metopower
Veteran
- Nov 28, 2006
- 932
- 313
You are right about most of the things that Dal is doing with the fleet. The 772er is really not a player because the LR is such an improvement over the ER . Now maybe some cheap aircraft with winglets might be attractive I never thought of that. The other thing that you have to take into consideration on ETOPS besides the 180 or 120 rules are alternates . In the south pac because of the rules divert fields for two engine aircraft on a specific route are limited. The rule is that with a loss of one engine the airport has to be available WITHOUT dumping fuel. Many times we are routed over HNL just so on the next leg the routing will take us on a route that allows us to use Fiji. It also cause us to burn more fuel . I think the whole reason for the Virgin Australia deal is for Akl .Thanks Meto. I do enjoy following the US network industry.
I am not even certain that DL has any desire to fly to AKL but I would imagine DL could figure out a way to make it work.
According to the Great Circle Mapper, LAX-AKL is right on the edge of the 180 min ETOPS no fly zone.
UA has flown LAX-SYD and LAX-AKL with 772ERs (PW engines); DL's have higher TOW - although UA's dispatch rules are different.
One of the merger items that was brought to light was that DL had "stricter" dispatch rules than NW; as with many operational items, DL chose to accept largely one set of standards or the other in order to get the single ops certificate issued. It is possible that DL could choose to relax its dispatch requirements once the operational aspects of the merger are settled, esp. if the fleet could be used more efficiently.
I would consider the 767 to AKL to be not terribly likely because that route would be close to the limits of that plane even aside from ETOPS restrictions but DL has said they plan to convert the 332s at least (not sure if the 333s can be done) to the higher TOW package which includes about an hour add'l flying time (or equivalent) in TOW. It is possible that the 332s do become viable to do more 12+ hr flying although there aren't a lot of routes being operated that way now. As I'm sure you know, DL is using the 333 on LAX-NRT this summer so they do want to push the 330s where they can.
I believe the LRs and 330s are being used more for the onboard product right now since the LR has had the best product in the DL fleet; now that the 772ERs and the 764ERs will also have lie flat seats by next summer. Since the 330s have a very good angled business class product and a competitive coach product but few 767s do (other than the 764s which are being used heavily to LHR), the 332 is being used largely where a higher quality onboard product is needed even though the 332 should be capable of longer routes, esp. once the performance improvement package is installed.
As the lie flat product is extended to a larger portion of the fleet and as the PIP is added to the 332s, I expect they will be flying longer haul routes than they are now.
Of course, there have been rumors that DL is looking to acquire more used 772ERs since winglets should be available on those planes before too long; for now, the 777 market is still fairly tight but the expectations are that it will open up when 787 deliveries ramp up to carriers that could begin replacing 777s.