DeltaGuy From , joined Dec 1969, posts, RR:
Reply 4, posted (10 years 11 months 1 day 8 hours ago) and read 4938 times:
They did open a new bidding category, for 764 International. I wish they'd make the whole fleet have the BizE cabins though...start takin em out east. It certainly has the range. Using it on short MCO-ATL runs was squandering it's capability, even though that was it's predecessor's role.
PVD757 From United States of America, joined Aug 2003, 3421 posts, RR: 16
Reply 5, posted (10 years 11 months 1 day 7 hours ago) and read 4859 times:
Does anybody else think that the short range 7E7 has ATL to any Florida destination written all over it? If the 767 line hasn't closed yet, how likely would they want more since there was a rumor that they were trying to unload the 777s on order?
Phollingsworth From United Kingdom, joined Mar 2004, 825 posts, RR: 5
Reply 8, posted (10 years 11 months 1 day 7 hours ago) and read 4651 times:
While the plane is designed to fly long distances, especially given the difference in MTOW and MLW. It is also designed for medium range high density routes. Delta puts ~3600 seats a day ATL-MCO. That is on 14 flights. All of the flights depart between 06:30 and 23:30. Given the way they are staggered, my guess is that the schedule is to minimize ground time from transiting passengers. If it was O&D they would be very regular for most of the day. I would also think that it doesn't benefit Delta to increase the frequency, for this route density matters. They have two 763s departing within 5 min of each other. Basically Delta is putting the largest a/c it has on the route. By cycling the planes between the shorter Southeast routes, and the longer ATL-LAX/SFO, LAX/SFO-HNL, and ATL/CVG-HNL routes they can keep there cycle growth relatively low.
I too would like to see DL put 764s on international routes. The 763s seat 190/195, 48C-147Y, and the 772s seat 277, 52C-225Y. They need a number of planes halfway in between. Continental uses their 764s in a 256 seat config, 20C-236Y(Micronesia), or 235 seats, 35C-200Y. Given DLs different way of laying out their a/c they could do a 50C - 190Y or so. this is 240 just about half way between. However, if they are going to use 764s seriously for international service they will have to take delivery of more a/c and install PVEs. At least they already have 180 ETOPs, so there a no no-go areas over the North Atlantic.
DeltaMIA From United States of America, joined Feb 2004, 1672 posts, RR: 17
Reply 10, posted (10 years 11 months 1 day 4 hours ago) and read 4328 times:
"I too would like to see DL put 764s on international routes. The 763s seat 190/195, 48C-147Y, and the 772s seat 277, 52C-225Y"
Actually international configuration on 777's are 50J-221Y on all flights except Ireland due to crew rest requirements.
Also all 763ER's are being reconfigured with 36J-162Y (The ex Gulf Air with the additional door are being configured to 32J-168Y).
There is no need to reconfigure the aircraft. The 764 is for high density markets. DL's wants the additional Y capacity not the F/C capacity. First class already goes out empty almost every flight with 24 seats, but coached can be 60 to 70 overbooked. First class is only for a few medallion upgrades and non revs as very few purchase C seats. Also Cargo is the name of the game in Latin America and the 764 not only adds coach capacity but also additional cargo capacity.
It's a big building with patients, but that's not important right now.
Gte439u From Canada, joined Nov 2003, 361 posts, RR: 1
Reply 11, posted (10 years 11 months 1 day 4 hours ago) and read 4274 times:
Did DL even serve South America before?
Since the late 1990's, Delta has served from ATL:
San Jose de Costa Rica
Liberia de Costa Rica
Santiago de Chile
Buenos Aires (suspended currently, to restart 12-2004)
Rio de Janeiro (currently suspended)
I did not include services to Mexico or the Caribbean nations.
DAirbus From United States of America, joined Nov 2003, 594 posts, RR: 2
Reply 12, posted (10 years 11 months 1 day 2 hours ago) and read 4088 times:
I believe that the decision to upgrade to a 767-400 on this route has to do more with cargo than passengers. Delta moves huge amounts of cargo from their Latin American destinations specially Santiago, Chile and Lima, Peru to ATL. This is part of the reason why the Lima flight has been upgraded from a 757 to a 763 and now to a 764 in two years time.
When I worked at the International concourse in ATL, I would see several 20,000 lb pallets of asparagus and other perishables going from Peru to European cities every day during the winter. They even have alerts for non-rev travelers being stranded due to high cargo loads. I don't know if the passenger demand is there to fill up 287 daily seats but I am sure that they can make up the revenue with cargo.
"I love mankind. It's people I can't stand." - Charles Shultz
Jrlander From United States of America, joined Aug 1999, 1106 posts, RR: 0
Reply 13, posted (10 years 11 months 1 day 1 hour ago) and read 4013 times:
Recongifiguring the 400's for BizElite would actually not be a particularly big deal for Delta. If you remove the First class cabin and the front coach cabin, you have a significant space between the first two doors for the cabin. There is actually a galley already in place behind the front coach cabin. The planes are also already wired for PTV's in front. I have to guess that Delta did this on purpose.
EddieDude From Mexico, joined Nov 2003, 7640 posts, RR: 42
Reply 14, posted (10 years 11 months 1 day 1 hour ago) and read 3941 times:
That is so cool!!! Good news for spotters and aircraft fans in Perú. I really want to fly a 764. You get the good, old 767 2-3-2 configuration plus the 777 interior design... the best of both worlds (plus the 777 avionics).
I don't know why DL does not use a widebody to MEX from ATL or JFK. Sure the distance is pretty short, but the volume of passengers per day is pretty large.
N863DA From United States of America, joined Sep 2004, 48 posts, RR: 5
Reply 16, posted (10 years 11 months 1 day ago) and read 3866 times:
>>Will DL reconfig the fleet to ad PTVs to all acft?<<
No. The 737s, 757s and 767s that currently serve South American routes have no such luxury (except in the BizElite cabin of the internationally-configured 763ERs that also fly to Europe/India, flying to EZE, SCL, etc.).
If I had to guess, I would say that these aircraft, as with all other aircraft on these routes, will be marketed as, "Business Class" and coach services on the shorter Latin American routes.
None of this is revolutionary... merely replacing one domestically-configured aircraft on a route with another.
Flairport From , joined Dec 1969, posts, RR:
Reply 17, posted (10 years 11 months 1 day ago) and read 3776 times:
I like this idea...but how many 764s do they have...I know about half of FLLs ATL ops are 764 and the same for MCO, TPA, and PBI, I believe...JAX gets 1, I think....HNL gets 1 from ATL and a few that continue from ATL via SFO, LAX, and SLC...OGG gets 1 from LAX. SLC, SFO, LAX, and I think I am missing one more west coast destination gets a lot...and LGA and BOS, in the NE....
I'd like to see 764s go south, they are great for liesure destinations....and if it means taking a few off FLL...I'd take it (we need some virety anyway)
Also...no one has pointed out that this makes 1 more free 763ER!
ContinentalEWR From United States of America, joined May 2000, 3762 posts, RR: 13
Reply 23, posted (10 years 11 months 13 hours ago) and read 3276 times:
Delta needs to put the 767-400 on Trans Atlantic markets as well. With so few 777's, Delta (and I am a fan of Delta) does not have a sufficiently good product on long-distance flights in its main cabin. The food is bad, the 767-300's have no PTV's or other ameninites, similar to what CO has on its 767-200/400 and 777 fleets, or even the 757 for that matter, with its flip down screens, or NWA with their A330's, or US with theirs, or even AA with its new 777 style interior 767's and its 777's, and the same goes for UA.
Iflyatldl From United States of America, joined Nov 2003, 1936 posts, RR: 3
Reply 24, posted (10 years 11 months 12 hours ago) and read 3157 times:
I'd like to see DL utilize the 764 on the Trans-Atlantic market, especially since they're deferring the 777 orders at least for the next couple of years, trying to make due with eight. The 764 is a great plane!
Ah, Summer, Fenway Park, Boston Red Sox and Beer.....
: Seems that things down in LIM are getting better. I hope they do get the upgrade that the airport urgently needs and deserves ! View Large View Mediu
: With DL recently cancelling future 777 orders, they said that they'd be replaced by other aircraft. Maybe they will order more 764ERs to replace them.
: Or maybe, SESGDL, Delta may decide to order the 7E7, an even better solution to this. Why has Delta had such a hard time with the 777 anyway?
: Why has Delta had such a hard time with the 777 anyway? Arguments with DALPA severely stunt their original order. Also, those aircraft (as well as the
: Doesn't it cost Delta a lot to operate a small fleet of 777's? I love how they tout the plane in all their corporate advertising as if it was their si
: Doesn't it cost Delta a lot to operate a small fleet of 777's? DL is big at insourcing... it wouldnt affect them all that badly of which they are the
: It certainly came as a shock to me when Delta announced they were cutting their future 777 orders. Before this news, and even within the past year, so
: What's also interesting to note is that the ATL-HNL route will revert to an intercontinental 763ER Hmm, wonder why though? So many potential reasons..
: What's also interesting to note is that the ATL-HNL route will revert to an intercontinental 763ER Hmm, wonder why though? So many potential reason
: my guess is that the demand is lower in the summer The yield dynamics are quite different between the two models however, even on the same route.