g500 From United States of America, joined Oct 2011, 1017 posts, RR: 0 Posted (1 year 1 month 4 weeks 21 hours ago) and read 8718 times:
I noticed Delta has anywhere between 8-11 daily flights between ATL-LAX...(depending on the month)... They operate mainly 767s and 757s on this route, with the lone 777 flight and one 737 flight..... Obviously the 777 flt is satying
Anybody here think Delta might go every hour on the hour on ATL-LAX once the 737-900s start arriving??? Sort of an East coast-West Coast shuttle?.
Isn't the 737-900 suppose to replace their domestic 767/757s??
par13del From Bahamas, joined Dec 2005, 7488 posts, RR: 8
Reply 2, posted (1 year 1 month 4 weeks 20 hours ago) and read 8446 times:
The primary question I would have when deciding to implement such a strategy from a major US airport would be how long does it routinely take from push back to take off especially during peak hours.
If a/c push on time and are still sitting on the ground when the other on time a/c pushes.......
TW870 From United States of America, joined Jan 2013, 271 posts, RR: 0
Reply 3, posted (1 year 1 month 4 weeks 12 hours ago) and read 6583 times:
Why would it be more efficient to have a shuttle on this route - and one with 737-900ERs? Right now, Delta often uses ATL-LAX and DTW-LAX to rotate widebody aircraft between Europe and the Pacific. If they switched to an all 737 operation, they would have to either bring the 777 for SYD in from DTW, or swap it onto the NRT market to then rotate it out of NRT, which I bet would be more expensive. The advantage of high volume routes like ATL-LAX is that you can profitably use them to move your larger aircraft throughout the system.
Furthermore, the hourly "shuttle" type services usually cater to business travelers who are on day trips and use the airplane like a subway. LAX is far away from ATL, and my sense is that there wouldn't be an appreciable difference for most high yield customers between 11 flights at day and 14 or 15 - especially when they have to be on the airplane for five hours and cannot make a 1-day trip.
UALFAson From United States of America, joined Mar 2004, 736 posts, RR: 4
Reply 4, posted (1 year 1 month 4 weeks 11 hours ago) and read 6229 times:
It's an interesting thought, but there is also a scheduling challenge with the difference in time zones. Although you could have hourly ATL-LAX departures all day lng, it wouldn't be as easy heading east. You can't have any late afternoon or early evening departures from LAX because they would arrive in ATL in the middle of the night.
As it is now, there is a big mid-day gap in eastbound transcons from the West Coast from the early afternoon departures until the red-eyes, so you couldn't advertise "hourly" departures eastbound, which would really be the whole point of marketing a shuttle-style operation.
"We hope you've enjoyed flying with us as much as we've enjoyed taking you for a ride."
Without that L2 boarding door it will never replace the 757 from a passenger and cabin crew convenience point of view!
I'm not trying to change to world here -- I'm just a frequent flyer with an opinion.
From a personal perspective, except for the lie-flat bed version 752s that sometimes show up on IAD-SFO and MIA-EWR, no one in the front cabin seems to care as long as the service is equivalent. For instance, my ice cream sundae tastes the same whether I enter the plane by door L-1 or door L-2 -- or I'm flying a 900ER or a 752/3.
By the way -- completely off topic -- I flew the DL 753s years ago as an NWA platinum. I completely get the 'slave-ship' analogy and see why crews don't like to work them.