CitrusCritter From Pitcairn Islands, joined May 2007, 1150 posts, RR: 2 Posted (8 years 8 months 1 week 6 days 13 hours ago) and read 3843 times:
When I was a kid, my parents and I flew EA from ATL-LAX in F, as my Dad was getting rid of his EA FF points as his company was switching solely to DL. What sort of equipment did they typically use on this route in 1988 (or 89?) I'm trying to tally up all the miles I've flown and the equipment I've flown on.
Gr8SlvrFlt From United States of America, joined Jan 2002, 1633 posts, RR: 9
Reply 10, posted (8 years 8 months 1 week 6 days 2 hours ago) and read 3582 times:
In the late 80s, primarily A300s with maybe one 757 per day. L1011s were not used much on that route until after the '89 strike. I worked F on ATL-LAX many, many times. It was a full cart service with chateaubriand or rack of lamb, caesar salad, ice cream sundaes, fruit & cheese board, etc. Those were the days and I miss them.
I work for Southwest, but the views expressed are my own and do not necessarily represent those of Southwest.
CF6PPE From United States of America, joined Mar 2006, 383 posts, RR: 0
Reply 12, posted (8 years 8 months 1 week 5 days 11 hours ago) and read 3337 times:
EAL won rights to fly ATL-LAX in the early '70's and initiated service on the route with DC8-61 equipment. The trip was a non-rev's dream as the return trip from LAX continued from ATL to PBI and then the aircraft ferried on to MIA, usually with the non-rev's intact. The loads on this trip were pretty light for a 190+ seat aircraft even including all of the non-revs.
So the DC8-61's were replaced with B727-25QC equipment. This B727 equipment was seasonally challenged west bound and made tech stops (at I believe PHX) and/or slowed drastically to max range speeds (approx. M.72), both of which made for late arrivals. East bound trips typically were not a problem.
I don't remember when the next equipment change happened, but I have flown on L1011 and A300B4 equipment both directions ATL-LAX in the middle and late '80's. A300B4's came into the EA fleet in late 1977; my recollection is that the A300B4 was introduced on routes to both SFO and LAX from ATL within its first year in the (EA) fleet.
In Sept. '87, I was able return LAX-MIA on one of the EAL DC10-30 trips in F. That trip was my first encounter with so-called lay flat seats.
I probably missed the B757's use on the ATL-LAX.
I don't remember the B727-225's being used on the ATL-LAX trips; maybe the -225A were, but I doubt.
B777ER From United States of America, joined Jun 2004, 548 posts, RR: 0
Reply 16, posted (8 years 8 months 1 week 4 days 20 hours ago) and read 3150 times:
Quoting Gr8SlvrFlt (Reply 10): It was a full cart service with chateaubriand or rack of lamb, caesar salad, ice cream sundaes, fruit & cheese board, etc. Those were the days and I miss them
I remember many times flying the A300B4 into SEA and staying on for the second leg to PDX. On the ATL-SEA portion, I can vividly remember getting lobster tail and that was in Y. Good Lord were those the days!
Yep - they got the authority in 1969, along with ATL-DAL nonstop rights and a Chicago-Jamaica route. Eastern wanted to get out all the way out to LAX in 1961 during the original Southern Transcontinental Route Case, but the choice routes (from Florida and Atlanta to California) went to Delta and National instead. Eastern (which had a long history of getting no love from the CAB during route awards) was only granted a lame tag service from MSY to DAL.
When the route case was reopened in 1969, Eastern finally got the nonstop, but by then Delta was pretty well established on the ATL-California routes. Eastern's ATL-LAX award was pretty much the only one that made any sense - the whole case was full of oddball awards, like National's ATL-SFO route, Northeast's MIA-LAX and Continental's DAL-SEA and DAL-LAX awards.