 001 is on the ground testing now and should be flying soon if all goes well.

The Paris Air Show confirms that orders for widebodies - esp. the new generation versions - are doing very well. This just means that there will likely be a large number of current generation aircraft becoming available in a couple years at bargain prices... the same thing that is happening with previous generation but still economically viable narrowbodies like the M90 and 717 and why current generation new aircraft like the A330 and 320 and 737NGs still continue to sell well... the cost of acquiring current generation aircraft or even one generation old is still favorable to some operators and in some circumstances.

The A330 is selling pretty well.

Meanwhile, Airbus has sold 842 of the similarly priced, yet much older, shorter ranged and less efficient A330. Incredibly, between 2008 and 2012, the A330 outsold the 787 by a factor of nearly two-to-one.

since the 787 was years behind schedule, Boeing had already sold out delivery slots which provided a great opportunity for Airbus to continue to sell the 330 at low prices..... it isn't clear how well the 330 would have done if the 787 had been ontime... but it also means that there will likely be a lot of fairly young 330s coming on the used aircraft market in the next 5-7 years.... there were a lot of 10 year leases done.

Very strange I went to www.planespotters.net and looked up DELTA, there is no mention of L1011's but I know they had them . It was a DL L1011 FLIGHT 191 that crashed in wind shear coming into DFW in 1985. Little more searching showed DL had 70 L1011's DL had a total of 70 L1011's various models 200-250-500 and flew 56 at one time. Ship 702 flew Delta's first revenue L-1011 flight on December 15, 1973, with 39 passengers from Atlanta to Philadelphia. Tristar 1 N728DA flew Delta's final L-1011 service on July 31, 2001. It was a roundtrip from Atlanta to Orlando, FL, and back to Atlanta. DL did extensive service on them, to my understanding they stripped them down, and zeroed them out. DL used the 500 model for its Trans Atlantic growth in the mid 80's

DL flew about one-third of all of the L10s ever built, although not all at the same time.
The full size versions (including the converted longer range 250s which DL did inhouse)formed the backbone of DL's TATL fleet and the 500s also opened the Pacific for DL... IIRC they opened ATL-PDX-NRT - later extended to SEL - on the same day as the Western Merger - April 1, 1987, if my memory serves me correctly.

I flew on the last L1011 flight operated by DL - a private charter from ATL to the desert with flybys over ATL on takeoff and then over the Grand Canyon. Open cockpit and lower galley. Returned hours after landing from SNA and watched the first Shrek in FC on a DL 757 back to ATL. It was by far the most fun day I have ever had in aviation.

 

[robbedagain]

[sub]how long did dl fly the dc-10 my dad remembers well when the 747 dc 10 and l-1011 were together in mia in the 70s early 80s[/sub]

 

[WorldTraveler]

The D10 was short-lived at DL and were leased from UA, IIRC, due to the delays in delivering the L10 which was related to the financial problems at Rolls-Royce.
DL also flew the early 747s like AA.

Fleet commonality wasn't near as big of a deal then and there was a certain "we've got to keep up with the Jones" that got involved in fleet decisions. Still exists today but is tempered more by the economics of each airline.

It is very likely that AA and UA will both end up w/ 350s and 787s unless they can figure out a way to swap out orders between the manufacturers and/or other carriers.

I was in DFW earlier this week and talked w/ a number of AA employees and they are excited both about the arrival of the 319s/321s and the addition of AA service to a number of smaller cities that haven't seen AA mainline service in years.

 

[Glenn Quagmire]

Delta also operated the DC-10 for a short time after the Western merger. They couldn't get rid of them fast enough.

 

[robbedagain]

how long did DL operate the DC-10s and what was the seating capacity for DL DC10s and the 747s
where did DL operate the 10s and 47s from and to during that time period