28 Responses

  1. Alan Dickey
    Alan Dickey at |

    Thinking about flying on a NWA Dreamliner gives me a warm feeling.

    Reply
  2. Ivan Acosta
    Ivan Acosta at |

    Yay. We are stuck with DL’s icky 767-300, which has an avg age of 24.7 years, plus their outdated J product

    Reply
    1. Seth Miller
      Seth Miller at |

      Not really. The new A330s are replacing those in the coming years.

      Reply
    2. Ivan Acosta
      Ivan Acosta at |

      are they pulling a UA and not getting the planes / new seats until 2021+? 🙂

      Reply
    3. Bruce Kane
      Bruce Kane at |

      I had a great (not) time on one of Delta’s 767-400 for DUB-JFK when a part needed to be flown in from FRA.

      Reply
  3. James Gennero
    James Gennero at |

    I have a model NWA 787. Sad that it will never come to fruition even in Delta colors.

    Reply
  4. Glen Towler
    Glen Towler at |

    More bad news for Boeing. This aircraft will never make a profit.

    Reply
    1. Charles Kennedy
      Charles Kennedy at |

      the lack of order from DL is a drop in the ocean of lost 787 $$

      Reply
    2. Charles Kennedy
      Charles Kennedy at |

      the lack of an order from DL isn’t the problem

      Reply
    3. Glen Towler
      Glen Towler at |

      No your right Boeing has plenty of other issues right now

      Reply
    4. Christian A. Martinez
      Christian A. Martinez at |

      What are the problems that Boeing is currently facing?

      Reply
      1. phoenix
        phoenix at |

        No particular order:
        1) 747-8 orders have completely dried up. Passenger as well as freighter. The UPS order helps but is nothing near enough to keep the program sustainable.
        2) Not enough 777-300ER orders to “bridge” up to the start of 777X production. Slow widebody market as a whole.
        3) Cost and production problems during 787 development, which lead to early discounting, which means deficits and losses in the 787 program as a whole.
        4) No true MoM solution/757 replacement/A321 fighter.

        Notice I didn’t mention the 787 batteries. That was expensive, but at least fixed and taken care of.

        Reply
    5. Ash Walker
      Ash Walker at |

      I remember when Charles Kennedy screamed at me, sprayed spittle in my face and jabbed his finger whilst discussing the solution to the battery fire problem being a metal box with a chimney attached to it. I believe these could have been some of the issues Charles Kennedy was referring to.

      Reply
    6. Charles Kennedy
      Charles Kennedy at |

      Ash sorry for all the spittle #austronaut

      Reply
    7. phoenix
      phoenix at |

      It might not ever make a profit, but at least it’s out of the woods, so to speak. I’d rather have the 787 “problem” rather than the A380 “problem” to be right-up honest.

      Reply
  5. Tim Murphy
    Tim Murphy at |

    On that note, has AA ever canceled the A350 order it inherited from HP/US? the, “New US,” was supposed to be the North American launch customer (maybe even world?) Airbus provided financing to make the HP/US merger happen.

    Reply
    1. Seth Miller
      Seth Miller at |

      Deferred at least 18 months but not cancelled yet. And even if AA didn’t defer the delivery likely would have been delayed since Airbus still hasn’t caught up with its planned 2016 deliveries, though it did do way better than I expected it to. At the beginning of the year it was scheduled to put 50 A350s into service. Of those, 42 have been delivered so far.

      https://www.flightglobal.com/news/articles/american-defers-a350-deliveries-by-more-than-two-yea-427747/

      Reply
    2. Seth Miller
      Seth Miller at |
      Reply
  6. Christina Tuff Saull
    Christina Tuff Saull at |

    Pretty sure NWA isn’t going to get one either…

    Reply
  7. Nick Comegna
    Nick Comegna at |

    Looks like we will be seeing global international growth to flatten out or shrink from the US3 in the next few years as the orders they all currently have does not “fill” the planes they want to retire in the next 3-5 years. DL’s 763 fleet is bigger than the entire Airbus widebody order (plus the 744s) nor does AA’s order cover the ones they want to retire (767 and 333). There are the 757s that AA/UA would love to get rid of as well, but no real replacement at this point – I am still having a hard time buying the A321LR prospects and we all know the A321s like the 739s are a dog performance wise.

    763s sure can solider on for another 5-10 years if they want to keep them longer while using new orders for growth, but they are getting very expensive to maintain.

    Granted if strategy shifts they can easily put in an order and start getting planes within 12-18 months (assuming they are content with ordering 777/330), but this is certainly an interesting development. It seems the US3 wants to shift the focus more onto the domestic market.

    Reply
  8. Paul Skrbec
    Paul Skrbec at |

    I have a model 787 1:200 in NWA livery from the launch announcement. I’m not the least bit surprised the order got cancelled, but I am surprised it took this long for DL to eliminate something that has always been inconvenient.

    Reply
  9. Charles M. Kunz
    Charles M. Kunz at |

    Just wait ten year, they’ll buy them used

    Reply
    1. Brad Mixner
      Brad Mixner at |

      I was thinking the same thing

      Reply
    2. Seth Miller
      Seth Miller at |

      Likely won’t even need to wait that long. Qatar Airways expects to have a few on the market around the end of the decade.

      Reply
    3. Nick Comegna
      Nick Comegna at |

      EK is already starting or about to start retiring their oldest 77Ws. EK @ DXB is at capacity and can’t really expand more until they move over to DWC, so perfect timing for them to focus on modernizing their fleet a little.

      Reply
  10. Everton Morris
    Everton Morris at |

    To be fair, numerous data points changed in the years since the 787 order was placed. The US airline industry consolidated, current and planned 330s became ridiculously more capable, Tokyo hub is gone, and Delta is in a stronger position relative to its JV partners (actually a slight curse on expansion insofar as AF/KLM — and especially AF — can’t keep up on North Atlantic route development).

    Reply

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