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

I don't recall the routes, but want to say that they had 5 of each AC type. Early 1970's for both.
 
The early 747s were used for some of the major NE/Midwest-Florida routes and the southern transcons, some of which stopped at Love Field.

The ex-WA D10s were used to/from Hawaii, some of which originated from PMDL's hubs.
 
I think US is better off converting their A358's to A59's - much more capable than the A358's and excellent B77E replacements. The B788/B789's coming into the fleet via AA will do just fine.
 
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
LAX-HNL, SFO-HNL, SAN-HNL were the main routes they used them on post WAL merger. They maintained the WAL interiors and config.
 
Apparently many airlines are finding the 787/A350 pairing to be just the ticket. The 787s are replacing the A330s and 767s and the A350s are replacing the 747s and older 777s. So the fact that AA will have both in its fleet is not surprising. I would be surprised to see AA upgauge to the A350-1000 which everyone at Paris seemed to be doing this week.

Airbus found the sweetspot for its A350 splitting the 787 and 777 in capacity. Making the A350 more efficient than the 777-200 and 300. The only way for Boeing to respond the lower CASM of the A350 was to make the 777 bigger and give it new wings and engines. But in the process, Boeing has inadvertently hurt the business case for its 747-800 (which is on life support anyway).
 
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.

Partly due to the fact the 787 was 3 years late and the A330 was the only aircraft its size available with a defined delivery date and a shorter waiting time than the 787. Boeing dropped the ball on the 787 and handed airbus a lot of orders.
 
Apparently many airlines are finding the 787/A350 pairing to be just the ticket. The 787s are replacing the A330s and 767s and the A350s are replacing the 747s and older 777s. So the fact that AA will have both in its fleet is not surprising. I would be surprised to see AA upgauge to the A350-1000 which everyone at Paris seemed to be doing this week.

Airbus found the sweetspot for its A350 splitting the 787 and 777 in capacity. Making the A350 more efficient than the 777-200 and 300. The only way for Boeing to respond the lower CASM of the A350 was to make the 777 bigger and give it new wings and engines. But in the process, Boeing has inadvertently hurt the business case for its 747-800 (which is on life support anyway).

The 777X will cover the A350. The "X" will have a wing that folds to "better accommodate the aircraft at space constrained airports". And "as complex as a landing gear door" & "far outboard, only a couple of wiring harnesses will be affected crossing the fold".
You're probably right about the 747-8 Intl. Although Korean Air, Lufthansa and freighter outfits are ordering. (limited)
Efficient wide body twin jets have long been the desire of operators. The massive fans by GEnx & RR Trent deliver while there power isn't taxed by hot section bleed air.(787s eng anti-ice is the only bleed air utilized-unsure about the A350 config)
 
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.
That may be a problem for the US Airways orders since they are for -800s
 
Historically, few carriers keep Airbus equipment for more than 15 years -- they just haven't held up as well as a Douglas or a Boeing. If the 330's are that old, then the 350's would be a logical type for type replacement.
The original America West A320's (N620AW-N638AW) were built around 1989, and still flying. The serial numbers are really low, like #52, #89 etc. NWA had many about the same age, and they were sent to the scrap heap (broken-Up) before the merger with DL. US is just starting the parking of these 24 year old machines, very slowly. I think the by the end of this year there will be a total of 4 gone from the original 16.
 
Thanks to the relaxation of the pilot scope the AB319/20 B737/300/400 will be replace by. You got it E190/95 170/175
 
The Embraers dont have the range and capacity of the AB319 and 737s, guess you have forgotten AA has a huge confirmed orders for A320 family and 737 family.
 
Pilot of an AWA A320 calls for maintenance. Trouble is a PAX seat armrest is missing the ashtray. Yup acft still had the whole cabin seating configured with ashtray equiped seats. Thought I was in a time capsule.
 

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