I predict Boeing is going to regret not moving on the 797. Leaving the 757 gap open too long is going to cost them considerable market share compared to Airbus.
Boeing simply hasn't the money to build the 797 and they need to get their shit together first. Without fixing their corporate attitude it'll be hard to gather the money needed to develop a new airplane.
I've flown the B757 many times between LA to Hawaii and it's no different than flying in a B737-800 and an Airbus A321. It's just longer than the other two aircraft.
@@halcyonoutlander2105 Sorry, not married. It's a nice plane but I wouldn't say it's the most beautiful plane ever produced. My choice would be the B777 and B777X.
@@kevinp8108 I respect your opinion but I would disagree. Within the narrow body type I'd say it's the best plane ever made. Yes it is very costly fuel wise but I'd say that is the only down side to it. At least from my experience flying on it. B738 or A321 are great but I can tell the differences. Again from my own experiences.
The 757 is a rocket ship! I have flown in the 757 domestically several times, but two years ago my family and I flew from New York to Malaga Spain in a 757. It kind of surprised me that we didn’t fly in a larger 767 or A330, but it was a great and comfortable flight. This was a flight with Delta.
Maybe too much a rocket ship. When they first came out I was flying a commuter flight between Athens GA and I believe Charlotte NC. When we got in the landing pattern we were behind one and I've never been on a bigger roller coaster in the air ever including huge thunderstorms. The pilot apologized and said what the aircraft ahead was. After that the FAA ran some tests and the 757 wake was much more turbulent than any other jetliner at the time so they increase the distance when following one.
The 757 is considered a heavy in terms of wake turbulence categories… Meaning that it’s in the same class as a 777/787/A350 etc. as far as wake turbulence avoidance
@@Footballazz the 757 was not originally considered a heavy for wake turbulence. The above comments are accurate. After several incidents with trailing aircraft to encounter heavier than expected wake, there was additional testing done. The reason for the additional wake was never really understood well enough to be agreed on. There was agreement that the wake was more in line with other heavy category aircraft so the label was attached.
6:19 well, they really need to wake up now.. cos this is a comparable A350 to replace B777 (2000's design vs. 80's design) A330 to replace B767 (80's design vs. 70's design) A220 to replace B717 (90's design vs. 60's design) so there's nothing new on Boeing anyway, expect B787... Boeing has won the bets on predicting the markets vs. their European counterpart, i.e. size vs. speed (B747 vs. Concorde), hub-spoke vs. point to point (A380 vs. B787), however Airbus can catch up easily because they have more modern planes...
I flew a 757 from Stockholm to Philly. It was hell. Boeing should develop a smaller 787 or if they still have the tooling for 767 aircraft, update that. It's insane to use a single aisle aircraft on the Atlantic run.
@@arielsegal7515 I’m with you 100%. I refuse to fly across the Atlantic one more time in a single isle plane w/3x3 seating. It’s hell. I will avoid going or pay whatever the cost to upgrade or take a carrier that’s used widebody equipment. It’s rude & bad business to stuff humans in a single isle plane for more than 4 hours.
Steve Stevens Steve what were the factors that made the trip uncomfortable on a single isle. Clearly the size of the aircraft can not be the issue or there would be no private jets. Seat size?, cabin Pressure? humidity? Sound/noise?
matekochkoch indeed. I just did a return trip to London on a 1 hr 10 min flight A320 each way in the middle seat. It was OK for a 1 hr trip. Shoulders were up against each passenger but not a disaster. That is 18 inches wide. I look forward to the A220 with the extra 1/2 inch. Many say it makes no difference but 17 inches is just uncomfortable and I am mr average at 75kgs (11 stone) and 1.76m (5'9" ). With the new less bulky seats I find leg room ok for short haul up to 4 hrs.
You can say that as the A380 is to Emirates, the B757 is to Delta, at least in that they're the only ones who operate the type at sufficient scale to make it work for them.
Boeing has the MMA, NMA or 797 already designed. It is called the 787-3. Boeing needs to cease screwing up and just build the damn plane. Every day that Boeing delays is another day that AirBus gets ahead. Boeing's first mistake was moving their HQ from Seattle to Chicago. They have no manufacturing in Chicago. From that decision, it has been one screwup after another.
The 787-3 has several problems: its too large to replace the 757, too heavy to replace the 767 and lacks range in both cases. Heavy, big plane that lacks range, does not sound perfect to me. But if they could build a smaller, lighter wing on the 787-3 and bump up the range things would look much better.
Learn something new every day. We don't make the landing gear for the 787 and last time we built any 757 gear was at least 10 years ago. Heck, we just finished the last production A380 legs last year.
As far as passenger comfort goes DL's new 757 interior nails it. (they have also done the same refurb of the 767-400s). You would think you walked on to a brand new airplane. There are extended overhead bins, Entertainment screens and USB charging ports at every seatback. Real people actually fit in the Lavs. I would be happy to fly on one for the next 10yrs, it's a very comfortable aircraft and as you say DL has the maintenance part perfectly covered. Now if only the fuel burn situation weren't the fly in the ointment.
It's a sign Delta expects to be flying them for several years to come. If only there were a re-engining program for the 75 - that would go a long way to solving the problem.
...indeed as well as the A340. Used to fly on 757s frequently on Northwest. Felt like being on a a 707-320 again but with two much quieter and more powerful engines. Love that rocket like takeoff and rapid climb to altitude.
From where I live, Delta has for years meant flying mostly planes with names starting with MD, with a few Airbus models. This has of course changed now.
...I still remember when they flew Convair 880s alongside the DC-8s and 9s as well as were the only airline to operate the L-100 (which was a civilian version of the C-130) for all cargo services.
Bolt engines from the much larger, much heavier, 767, on its smaller, thinner, lighter, brother, and it flies like an F-15. Put the engines from the 787 on the 737…well…they kinda tried that…did not go well.
prediction, Delta's 100 existing A321neo orders will have 20-25 of those (discreetly) converted to LR or XLRs if Boeing doesn't commit to a 797 by 2025. boom!
This is the thing, he can anytime convert existing Neo orders and top the order up with more Neos. So he already has delivery slots for the XLR If desired.
I've worked for Delta the past 6 years, closely following aircraft strategic planning like all AV geeks may. Bastian nor his replacement will ever, and I emphasize ever, buy or convert a large narrow body fleet to deploy onto the very profitable TATL route. The occasional 757 to Iceland notwithstanding. Delta Customers, especially the high value gem stones that actually drive the bulk of their premium pax volume, hate that narrow body 8 hour trip (10 hours when coming back due to headwinds) and they've let Delta know, hence the current policy. Delta tends to see needs not met by the other 2 big carriers and they fill them, charging a premium price for that upgrade in service and equipment (seat back IFEs on entire fleet, Delta One suites). They're not Norwegian, United or even American for that matter who will put a narrowbody on a TATL route for profit first and not think twice about customer comfort. You never say never but I"d put good money on the statement that DL will never have a large number of their TATL aircraft in the narrow body size.
@@reggieta Narrowbody hard products can be just as comfortable as widebodies. In case of Economy you even get wider seats as in many widebodies. Also Narrowbodies enable to operate markets where widebodies are not profitable for yearround service. Continental was very sucessful operating european markets like these nonstop with a 757, and without direct competition they were able to charge a premium for the only nonstop service.
@@reggieta exDAL LMTC '04 - '20; Delta WILL NEED, a "long and thin" market aircraft SOON, the exTWA(AA) lie flat business class, 6800 series 757s hold that role for now. The money it takes to keep that fleet type in the air is creeping up to where the cost to do HMV checks, out weigh the profit they bring in. That fleet was a great investment due to its flexibility; west coast to Hawaii's outer islands (my former station), BOS-JFK-MSP to western Europe's vacation spots or low demand Trans-Con hops). The 321LR/XLR is the ONLY jet to perform those roles better than the ETOPS 757. I flew from POGG to KLAX with Hawaiian's 321neo (the cabin is amazing). If uncle ED puts in a few rows of Delta Uno and Prem Select in maybe 20 321's, JETPOO will have a harder time keeping up with the Red Widget.
I’ll be honest…Flying more than 6 hours on a narrow body aircraft does not thrill me at all. I really feel like people need the space to not feel claustrophobic…I know I do. However for the shorter Transatlantic routes like NY to London I could see this being a huge trend…I will always try and book at widebody whenever possible! Great video Coby!
Exactly the reason why Delta smartly didn't order the XLR, while waiting on a smaller WIDEBODY 767 replacement for TATL routes. Deltas aircraft products beats the other big 3 by far margins by making smart moves for customer comfort like this. Just facts
Widebody doesn't necessarily mean more passenger room. All too frequently widebody means only more passengers per row with no improvement in legroom or seat width.
@@chuckschillingvideos I tend to fly at least premium economy when flying long haul and on a wide body Nothing beats business or first if you can do that!
I am madly in love with the 757 and 767. They are the primary reason, along with the late mad dogs , that I flew delta. There is no jet like them. The only replacement for a 757 is a 757. The only replacement for a 767, is another 767. Boeing is really cocking up their new line. They’re trying to use the 737 to replace the 757 (now leaving the market for which the 737 was intended, open for competition, by Bombardier [Airbus wouldn’t let them get away that easy] and Embrer), and the 787 to replace the 767 I suppose, but moreso the 777 and the 747, leaving the 767 market fairly open for competition. You can’t replace six aircraft lines (I count the Mad Dog) with two. Bombardier and Embraer had their two lines to snap up the gap from the Mad Dog and 737’s intended purpose, the CR/ER and C/E Jets, and Airbus’s A320 to fill in almost completely elsewhere, the A318-19-20’s for the larger 737 market, the A321 for the 757 market, the A330-200 for the 767 market, the A330-300 for the 777 market and the A380 for the 747 market.
They won't buy the XLR as most of Delta's routes require CARGO capacity to the Caribbean, Central America, South America with many VERY HIGH HOT airstrips. XLR is HORRIBLE for those routes.
I wonder if Delta has considered a re-engine option or the 757? They were in on the effort to re-engine DC-8s in the 1980s. With a close to 200 fleet, and their maintenance and repair expertise, it could be done.
As he said. Delta will hold out on replacing 75/76 aircraft they’re paid in full. New interiors coming to the 76. Delta kept the DC9 well over 30 years. They have time on their sides. My guess is they hold out for the A322 with the new wing and engine.
They are only redoing the premium delta one cabin on the 767-400, not the 300ER. The 300 is stuck with the old outdated cabin until they are all retired by 2025z they are putting in premium economy cabins though. That’s relatively cheap for them to do so the ROI makes more sense
@@johniii8147 yeah I guess I didn’t specify on the mods but yes premium economy and power at every seat. Plus new upholstery in the DeltaOne cabin. One must also remember the routes these are being used on. No need for the fancy 350 interiors. I very much doubt the 76 will be gone by 25.
@@TheStig_TG as an American I feel the same. A company I love the past of has been ruined by bad management, yet I’m still somehow with that company. Like a relationship that you know is failing but you don’t wanna give it up cause you love them to the extent that you don’t care how bad of mistakes they make, since there’s still something keeping you together. Boeing is also that to America in a way. Yes they are letting down the country, yet they are so symbolic of what the country has accomplished. Maybe I’m taking the meaning of being American to irrational levels, trying to root for the home team despite them flopping.
Look, Delta already has 125 321neo planes coming starting next year. They will essentially replace all the 757-200's on routes up to 3,000 nm in range, which is most of their route network, including those to much of Latin America from Atlanta.
Delta would and should not spend too much $$$ on new jets rn. Why not just add split scimitars to the 757s for now? Some of their 757s are the last off the line. Some have at least 7-10 years of service left on them.
How would they compete with those A321XLRs with low operational cost and brand-new products, from AA, UA, B6 and more from the other side of the Pond? Even if maintenance is bearable, cabin renewal isn’t. Even if possible, their competitors are leveraging sightly-wider A321 cabin to offer superior products. Could 757 fit sth comparable to mint2?
7-10 years of service left us not long enough to not be thinking of a replacement. Delta's banking on a plane that keeps going back to the drawing board because of political changes in Boardroom and not issues with its engineering is a foolhardy decision at best. Delta needs to either give up on its 797 pipedream and order a jet that's already being produced, or put pressure on Boeing's executives to get a mid market aircraft into production as quickly as possible without mistakes.
The "SCULLEY" Movie of the A320 SUCCESS is a massive ADVERTORIAL playing to Airbus's favour in all its iterations moving forward, especially for US Citizens. It compounds the Public notion that Boeing post MAX isn't the favourite anymore. Coby. Love you to examine the Small Regional Airliners, up 'till now largely various Turboprops, say, up to sizewise the Bombadier turboprops, the Boeing 717/DC9, the Avro Regional Jet, and oldies but goodies such as the B737-2, DC9-10/30, and the ATR, SAABs, and on the small size, Embraer, such as Brasilia, & their B 170 & 190.
Delta has a good amount of 757s that still have plenty of time on the clock, and they have been retiring a few over time as they time out so it's a smaller issue than Coby implies. It's not out of the ordinary for them to even chip in a 'top-up' order with Airbus for some A321XLRs since they already are committed to the A321neo.
Delta does have an in-house option, as a few others have mentioned: updating the 757. Remember that back in the early 1980s, Delta/Gammacorp updated over 100 DC-8 Series 60 aircraft to a certified Series 70 aircraft, replacing the then-ineffecient JT3D engines with newer, more efficient CFM56s (amongst other upgrades). Delta TechOps today still maintains that capability and possibility. I would not be surprised if an in-house project refitting LEAP engines (or other) onto a 757 were considered or even quietly underway. Like the 6 Million Dollar Man, TechOps can make it "stronger, better, faster". 🛫
I belive that Delta is perfectly fine in replacing the 757. Thestill will get A321 ceos and will from 2022 onward get A321neos. The XLR is there to replace the long haul 757-200s but delta only operates about 20 757 routes that long, theoreticaly A321ceos are enough for about 90% of Deltas routes. So just a small XLR order would be enough. Deltas biggest Problem is their 767-300ERs they have no Replacement, TheA330neo ist just to big and then there is the small 757-300 fleet that has no Replacement as well.
@@aarondynamics1311 airbus made a mistake with the A330neo by complying with Delta and AirAsia request for a longer range A330-900. That left the A330-800 engine to be way too powerful. There's no way to bring down the fuel consumption other than to re-specify the engine so 25% smaller and build a new one. Really hope airbus could work out something with PW or GE for an alternative on the A330-800. GE6X perhaps?
@@chingweixion621 You are absolutly right, The A330-800 ist just to heavy and has a high fuel consumption compared to other new planes (its always the case fore the shrinked variant of a plane model). The is just no engine on the market for a medium sized plane. To make the A338 more atractive airbus has to regulated the engine thrust, so at least the Maintainance cost go down. Then they should reduce the MTOW just like they did with the A330regional and probably they should remove the centertank for more cargo space, since the redicoulus 15000km range is not needed for the A338.
Living in Seattle, which was a big NW hub to the Orient in the 1990s with DC-10-40s and 747s, I had the same thought. In fact, for the past few days I've been planning to start an aviation channel, starting with "The Ultimate 737 spotter's guide" for telling them apart and understanding their design differences. If I do it, I also want to make one about NW's role in shaping what Delta has become. Actually, I have tons of ideas for videos... so I better figure out how to edit videos so they don't suck! Also I'm a flight instructor who has tons of photos of Boeing factory planes- and I assembled 747-400 center wing sections at the factory and would make videos about building Boeings and about how the factory works. I'm wondering how people would find my channel because I will end up spending a gazzillion hours making my videos (I'm pretty obsessive/detail oriented and fascinated by all the different derivatives Boeing has made and how they all compare to each other) and I wouldn't want it all to be for nothing. Do you think people would watch?
I think Delta will fly their 757's until they can buy new airliners from who ever is building these "Tic Tac's" the Navy is interacting with over the oceans. The prospect of ultra fast transport and no fuel expenses is just too tempting to not hold out for. :) It's either that or wait for the 797.
"...demand may not return until 2030..." Already time to render that a non-concern! Been travelling domestic U.S. since mid-April (fully vaxxed, of course!) Flights are full, airports are busy! DFW, for one, already has higher passenger volumes than they had in pre-Plague 2019! Anyway, I've long felt using that 757 as a jumping-off point for a new narrow-body Boeing jet would be a terrific idea.
Delta are vocal supporter of NMA not just because of 757 - but also the equally large 767 fleet. Without it they simply can't business as usual - they'd need to deal with the pilot pool and rework their nework. And while 757 replacement is straightforward, 767 is more of a headache. That said, the demise of NMA doesn't shut the door tight for Boeing yet. Some of the 767 replacement could still go to 788, thought obviously 330 CEO/NEO has an edge. 717 leased by Boeing Capital left the door open for MAX, though again it has to be really cheap to compensate the added fleet complexity.
I'm wondering if the A330-200 is currently cheap enough to entice delta to purchase and replace the B767-300ER with it? It burns about the same amount of fuel per trip as the B767-300ER but its bigger and much more capable. This would also allow Delta to cover the top end of the NMA up till the arrival of Boeing's NMA.
@@chingweixion621 As I mentioned, seems like they pools 757 and 767 together. So before they rework their network they could only do is replacing their aircraft in ad-hoc basis. That rework would naturally favour 339, followed by 333, whenever demand justifies, thanks to their lower CASMs. Only thinner routes would be left, then the question would be whether 332, 338 or even 788 is cheaper overall. I doubt NMA would still fits the Delta's emerged network.
@@steinwaldmadchen The A330-800 would be the perfect aircraft for thinner routes. The A330-200 would be the cheapest in terms of upfront cost but it is expensive to operate compared to the more modern alternatives so it doesn't really make sense in the long run. The 787-8 also doesn't make sense for Delta because it would just add additional fleet complexity, which Delta are trying to reduce. The A330-800, on the other hand, is pretty much as efficient as the 787-8 (probably even more so because it is better optimized for Delta's 767 routes) and shares a common type rating with the A330 family and A350 family, both of which Delta operates, so it makes a lot of sense for them to go with the A330-800
@@aarondynamics1311 Not that straightforward imo though. For 788 - its lead over 338 is more significant, at ~5%. 789 has a lead over 339 at a bare 1~2%. - Delta has inhouse T1000 MRO capability, so engine wouldn't be a roadblock - unlike LEAP for MAX. - Fleet commonality is an issue, though they might have a fleet size justifiable of that. For 338 - It’s worse than 788, but still significantly better than 332 - There's no 2nd frame in the market, and Airbus seems more reluctant to concess, unlike 339. For 332 - It’s worst of 3, still better than 763 though. - Cheap 2nd frame is most abundant, so does lease options. As we know, - CASK wise 339 is the cheapest followed by 333. On any given day they'd upguage as many as they could, before they looks at what’s left. - Their network is highly scattered, so as long as per trip cost is good they’re more tolerant on higher CASK. - Things are changing quickly these years. From travel patterns to A321XLR to LCC competition (Jetblue or successor of Norwegian/WOW?) to emerging environmental conscious / regulations. - They are known to be opportunistic buyer, and has been successful. Post COVID there would be abundant used 332 and 788 in the market, while both Boeing and Airbus would bargain harder than usual. It’s just difficult to say which option would be the cheapest. 330s have advantages, but too early to say 788 is out.
@@steinwaldmadchen If we look at weight alone, then the A330-800 would have a 5% fuel burn disadvantage over the 787-8. However, the A338 gains much of that back because of its wings, which actually have a higher aspect ratio than the B788's wings. This means that it only burns around 1% more fuel per trip than the B788. Also, since the A338 carries around 13 more passengers than the B788 in a typical configuration, it actually beats it in terms of fuel burn per seat by around 4%.
Delta still will have an advantage over united with the 757 vs the a321xlr, their planes are paid off and won't have to make those payments, they may actually come out ahead, because they can use those savings to actually buy those xlrs later on down the road
@@jcspotter7322 I doubt either plane will be used in a maximum passenger (high density) layout on long haul routes, so the benefits of the 757 will be muted. I’m not sure what you mean about range- obviously the xlr’s 4,700nmi range is superior.
You were right Coby! Delta just received their first Airbus A321 neo!!! So exciting the LR or XLR can’t be far behind now! As much as I love the Boeing 757 I also love the A321 neo families! Cover why United Airlines will also be the A220’s next customer…
First video I've seen of yours, but idk sir I guess in my meager mind I wonder how long would it take to offset cost of ownership with cost savings from less fuel burn on each route the plane flies? I understand the theme of savings per flight, but the new are still going to require maintenance, which also now means tech ops are going to have to be trained on how to work on new systems which does increase overhead as well. Also, potential new tools to work on differently designed parts. Furthermore, new plane means no spare parts on hand. With 116 'old' current in operation, you could have 16 down to use as 'parts' planes while you wait on parts replacements; where as your new plane would be down until the needed part was available. All that to say I think it would take a long time to offset cost of acquisition and training against cost savings by lower fuel costs. Take care, sir. Thanks for reading the comment. :)
Delta already ordered the A321Neo that will replace the 757-200 on the domestic side! But… the 757-300 is an issue and I don’t know what plane can fill in for that?
I think air traffic will bounce back to full and complete service to prior 2020 numbers within two years. In fact, demand will probably exceed pre-2020 demand. Some people have already said that demand for air service has already exceeded 2020 levels this past Memorial Day weekend, just two weeks ago.
I love flying Delta. I recently flew from SeaTac to LAX on a Alaska 737-Max just so I could experience the 737-Max I was quite disappointed with Alaska’s cabin. I couldn’t help but wonder what would it be like to fly on 737-Max Delta Cabin. I am hoping to fly on Delta’s A330neo soon.
the demise of air travel has been greatly exaggerated. Both of the DL flights I took yesterday were 100% full - 737-900 and A321. I expect once international travel is possible again everyone will need those A350s and 777s or 787s
But where were these flights? Routes have been greatly reduced and fewer flights per day? Some smaller airports, like Worcester, MA aren't even being used right now. That being said, many people are taking advantage of the crazy cheap rates. I flew Boston to Chicago on a full 737-800 and back from SLC on a full Airbus A320-200. My first pandemic era flight was on a 1/3 full DEN > BOS flight in December. Next week I'll be flying from BOS to FLL. We'll see how that goes...
@@chamade166 That's not how it works. You give your business to the best quality option and if that's not Americans, they try to do better. If Boeing can't hang, then they need to make changes. I'll always choose Airbus if I can because they actually make planes that are enjoyable to fly on...
COVID is a short term issue (1 or 2 more years). Airlines plan fleets for long term. "Core" use of 757/XLR will diminish by next year when traffic returns and medium haul routes return to 787/350 metal. This still leaves Delta with decision on what to do with its 757s based on what routes will be left to that type of aircraft (size/range). 757 might be replaced by 321s or 321 of various variant (normal, LR or XLR). The "797" might be out, but don't discount Boeing doing a replacement for the 737 which will be optimised for slightly larger and include the 757 mission.
Delta doesn’t use the 757 for transatlantic service. Most are use for domestic service which the A321neo can operate instead. So they really don’t need to order the XLR
They go to Scotland, Dublin and even Africa in the 757. I loaded the flights. Especially in winter when load factors are down. If a 757 can fly to LA it can make Europe.
As you so eloquently pointed out, Delta may now have no choice other than to replace their 757s with something more efficient. At the moment, the A321 is the only available option. I suspect that Airbus are already working on a major upgrade to the A320 series with redesigned composite wings (using folding tips to allow even greater efficiency within current operational dimensions?) along with a re-positioned and redesigned undercarriage to reduce the likelihood of tail strikes with the lengthened fuselage of a rumoured A322 (or even A323?). Even if they haven't, and were to start within the next year, I suspect that subject to engine availability, it could be in operational service well before anything Boeing have in development, possibly even by years. Apart from short field performance (a requirement almost eliminated as most of those runways have already been lengthened), the incorporation of a longer Airbus single aisle could operationally replace the 757 so well that there is no business case to provide a new aircraft for what remains, especially as the 757s could continue to serve any remaining niche easily for at least another decade, possibly even two if enough airframes with low enough hours/cycles remain to provide this. Boeing's failure to have a 757 replacement available, or having developed it incrementally as they did with the 737, could turn out to be Boeing's biggest business mistake, along with being their biggest 'gift' to Airbus - potentially even more so than what is now the A220 series.
I think the A 220 was more to replace the MD 88 and MD 90s that were retired early. The 717 is not scheduled for retirement for several years (2025 currently). Many operators of the 717 wish they could get more of them. They serve a niche market very effectively.
I agree. Delta can play loose with fuel prices, due to owning the planes outright, like the old MD-88. Where United would have to finance new XLR, Delta can fly paid for planes
It is interesting that UK airline. Jet2, which had a very much Boeing fleet with 737's and 757's is replacing the latter with A321neo's. Not a huge fleet but expanding. You cant help but think Boeing is struggling with its product range.
I have always loved flying on the 757 even though it is a narrow body airliner. It always seemed to be in a sort of relaxation mode...easy up, easy down, quiet and powerful. The plane just seemed to float at cruise flight and seemed to take turbulence better than its 767 big brother.
This is an easy fix for Delta. They have 125 firm orders for A321Neo's, starting in 2022. They also have 100 options. If the NMA becomes a vaporware flop, they'll just flip some of those into the LR/XLR version. The 757-200 flies 3900 NM w/ 200 pax. LR's give you 4000NM w/206 pax. Remember - those 757's are paid for. The only reason they switch them out is when fuel prices get obscene. Save on Capex is huge. Bastian knows what he's doing
The real issue concerns XLR delivery slots, and where any putative Delta order would wind up in the production line. If Airbus can get them early slots, then an order makes sense. If not, then waiting for a 797, assuming Boeing is actually making one, makes sense. Delta could get preferential financial terms as the launch customer, and literally be first in line for the new jet. Delivery dates matter.
Boeing should have focused on a 757 replacement that would also replace the 737. Boeing commercial Airlines many never recover from the ongoing disasters of the 737 max, the continuous never ending 787 manufacturing defects that continue popping up and constant issues with the 777-X program that is shaping up to be a 737 max sequel.
Unfortunately that’s becoming more and more unlikely . They didn’t just have one screwup and they have screwed up all of their programs and I’m not sure they’ll be able to recover from that. They have not had a single new program since the original 777 that has gone smoothly with no major issues or massive cost over runs. They seem to have lost their ability to design and manufacture aircraft. I’m not sure that’s coming back.
@@johniii8147 They have the Chicago mob mentality. Profit at all costs even if you kill 500 innocent men, women and children, don’t worry just pay a fine and everything will be swept under the rug. The same stupid dysfunctional mentality for not purchasing the Bombardier clean sheet designed CSERIES instead of suing them of which Airbus followed by purchasing the CSERIES from Bombardier for $1, which can capture the 737 max market if Airbus moves forward with Bombardier’s prior planned stretched 500 & 700 versions which in theory will likely be the replacement for the A320 NEO being more fuel efficient.
@@757Superfan Airlines definitely don’t want to hold onto the 757 it’s from a different era. It’s simply outdated. DL is the exception with still a large fleet and even they are replacing most of them with the 321NE0. Boeing has basically missed the replacement cycle on missions the 737 can’t serve and the 787 is too much aircraft. That’s what’s making the business case so hard at this point the orders have mostly already been placed
United XLR slaying Delta B757 due to better operating cost requires one of the following: United is getting its XLRs for free or Delta is making payments on it s 757s (I doubt it), or the combined mx costs and fuel costs on the 757 equal more than the combined payments + mx + fuel on the XLR (I doubt it).
@@xsu-is7vq It was originally ordered by Valuejet but by the time they were built they had been acquired by Airtran. I flew on several of them and they are great planes. When Southwest bought Airtran they offloaded them very quickly since they keep their fleet only 737s. It didn't take long either. Delta bought almost all of them. Hawaiian flies the plane inter-island and Qantas-Link also flies many of them (and their CEO said if they were still produced they would but more of them)
I don't think DL is that worried about fuel burn disadvantage with their 757s compared to UA's A321XLR. While it burns more fuel, these jets are fully paid off and DL doesn't have to pay interest or loans on them unlike the A321s. The big problem for the 757s is that they're getting very old past 30+ years. Airlines usually retire their jets after it has over 90000 hours. Reliability drops and maintenance costs increase. Boeing also has EOL cycles and hours so the 757s will have to retire at some point. While DL has found suitable replacements for their 767s, they haven't found one for the 757s yet.
I have always said the 797/NMA was that Seattle specially: vaporware. IMHO it was only ever meant to be a paper plane, a spoiler for A321 / A350-800 orders. It could be all things to all customers because it was never actually going to bed built. Just a tantalising promise. As for Delta, it seems many A321 delivery slots have just become available.
One thing not mentioned is the engines the pw2k is a workhorse with low cost to overhaul and great on wing time. The gtf engines on the airbus are new and still struggling with growing pains and face a much higher cost to overhaul. Delta held out with the maddogs for so long and one reason was the engines crazy low cost to maintain. The more plains retired buy other operators the cheaper parts get....
One thing that I don't understand is why doesn't Airbus make a special cockpit option for Airlines transitioning from Boeings to help reduce costs for them?
The 757s are more fuel inefficient, but keeping them longer means smaller capital expenditure, therefore smaller debt and smaller interest payments. Delta tapped the used aircraft market, after 07-08 meltdown, to lower capital expenditures, then they paid down debt and ended up building a strong balance sheet..... Not saying they shouldn't buy the XLR, just saying that's the case for not buying them.
Good video, but what you are saying is long haul flying is about to become even more miserable of an experience as narrow bodies fly long haul. Time to fly less
@@joeg5414 that depends on who you are it’s definitely a subjective statement you make for sure. For example i am 6,4 300 pounds So imagine if you were in the center seat a guy like me on the left and the right of you I guarantee you will be screaming for widebody as there is more width and pitch on those seats . I flew from Miami Florida to Dallas Texas on a 777 in economy everybody was comfortable so it just depends for the personal of average height and size probably not A big deal just telling my viewpoint
What slow recovery? At American Airlines it is all hands on deck. We are using 777’s for Transcons. The 757 was and is a real pilots airplane. Great high altitude and short field performance. It makes KLGA ops a breeze.
Delta has a big issue ahead. Delta airlines has had the 757 and 767 as its two most important planes for about 30 years. The Delta strategy revolves around the 757 and 767. They could size down and size up some routes in plane size to the A321NEO or A330-900NEO. Delta getting the A321XLR would be sizing down. It could work but the 797 may just be better. I could see Delta getting about 50 A321XLRs
The problem is the 797 doesn’t exist so it’s not a foreseeable option. Eve if it were launched tomorrow it would be 8+ years for any volume delivery. DL doesn’t have that kind of time left. Likely no choice but to go with Airbus
The 757 is still going strong in both the passenger and cargo variants. Also Boeing just announced that they will resume 797 design. It only takes 5-6 years not 10 to 20 years.
They said the same for the 737MAX and 777X about short entry into service times.... and they were just relatively simple redesigns, not even from scratch
Hey Coby, nice video. Here's a big factor in this: TechOps. Delta's MRO revenue is huge and Delta is the second largest MRO in the world after Lufthansa Technik. Delta services 757s of their own and other airlines as well, profit from which helps offset the higher fuel costs of the airframe.
Delta's MRO operation also services government-owned 757s, including the airframes that are used by the President and Vice-President of the USA. I have seen them being worked on in the TechOps hangars at KATL.
Also you were talking about the possibility of a re-engined 757 for the air force. I think that plane would be feasible too. I think that they will wait for Boeing to make an announcement regarding this jet and then if there is no option they MIGHT go for the XLR. But I don't think Boeing will let that happen.
757 is just too heavy and its wing is fairly outdated, and it’s already 10% behind A321CEO in terms of efficiency. I don’t think the whole situation would change simply by reengining 757.
@@caribbaviator7058 - I know I don’t like them if I sit in coach because I’m a wide-body and the 727, 737, and 757 seats are narrow in a 3x3 configuration, which is used by every US carrier, and indeed every carrier that I’ve flown. I’m too cheap to pay for business or first class. I know that because of that, I avoid them like the plague. They are among the least comfortable of the main liners for a person my size. While the 75’s performance stats are impressive, that does me no good when I’m shoehorned back in coach. I live in Asia, and have flown back and forth between Asia and the US or Europe several times per year since 1999 (only once in 2020), so I’ve had ample opportunity to experience just about all of the airliners currently in use. What more do I need to know ?? The 757 and the 737 are both miserable planes for normal-sized males if there is another normal sized male beside you. Now, are you a munchkin, or a fanboy??
Love these videos! If you’re ever up for it. Would love a video on what planes can get into the Eagle, CO airport (EGE). With the mountain at the end of the runway, I’ve seen lots of 757s at the airport. Wondering what else is capable of flying into there in terms of narrow bodies and also RJs. It’s a really unique airport in terms of which planes have the performance capability.
American Airlines says wide bodies in its domestic network have yielded higher CASM than utilizing the same aircraft on an east coast-Europe/west-coast Asia. AA has been doing this throughout the pandemic and will continue to do so “after”.
Es Bastian could sit back, relax and wait for Boeing to launch a 797 because he already has delivery slots for XLRs. If there will be no 797 anytime soon he can just order additional A321neos and convert some of the existing A321neo orders to the XLR variant. They will all come off one line, just like A318/19/20/21 did/do. And I honestly dont think that Delta will ever become an all Airbus Airline. I am sure that they sooner or later will order 737 MAX aircraft, also they will operate the airplane that will be the 797 or MOM or NMA or whatever and whenever this one arrives.
I predict Boeing is going to regret not moving on the 797. Leaving the 757 gap open too long is going to cost them considerable market share compared to Airbus.
This is aging well right now lol
Boeing simply hasn't the money to build the 797 and they need to get their shit together first. Without fixing their corporate attitude it'll be hard to gather the money needed to develop a new airplane.
The 757 is one of the most beautiful airliners ever produced.
I've flown the B757 many times between LA to Hawaii and it's no different than flying in a B737-800 and an Airbus A321. It's just longer than the other two aircraft.
@@kevinp8108 Nope
@@halcyonoutlander2105 Sorry, not married. It's a nice plane but I wouldn't say it's the most beautiful plane ever produced. My choice would be the B777 and B777X.
I agree with you 😊. It is also very reliable and adaptable.
@@kevinp8108 I respect your opinion but I would disagree. Within the narrow body type I'd say it's the best plane ever made. Yes it is very costly fuel wise but I'd say that is the only down side to it. At least from my experience flying on it. B738 or A321 are great but I can tell the differences. Again from my own experiences.
The 757 is a rocket ship! I have flown in the 757 domestically several times, but two years ago my family and I flew from New York to Malaga Spain in a 757. It kind of surprised me that we didn’t fly in a larger 767 or A330, but it was a great and comfortable flight. This was a flight with Delta.
Maybe too much a rocket ship. When they first came out I was flying a commuter flight between Athens GA and I believe Charlotte NC. When we got in the landing pattern we were behind one and I've never been on a bigger roller coaster in the air ever including huge thunderstorms. The pilot apologized and said what the aircraft ahead was. After that the FAA ran some tests and the 757 wake was much more turbulent than any other jetliner at the time so they increase the distance when following one.
It is definitely overpowered with the Rolls Royce engines. Short field takeoff performance design.
The 757 is considered a heavy in terms of wake turbulence categories…
Meaning that it’s in the same class as a 777/787/A350 etc. as far as wake turbulence avoidance
@@Footballazz the 757 was not originally considered a heavy for wake turbulence. The above comments are accurate. After several incidents with trailing aircraft to encounter heavier than expected wake, there was additional testing done. The reason for the additional wake was never really understood well enough to be agreed on. There was agreement that the wake was more in line with other heavy category aircraft so the label was attached.
Boeing really needs to just release entirely new planes for the entire 7X7 lineup. Simple redesigns isn't going to cut it much longer
Boeing is just asleep at the wheel. My cousin works in Everett and she says morale is so horrible that nobody gives a rip about anything.
@@orionwesley That. means things are only going to get worse as quality continues to erode.
They don’t have the money at this point. Because of their screwup’s they’re delivering very few aircraft so don’t have cash coming in.
6:19
well, they really need to wake up now.. cos this is a comparable
A350 to replace B777 (2000's design vs. 80's design)
A330 to replace B767 (80's design vs. 70's design)
A220 to replace B717 (90's design vs. 60's design)
so there's nothing new on Boeing anyway, expect B787...
Boeing has won the bets on predicting the markets vs. their European counterpart, i.e. size vs. speed (B747 vs. Concorde), hub-spoke vs. point to point (A380 vs. B787), however Airbus can catch up easily because they have more modern planes...
@@힐만94 actually 787 to replace 767 2000s design vs 70s design
That would be 55 more 757's than the next largest passenger airline. FedEx (115) and UPS (75) are the next largest operators.
The 757’s suck for [coach] passengers, but boxes never complain. The 757 has found its place with UPS and FedEx ...
key word passenger airline
I flew a 757 from Stockholm to Philly. It was hell. Boeing should develop a smaller 787 or if they still have the tooling for 767 aircraft, update that.
It's insane to use a single aisle aircraft on the Atlantic run.
well you can say the same for a A321
@@arielsegal7515 I’m with you 100%. I refuse to fly across the Atlantic one more time in a single isle plane w/3x3 seating. It’s hell. I will avoid going or pay whatever the cost to upgrade or take a carrier that’s used widebody equipment. It’s rude & bad business to stuff humans in a single isle plane for more than 4 hours.
Steve Stevens Steve what were the factors that made the trip uncomfortable on a single isle. Clearly the size of the aircraft can not be the issue or there would be no private jets. Seat size?, cabin
Pressure? humidity? Sound/noise?
@@davidramsay6142 Like always narrow seats, and being in the middle seat is almost every time an unpleasant experience.
matekochkoch indeed. I just did a return trip to London on a 1 hr 10 min flight A320 each way in the middle seat. It was OK for a 1 hr trip. Shoulders were up against each passenger but not a disaster. That is 18 inches wide. I look forward to the A220 with the extra 1/2 inch. Many say it makes no difference but 17 inches is just uncomfortable and I am mr average at 75kgs (11 stone) and 1.76m (5'9" ). With the new less bulky seats I find leg room ok for short haul up to 4 hrs.
He’s baaaack 🙏🏼
Yeah!
You can say that as the A380 is to Emirates, the B757 is to Delta, at least in that they're the only ones who operate the type at sufficient scale to make it work for them.
Boeing has the MMA, NMA or 797 already designed. It is called the 787-3. Boeing needs to cease screwing up and just build the damn plane. Every day that Boeing delays is another day that AirBus gets ahead. Boeing's first mistake was moving their HQ from Seattle to Chicago. They have no manufacturing in Chicago. From that decision, it has been one screwup after another.
The 787-3 has several problems: its too large to replace the 757, too heavy to replace the 767 and lacks range in both cases. Heavy, big plane that lacks range, does not sound perfect to me. But if they could build a smaller, lighter wing on the 787-3 and bump up the range things would look much better.
The 787-3 is dead. It's to to heavy for the market size that it was trying to fill.
The MMA, Multi Mission Aircraft is the P8 Poseidon.
@@chrisdolson4840 Boeing has also used it as the Middle of the Market Aircraft in the past. Then chande it to New Middle of the Market Aircraft.
Learn something new every day.
We don't make the landing gear for the 787 and last time we built any 757 gear was at least 10 years ago. Heck, we just finished the last production A380 legs last year.
As far as passenger comfort goes DL's new 757 interior nails it. (they have also done the same refurb of the 767-400s). You would think you walked on to a brand new airplane. There are extended overhead bins, Entertainment screens and USB charging ports at every seatback. Real people actually fit in the Lavs. I would be happy to fly on one for the next 10yrs, it's a very comfortable aircraft and as you say DL has the maintenance part perfectly covered. Now if only the fuel burn situation weren't the fly in the ointment.
It's a sign Delta expects to be flying them for several years to come. If only there were a re-engining program for the 75 - that would go a long way to solving the problem.
@@simonbone Maybe the 75 could be fitted with Dreamliner-style engines...
Nah, those might be too big or overpowered for a plane of this size.
And now United ordered the Boom Overture, let’s see how that goes for them.
Would be shocked if that plane ever actually flew
@@alphamalegold1 same, i have no confidence in it
I was shocked when I saw the Boom/United video! That's like United leaping out of the dark ages.
I'm curious if United really thinks of it as a thing. For now that's mostly marketing.
Boom is still just a dream at this stage. It was actually very strange move from United. We shall see if it ever happens
"Thin and long", 757 is just so beautiful😁
...indeed as well as the A340.
Used to fly on 757s frequently on Northwest. Felt like being on a a 707-320 again but with two much quieter and more powerful engines. Love that rocket like takeoff and rapid climb to altitude.
From where I live, Delta has for years meant flying mostly planes with names starting with MD, with a few Airbus models. This has of course changed now.
...I still remember when they flew Convair 880s alongside the DC-8s and 9s as well as were the only airline to operate the L-100 (which was a civilian version of the C-130) for all cargo services.
The 757 takeoff is drag race unmatched
Bolt engines from the much larger, much heavier, 767, on its smaller, thinner, lighter, brother, and it flies like an F-15. Put the engines from the 787 on the 737…well…they kinda tried that…did not go well.
That's actually one of the reasons it's not considered efficient anymore. Overpowered in a vast majority of applications so burns more fuel.
prediction, Delta's 100 existing A321neo orders will have 20-25 of those (discreetly) converted to LR or XLRs if Boeing doesn't commit to a 797 by 2025. boom!
This is the thing, he can anytime convert existing Neo orders and top the order up with more Neos. So he already has delivery slots for the XLR If desired.
I've worked for Delta the past 6 years, closely following aircraft strategic planning like all AV geeks may. Bastian nor his replacement will ever, and I emphasize ever, buy or convert a large narrow body fleet to deploy onto the very profitable TATL route. The occasional 757 to Iceland notwithstanding. Delta Customers, especially the high value gem stones that actually drive the bulk of their premium pax volume, hate that narrow body 8 hour trip (10 hours when coming back due to headwinds) and they've let Delta know, hence the current policy. Delta tends to see needs not met by the other 2 big carriers and they fill them, charging a premium price for that upgrade in service and equipment (seat back IFEs on entire fleet, Delta One suites). They're not Norwegian, United or even American for that matter who will put a narrowbody on a TATL route for profit first and not think twice about customer comfort. You never say never but I"d put good money on the statement that DL will never have a large number of their TATL aircraft in the narrow body size.
@@reggieta Narrowbody hard products can be just as comfortable as widebodies. In case of Economy you even get wider seats as in many widebodies. Also Narrowbodies enable to operate markets where widebodies are not profitable for yearround service. Continental was very sucessful operating european markets like these nonstop with a 757, and without direct competition they were able to charge a premium for the only nonstop service.
@@reggieta exDAL LMTC '04 - '20; Delta WILL NEED, a "long and thin" market aircraft SOON, the exTWA(AA) lie flat business class, 6800 series 757s hold that role for now. The money it takes to keep that fleet type in the air is creeping up to where the cost to do HMV checks, out weigh the profit they bring in. That fleet was a great investment due to its flexibility; west coast to Hawaii's outer islands (my former station), BOS-JFK-MSP to western Europe's vacation spots or low demand Trans-Con hops). The 321LR/XLR is the ONLY jet to perform those roles better than the ETOPS 757. I flew from POGG to KLAX with Hawaiian's 321neo (the cabin is amazing). If uncle ED puts in a few rows of Delta Uno and Prem Select in maybe 20 321's, JETPOO will have a harder time keeping up with the Red Widget.
the 757 will always and forever be godly point blank period 🤷🏽♂️
I’ll be honest…Flying more than 6 hours on a narrow body aircraft does not thrill me at all. I really feel like people need the space to not feel claustrophobic…I know I do. However for the shorter Transatlantic routes like NY to London I could see this being a huge trend…I will always try and book at widebody whenever possible! Great video Coby!
Exactly the reason why Delta smartly didn't order the XLR, while waiting on a smaller WIDEBODY 767 replacement for TATL routes. Deltas aircraft products beats the other big 3 by far margins by making smart moves for customer comfort like this. Just facts
Widebody doesn't necessarily mean more passenger room. All too frequently widebody means only more passengers per row with no improvement in legroom or seat width.
@@chuckschillingvideos I tend to fly at least premium economy when flying long haul and on a wide body Nothing beats business or first if you can do that!
I am madly in love with the 757 and 767. They are the primary reason, along with the late mad dogs , that I flew delta. There is no jet like them. The only replacement for a 757 is a 757. The only replacement for a 767, is another 767. Boeing is really cocking up their new line. They’re trying to use the 737 to replace the 757 (now leaving the market for which the 737 was intended, open for competition, by Bombardier [Airbus wouldn’t let them get away that easy] and Embrer), and the 787 to replace the 767 I suppose, but moreso the 777 and the 747, leaving the 767 market fairly open for competition. You can’t replace six aircraft lines (I count the Mad Dog) with two. Bombardier and Embraer had their two lines to snap up the gap from the Mad Dog and 737’s intended purpose, the CR/ER and C/E Jets, and Airbus’s A320 to fill in almost completely elsewhere, the A318-19-20’s for the larger 737 market, the A321 for the 757 market, the A330-200 for the 767 market, the A330-300 for the 777 market and the A380 for the 747 market.
Two things I've been waiting for.
1) Delta A321XLR order
2) A New Coby Explains video.
They won't buy the XLR as most of Delta's routes require CARGO capacity to the Caribbean, Central America, South America with many VERY HIGH HOT airstrips. XLR is HORRIBLE for those routes.
Finally, I was waiting for months to finally have a coby explanes video
Pretty good analysis brother! Really like the edits and videography; from a long time airline guy. Keep explane-ing!!!
I love the 757. That's the prime reason I fly Delta.
Me too i love the 757. I was to happy when American decided to retire the 757s
I wonder if Delta has considered a re-engine option or the 757? They were in on the effort to re-engine DC-8s in the 1980s. With a close to 200 fleet, and their maintenance and repair expertise, it could be done.
It's good that airbus is finally being put in the right spotlight
As he said. Delta will hold out on replacing 75/76 aircraft they’re paid in full. New interiors coming to the 76. Delta kept the DC9 well over 30 years. They have time on their sides. My guess is they hold out for the A322 with the new wing and engine.
They are only redoing the premium delta one cabin on the 767-400, not the 300ER. The 300 is stuck with the old outdated cabin until they are all retired by 2025z they are putting in premium economy cabins though. That’s relatively cheap for them to do so the ROI makes more sense
@@johniii8147 yeah I guess I didn’t specify on the mods but yes premium economy and power at every seat. Plus new upholstery in the DeltaOne cabin. One must also remember the routes these are being used on. No need for the fancy 350 interiors. I very much doubt the 76 will be gone by 25.
Disappointing to see Boeing missed so many opportunities to replace the 757.
Massive failure by corporate America. Hate being on the losing team.
They’ll just do the same as they did for the 737 max and it’ll be crap
@@ecoRfan same, but i still love Boeing which is like loving the titanic and staying on her as she goes down.
@@TheStig_TG as an American I feel the same. A company I love the past of has been ruined by bad management, yet I’m still somehow with that company. Like a relationship that you know is failing but you don’t wanna give it up cause you love them to the extent that you don’t care how bad of mistakes they make, since there’s still something keeping you together. Boeing is also that to America in a way. Yes they are letting down the country, yet they are so symbolic of what the country has accomplished. Maybe I’m taking the meaning of being American to irrational levels, trying to root for the home team despite them flopping.
@@ecoRfan i think your right and agree, if they pulled together it would be amazing and so patriotic for this country.
Look, Delta already has 125 321neo planes coming starting next year. They will essentially replace all the 757-200's on routes up to 3,000 nm in range, which is most of their route network, including those to much of Latin America from Atlanta.
Delta would and should not spend too much $$$ on new jets rn. Why not just add split scimitars to the 757s for now? Some of their 757s are the last off the line. Some have at least 7-10 years of service left on them.
How would they compete with those A321XLRs with low operational cost and brand-new products, from AA, UA, B6 and more from the other side of the Pond?
Even if maintenance is bearable, cabin renewal isn’t. Even if possible, their competitors are leveraging sightly-wider A321 cabin to offer superior products. Could 757 fit sth comparable to mint2?
7-10 years of service left us not long enough to not be thinking of a replacement. Delta's banking on a plane that keeps going back to the drawing board because of political changes in Boardroom and not issues with its engineering is a foolhardy decision at best. Delta needs to either give up on its 797 pipedream and order a jet that's already being produced, or put pressure on Boeing's executives to get a mid market aircraft into production as quickly as possible without mistakes.
I think another interesting aspect of Delta's fleet is its large numbers of 767's.
The "SCULLEY" Movie of the A320 SUCCESS is a massive ADVERTORIAL playing to Airbus's favour in all its iterations moving forward, especially for US Citizens. It compounds the Public notion that Boeing post MAX isn't the favourite anymore. Coby. Love you to examine the Small Regional Airliners, up 'till now largely various Turboprops, say, up to sizewise the Bombadier turboprops, the Boeing 717/DC9, the Avro Regional Jet, and oldies but goodies such as the B737-2, DC9-10/30, and the ATR, SAABs, and on the small size, Embraer, such as Brasilia, & their B 170 & 190.
The a321 is my favourite Airbus aircraft that I’ve flown on, I feel more comfortable in it then the a330
The 757 is my favorite narrow body plane to fly. Especially with Delta.
Delta has a good amount of 757s that still have plenty of time on the clock, and they have been retiring a few over time as they time out so it's a smaller issue than Coby implies. It's not out of the ordinary for them to even chip in a 'top-up' order with Airbus for some A321XLRs since they already are committed to the A321neo.
Yep Delta kept old DC9s in the fleet for a long time and was very profitable with them.
Boeing screwed up big time by not replacing the 757!!!!
Because they were betting heavily on the 737 series 🙄
Delta does have an in-house option, as a few others have mentioned: updating the 757. Remember that back in the early 1980s, Delta/Gammacorp updated over 100 DC-8 Series 60 aircraft to a certified Series 70 aircraft, replacing the then-ineffecient JT3D engines with newer, more efficient CFM56s (amongst other upgrades). Delta TechOps today still maintains that capability and possibility. I would not be surprised if an in-house project refitting LEAP engines (or other) onto a 757 were considered or even quietly underway. Like the 6 Million Dollar Man, TechOps can make it "stronger, better, faster". 🛫
I belive that Delta is perfectly fine in replacing the 757. Thestill will get A321 ceos and will from 2022 onward get A321neos. The XLR is there to replace the long haul 757-200s but delta only operates about 20 757 routes that long, theoreticaly A321ceos are enough for about 90% of Deltas routes.
So just a small XLR order would be enough.
Deltas biggest Problem is their 767-300ERs they have no Replacement, TheA330neo ist just to big and then there is the small 757-300 fleet that has no Replacement as well.
Unless the A322 comes true. Otherwise this gap will never be filled.
What about A330-800
@@aarondynamics1311 airbus made a mistake with the A330neo by complying with Delta and AirAsia request for a longer range A330-900. That left the A330-800 engine to be way too powerful. There's no way to bring down the fuel consumption other than to re-specify the engine so 25% smaller and build a new one. Really hope airbus could work out something with PW or GE for an alternative on the A330-800. GE6X perhaps?
@@chingweixion621 You are absolutly right, The A330-800 ist just to heavy and has a high fuel consumption compared to other new planes (its always the case fore the shrinked variant of a plane model).
The is just no engine on the market for a medium sized plane.
To make the A338 more atractive airbus has to regulated the engine thrust, so at least the Maintainance cost go down. Then they should reduce the MTOW just like they did with the A330regional and probably they should remove the centertank for more cargo space, since the redicoulus 15000km range is not needed for the A338.
Yet another video about Delta that ignores the role Northwest had in shaping the current company.
Well the introduction of Airbus into the fleet is certainly the most visible effect of NW
Minnesota nice.
Living in Seattle, which was a big NW hub to the Orient in the 1990s with DC-10-40s and 747s, I had the same thought. In fact, for the past few days I've been planning to start an aviation channel, starting with "The Ultimate 737 spotter's guide" for telling them apart and understanding their design differences.
If I do it, I also want to make one about NW's role in shaping what Delta has become.
Actually, I have tons of ideas for videos... so I better figure out how to edit videos so they don't suck!
Also I'm a flight instructor who has tons of photos of Boeing factory planes- and I assembled 747-400 center wing sections at the factory and would make videos about building Boeings and about how the factory works.
I'm wondering how people would find my channel because I will end up spending a gazzillion hours making my videos (I'm pretty obsessive/detail oriented and fascinated by all the different derivatives Boeing has made and how they all compare to each other) and I wouldn't want it all to be for nothing.
Do you think people would watch?
i would enjoy a video about Embraer. I don't really know much about them.
I think Delta will fly their 757's until they can buy new airliners from who ever is building these "Tic Tac's" the Navy is interacting with
over the oceans. The prospect of ultra fast transport and no fuel expenses is just too tempting to not hold out for. :) It's either that or wait for the 797.
YES, So spot on!
"...demand may not return until 2030..." Already time to render that a non-concern! Been travelling domestic U.S. since mid-April (fully vaxxed, of course!) Flights are full, airports are busy! DFW, for one, already has higher passenger volumes than they had in pre-Plague 2019! Anyway, I've long felt using that 757 as a jumping-off point for a new narrow-body Boeing jet would be a terrific idea.
Literally no one asking about your vaccine 😂. But since were here. Im not! (and i work on all of these).
Delta are vocal supporter of NMA not just because of 757 - but also the equally large 767 fleet.
Without it they simply can't business as usual - they'd need to deal with the pilot pool and rework their nework. And while 757 replacement is straightforward, 767 is more of a headache.
That said, the demise of NMA doesn't shut the door tight for Boeing yet. Some of the 767 replacement could still go to 788, thought obviously 330 CEO/NEO has an edge. 717 leased by Boeing Capital left the door open for MAX, though again it has to be really cheap to compensate the added fleet complexity.
I'm wondering if the A330-200 is currently cheap enough to entice delta to purchase and replace the B767-300ER with it? It burns about the same amount of fuel per trip as the B767-300ER but its bigger and much more capable. This would also allow Delta to cover the top end of the NMA up till the arrival of Boeing's NMA.
@@chingweixion621 As I mentioned, seems like they pools 757 and 767 together. So before they rework their network they could only do is replacing their aircraft in ad-hoc basis.
That rework would naturally favour 339, followed by 333, whenever demand justifies, thanks to their lower CASMs. Only thinner routes would be left, then the question would be whether 332, 338 or even 788 is cheaper overall. I doubt NMA would still fits the Delta's emerged network.
@@steinwaldmadchen The A330-800 would be the perfect aircraft for thinner routes. The A330-200 would be the cheapest in terms of upfront cost but it is expensive to operate compared to the more modern alternatives so it doesn't really make sense in the long run. The 787-8 also doesn't make sense for Delta because it would just add additional fleet complexity, which Delta are trying to reduce. The A330-800, on the other hand, is pretty much as efficient as the 787-8 (probably even more so because it is better optimized for Delta's 767 routes) and shares a common type rating with the A330 family and A350 family, both of which Delta operates, so it makes a lot of sense for them to go with the A330-800
@@aarondynamics1311 Not that straightforward imo though.
For 788
- its lead over 338 is more significant, at ~5%. 789 has a lead over 339 at a bare 1~2%.
- Delta has inhouse T1000 MRO capability, so engine wouldn't be a roadblock - unlike LEAP for MAX.
- Fleet commonality is an issue, though they might have a fleet size justifiable of that.
For 338
- It’s worse than 788, but still significantly better than 332
- There's no 2nd frame in the market, and Airbus seems more reluctant to concess, unlike 339.
For 332
- It’s worst of 3, still better than 763 though.
- Cheap 2nd frame is most abundant, so does lease options.
As we know,
- CASK wise 339 is the cheapest followed by 333. On any given day they'd upguage as many as they could, before they looks at what’s left.
- Their network is highly scattered, so as long as per trip cost is good they’re more tolerant on higher CASK.
- Things are changing quickly these years. From travel patterns to A321XLR to LCC competition (Jetblue or successor of Norwegian/WOW?) to emerging environmental conscious / regulations.
- They are known to be opportunistic buyer, and has been successful. Post COVID there would be abundant used 332 and 788 in the market, while both Boeing and Airbus would bargain harder than usual.
It’s just difficult to say which option would be the cheapest. 330s have advantages, but too early to say 788 is out.
@@steinwaldmadchen If we look at weight alone, then the A330-800 would have a 5% fuel burn disadvantage over the 787-8. However, the A338 gains much of that back because of its wings, which actually have a higher aspect ratio than the B788's wings. This means that it only burns around 1% more fuel per trip than the B788. Also, since the A338 carries around 13 more passengers than the B788 in a typical configuration, it actually beats it in terms of fuel burn per seat by around 4%.
Delta still will have an advantage over united with the 757 vs the a321xlr, their planes are paid off and won't have to make those payments, they may actually come out ahead, because they can use those savings to actually buy those xlrs later on down the road
They’ll be using those savings to pay for the extra fuel the 757 burns.
@@dmrr7739 not really, the 757 still holds more people and cargo over the a321 series, all while traveling further
@@jcspotter7322 I doubt either plane will be used in a maximum passenger (high density) layout on long haul routes, so the benefits of the 757 will be muted. I’m not sure what you mean about range- obviously the xlr’s 4,700nmi range is superior.
You were right Coby! Delta just received their first Airbus A321 neo!!! So exciting the LR or XLR can’t be far behind now!
As much as I love the Boeing 757 I also love the A321 neo families!
Cover why United Airlines will also be the A220’s next customer…
Excellent commentary! You are spot on!
First video I've seen of yours, but idk sir I guess in my meager mind I wonder how long would it take to offset cost of ownership with cost savings from less fuel burn on each route the plane flies? I understand the theme of savings per flight, but the new are still going to require maintenance, which also now means tech ops are going to have to be trained on how to work on new systems which does increase overhead as well. Also, potential new tools to work on differently designed parts. Furthermore, new plane means no spare parts on hand. With 116 'old' current in operation, you could have 16 down to use as 'parts' planes while you wait on parts replacements; where as your new plane would be down until the needed part was available. All that to say I think it would take a long time to offset cost of acquisition and training against cost savings by lower fuel costs. Take care, sir. Thanks for reading the comment. :)
Delta already ordered the A321Neo that will replace the 757-200 on the domestic side! But… the 757-300 is an issue and I don’t know what plane can fill in for that?
The A321XLR
I think air traffic will bounce back to full and complete service to prior 2020 numbers within two years. In fact, demand will probably exceed pre-2020 demand.
Some people have already said that demand for air service has already exceeded 2020 levels this past Memorial Day weekend, just two weeks ago.
Delta has 3 options Tf
737max 10
A321XLR
Keep flying the 757
I was just thinking why wasn't the Max 10 mentioned 🤔
@@benjaminedmundson1704 1400nm less range than the xlr is maybe the reason, even if they nearly have the same passenger capacity
Thanks makes sense.
Why would they buy the 737MAX10 when the XLR has better performance and continues the streamlining of the fleet?
@@airplanewhat5316 I just listed the options, there’s no true 757 replacement. But the closest you can get is the max10.
I love the 757 Period. The sexy airliner that has been ever been built.
Always loved the look and design of the 757.
It will be sad when they're no longer flying.
I love flying Delta. I recently flew from SeaTac to LAX on a Alaska 737-Max just so I could experience the 737-Max I was quite disappointed with Alaska’s cabin. I couldn’t help but wonder what would it be like to fly on 737-Max Delta Cabin. I am hoping to fly on Delta’s A330neo soon.
the demise of air travel has been greatly exaggerated. Both of the DL flights I took yesterday were 100% full - 737-900 and A321. I expect once international travel is possible again everyone will need those A350s and 777s or 787s
But where were these flights? Routes have been greatly reduced and fewer flights per day? Some smaller airports, like Worcester, MA aren't even being used right now.
That being said, many people are taking advantage of the crazy cheap rates. I flew Boston to Chicago on a full 737-800 and back from SLC on a full Airbus A320-200.
My first pandemic era flight was on a 1/3 full DEN > BOS flight in December. Next week I'll be flying from BOS to FLL. We'll see how that goes...
I avoid Airbus and always give my business to Boeing. If all Americans did this we would be better off.
@@chamade166 That's not how it works. You give your business to the best quality option and if that's not Americans, they try to do better. If Boeing can't hang, then they need to make changes. I'll always choose Airbus if I can because they actually make planes that are enjoyable to fly on...
747s and A380s will also make a return ;)
@@chamade166 lol what so dumb
COVID is a short term issue (1 or 2 more years). Airlines plan fleets for long term.
"Core" use of 757/XLR will diminish by next year when traffic returns and medium haul routes return to 787/350 metal. This still leaves Delta with decision on what to do with its 757s based on what routes will be left to that type of aircraft (size/range). 757 might be replaced by 321s or 321 of various variant (normal, LR or XLR).
The "797" might be out, but don't discount Boeing doing a replacement for the 737 which will be optimised for slightly larger and include the 757 mission.
I agree 100% Delta should go with XLR otherwise United will crush them on profit
I believe that the 321XLR is far more better option ....
Until you ride in coach on it 3 abreast in a middle seat for 9 hours. Noooooot so cool of a better option then.
Delta doesn’t use the 757 for transatlantic service. Most are use for domestic service which the A321neo can operate instead. So they really don’t need to order the XLR
They go to Scotland, Dublin and even Africa in the 757. I loaded the flights. Especially in winter when load factors are down. If a 757 can fly to LA it can make Europe.
As you so eloquently pointed out, Delta may now have no choice other than to replace their 757s with something more efficient. At the moment, the A321 is the only available option.
I suspect that Airbus are already working on a major upgrade to the A320 series with redesigned composite wings (using folding tips to allow even greater efficiency within current operational dimensions?) along with a re-positioned and redesigned undercarriage to reduce the likelihood of tail strikes with the lengthened fuselage of a rumoured A322 (or even A323?). Even if they haven't, and were to start within the next year, I suspect that subject to engine availability, it could be in operational service well before anything Boeing have in development, possibly even by years.
Apart from short field performance (a requirement almost eliminated as most of those runways have already been lengthened), the incorporation of a longer Airbus single aisle could operationally replace the 757 so well that there is no business case to provide a new aircraft for what remains, especially as the 757s could continue to serve any remaining niche easily for at least another decade, possibly even two if enough airframes with low enough hours/cycles remain to provide this.
Boeing's failure to have a 757 replacement available, or having developed it incrementally as they did with the 737, could turn out to be Boeing's biggest business mistake, along with being their biggest 'gift' to Airbus - potentially even more so than what is now the A220 series.
You can add 737 Max to the list of biggest business mistakes.
I think the A 220 was more to replace the MD 88 and MD 90s that were retired early. The 717 is not scheduled for retirement for several years (2025 currently). Many operators of the 717 wish they could get more of them. They serve a niche market very effectively.
I agree. Delta can play loose with fuel prices, due to owning the planes outright, like the old MD-88. Where United would have to finance new XLR, Delta can fly paid for planes
It is interesting that UK airline. Jet2, which had a very much Boeing fleet with 737's and 757's is replacing the latter with A321neo's. Not a huge fleet but expanding. You cant help but think Boeing is struggling with its product range.
I have always loved flying on the 757 even though it is a narrow body airliner. It always seemed to be in a sort of relaxation mode...easy up, easy down, quiet and powerful. The plane just seemed to float at cruise flight and seemed to take turbulence better than its 767 big brother.
Coby is so right on this one. Very well done!
the 757 is the only plane that can land in the andez mountains in the summer.
He found the password for his RUclips account
This is an easy fix for Delta. They have 125 firm orders for A321Neo's, starting in 2022. They also have 100 options. If the NMA becomes a vaporware flop, they'll just flip some of those into the LR/XLR version. The 757-200 flies 3900 NM w/ 200 pax. LR's give you 4000NM w/206 pax.
Remember - those 757's are paid for. The only reason they switch them out is when fuel prices get obscene. Save on Capex is huge. Bastian knows what he's doing
Just goes to show, you have to evolve with the times or be left in the dust (Airbus vs. Boeing)
Coby:*uploads a video*
Me: Now I know why it's been raining for the past 5 hours
The real issue concerns XLR delivery slots, and where any putative Delta order would wind up in the production line. If Airbus can get them early slots, then an order makes sense. If not, then waiting for a 797, assuming Boeing is actually making one, makes sense. Delta could get preferential financial terms as the launch customer, and literally be first in line for the new jet. Delivery dates matter.
Delta's Tech Ops is THE best Hands Down!
You were really right Delta ordered 30 more A321Neo. Total order for this plane by delta is 155!
Probably the second higest number of orders from a single airline for the type
Hey Coby, this video was enlightening
Boeing should have focused on a 757 replacement that would also replace the 737.
Boeing commercial Airlines many never recover from the ongoing disasters of the 737 max, the continuous never ending 787 manufacturing defects that continue popping up and constant issues with the 777-X program that is shaping up to be a 737 max sequel.
Unfortunately that’s becoming more and more unlikely . They didn’t just have one screwup and they have screwed up all of their programs and I’m not sure they’ll be able to recover from that. They have not had a single new program since the original 777 that has gone smoothly with no major issues or massive cost over runs. They seem to have lost their ability to design and manufacture aircraft. I’m not sure that’s coming back.
@@johniii8147 They have the Chicago mob mentality. Profit at all costs even if you kill 500 innocent men, women and children, don’t worry just pay a fine and everything will be swept under the rug.
The same stupid dysfunctional mentality for not purchasing the Bombardier clean sheet designed CSERIES instead of suing them of which Airbus followed by purchasing the CSERIES from Bombardier for $1, which can capture the 737 max market if Airbus moves forward with Bombardier’s prior planned stretched 500 & 700 versions which in theory will likely be the replacement for the A320 NEO being more fuel efficient.
@@757Superfan Airlines definitely don’t want to hold onto the 757 it’s from a different era. It’s simply outdated. DL is the exception with still a large fleet and even they are replacing most of them with the 321NE0. Boeing has basically missed the replacement cycle on missions the 737 can’t serve and the 787 is too much aircraft. That’s what’s making the business case so hard at this point the orders have mostly already been placed
@@757Superfan and not kill over 500 people in the process as the case in the 737 max
United XLR slaying Delta B757 due to better operating cost requires one of the following: United is getting its XLRs for free or Delta is making payments on it s 757s (I doubt it), or the combined mx costs and fuel costs on the 757 equal more than the combined payments + mx + fuel on the XLR (I doubt it).
I'd really like to see a re-engined B757. B757max maybe?
Exactly
I still this as an option
Check out his video where he discusses a redesign of the 757, I'm sure you'll find what you need
B757 MAX ... With MCAS !!
Until watching this today I had never heard of a Boeing 717. Learn something everyday.
717 is just a renamed MD-95, inherited from McDonald Douglass when they merged.
@@xsu-is7vq It was originally ordered by Valuejet but by the time they were built they had been acquired by Airtran. I flew on several of them and they are great planes. When Southwest bought Airtran they offloaded them very quickly since they keep their fleet only 737s. It didn't take long either. Delta bought almost all of them. Hawaiian flies the plane inter-island and Qantas-Link also flies many of them (and their CEO said if they were still produced they would but more of them)
You should do a Spirit Airlines review!
Delta can use 739’s & 321neo’s to replace their oldest 757’s and they can keep using younger 757’s they have
I don't think DL is that worried about fuel burn disadvantage with their 757s compared to UA's A321XLR. While it burns more fuel, these jets are fully paid off and DL doesn't have to pay interest or loans on them unlike the A321s.
The big problem for the 757s is that they're getting very old past 30+ years. Airlines usually retire their jets after it has over 90000 hours. Reliability drops and maintenance costs increase. Boeing also has EOL cycles and hours so the 757s will have to retire at some point. While DL has found suitable replacements for their 767s, they haven't found one for the 757s yet.
The 757 is a viable aircraft , is an re-engine possible yes. Aircraft are cheaper to run if you own them . The fuel savings in small
I have always said the 797/NMA was that Seattle specially: vaporware. IMHO it was only ever meant to be a paper plane, a spoiler for A321 / A350-800 orders. It could be all things to all customers because it was never actually going to bed built. Just a tantalising promise.
As for Delta, it seems many A321 delivery slots have just become available.
One thing not mentioned is the engines the pw2k is a workhorse with low cost to overhaul and great on wing time. The gtf engines on the airbus are new and still struggling with growing pains and face a much higher cost to overhaul. Delta held out with the maddogs for so long and one reason was the engines crazy low cost to maintain. The more plains retired buy other operators the cheaper parts get....
One thing that I don't understand is why doesn't Airbus make a special cockpit option for Airlines transitioning from Boeings to help reduce costs for them?
The 757s are more fuel inefficient, but keeping them longer means smaller capital expenditure, therefore smaller debt and smaller interest payments. Delta tapped the used aircraft market, after 07-08 meltdown, to lower capital expenditures, then they paid down debt and ended up building a strong balance sheet..... Not saying they shouldn't buy the XLR, just saying that's the case for not buying them.
Good video, but what you are saying is long haul flying is about to become even more miserable of an experience as narrow bodies fly long haul. Time to fly less
EXACTLY.
I mean, what difference does it make in the end? You're in a seat, surrounded by people. Does it really matter how big the plane is?
$250 Wide Body. $220 Narrow Body. Select Flight.
@@joeg5414 that depends on who you are it’s definitely a subjective statement you make for sure. For example i am 6,4 300 pounds So imagine if you were in the center seat a guy like me on the left and the right of you I guarantee you will be screaming for widebody as there is more width and pitch on those seats . I flew from Miami Florida to Dallas Texas on a 777 in economy everybody was comfortable so it just depends for the personal of average height and size probably not A big deal just telling my viewpoint
I love Aviation!
i am guessing delta will keep flying the 757....
... and flying Delta will become an engineering durability experiment.
@@dmrr7739 delta retires their 757s at 30+ years, it’s a robust airframe, quit your drama.
@@dmrr7739 and people worry about flying Iranian carriers.
@@dmrr7739 See the Northwest DC9s for a previous example
@@technole - The DC-9 was an exceptionally rugged bird. Even the B717 is exceptionally sturdy ...
I’m grateful to have MSP as my airport so I get to see lots 757s whenever I want
They put a massive investment in the Airbus A321-200s.
What slow recovery? At American Airlines it is all hands on deck. We are using 777’s for Transcons. The 757 was and is a real pilots airplane. Great high altitude and short field performance. It makes KLGA ops a breeze.
Delta has a big issue ahead. Delta airlines has had the 757 and 767 as its two most important planes for about 30 years. The Delta strategy revolves around the 757 and 767. They could size down and size up some routes in plane size to the A321NEO or A330-900NEO. Delta getting the A321XLR would be sizing down. It could work but the 797 may just be better. I could see Delta getting about 50 A321XLRs
The problem is the 797 doesn’t exist so it’s not a foreseeable option. Eve if it were launched tomorrow it would be 8+ years for any volume delivery. DL doesn’t have that kind of time left. Likely no choice but to go with Airbus
@@johniii8147 United is probably keeping their 767s for 7+ years so I think that Delta could end up keeping the 757.
The 757 is still going strong in both the passenger and cargo variants. Also Boeing just announced that they will resume 797 design. It only takes 5-6 years not 10 to 20 years.
They said the same for the 737MAX and 777X about short entry into service times.... and they were just relatively simple redesigns, not even from scratch
Delta did order the A320 and A321Neos
Hey Coby, nice video. Here's a big factor in this: TechOps. Delta's MRO revenue is huge and Delta is the second largest MRO in the world after Lufthansa Technik. Delta services 757s of their own and other airlines as well, profit from which helps offset the higher fuel costs of the airframe.
Delta's MRO operation also services government-owned 757s, including the airframes that are used by the President and Vice-President of the USA. I have seen them being worked on in the TechOps hangars at KATL.
Also you were talking about the possibility of a re-engined 757 for the air force. I think that plane would be feasible too. I think that they will wait for Boeing to make an announcement regarding this jet and then if there is no option they MIGHT go for the XLR. But I don't think Boeing will let that happen.
There was discussion around May last year of a 757-plus...
@@alphabravoindia5267 sounds like a nice idea
@@himanshshah9425 Yeah it does...
@@alphabravoindia5267 Better than the 737 MAX for sure
757 is just too heavy and its wing is fairly outdated, and it’s already 10% behind A321CEO in terms of efficiency.
I don’t think the whole situation would change simply by reengining 757.
We love the 757
The only people that can say that and mean it either only fly first-class, or are munchkins ...
@@sking2173 And the people who would such comment like yours no nothing about this successful plane that dominated the US market for decades.
@@caribbaviator7058 - I know I don’t like them if I sit in coach because I’m a wide-body and the 727, 737, and 757 seats are narrow in a 3x3 configuration, which is used by every US carrier, and indeed every carrier that I’ve flown. I’m too cheap to pay for business or first class.
I know that because of that, I avoid them like the plague. They are among the least comfortable of the main liners for a person my size.
While the 75’s performance stats are impressive, that does me no good when I’m shoehorned back in coach.
I live in Asia, and have flown back and forth between Asia and the US or Europe several times per year since 1999 (only once in 2020), so I’ve had ample opportunity to experience just about all of the airliners currently in use.
What more do I need to know ??
The 757 and the 737 are both miserable planes for normal-sized males if there is another normal sized male beside you.
Now, are you a munchkin, or a fanboy??
Pressurization cycles, metal fatigue and cost of operation for 757 will eventually catch up.
Love these videos! If you’re ever up for it. Would love a video on what planes can get into the Eagle, CO airport (EGE). With the mountain at the end of the runway, I’ve seen lots of 757s at the airport. Wondering what else is capable of flying into there in terms of narrow bodies and also RJs. It’s a really unique airport in terms of which planes have the performance capability.
Still cheaper to update a 757 with new avionics, interiors and engines.
American Airlines says wide bodies in its domestic network have yielded higher CASM than utilizing the same aircraft on an east coast-Europe/west-coast Asia. AA has been doing this throughout the pandemic and will continue to do so “after”.
Es Bastian could sit back, relax and wait for Boeing to launch a 797 because he already has delivery slots for XLRs. If there will be no 797 anytime soon he can just order additional A321neos and convert some of the existing A321neo orders to the XLR variant. They will all come off one line, just like A318/19/20/21 did/do.
And I honestly dont think that Delta will ever become an all Airbus Airline. I am sure that they sooner or later will order 737 MAX aircraft, also they will operate the airplane that will be the 797 or MOM or NMA or whatever and whenever this one arrives.
always loved the 757.