Anyone who catches the A221 out of DFW will be in for an enjoyable trip. Had the chance to fly a 221 last week on DFW-SLC on my way to SEA and was blown away by what a great ship it is. I wasn't too happy when DL swapped out the scheduled 221 with a 712 on my DTW-DFW return flight, but I'd gladly take a DL 221 over any AA 321/738.

I'd love for DL to open a hub at AUS, 75 flights a day, all A220. Perfect plane for DL in that market, it can fly anywhere a new DL hub should fly to, excepting NRT and AMS...

ctrabs0114 wrote:

Anyone who catches the A221 out of DFW will be in for an enjoyable trip. Had the chance to fly a 221 last week on DFW-SLC on my way to SEA and was blown away by what a great ship it is. I wasn't too happy when DL swapped out the scheduled 221 with a 712 on my DTW-DFW return flight, but I'd gladly take a DL 221 over any AA 321/738.

This: "I'd gladly take a DL 221 over any AA 321/738"...is exactly what Delta is hoping for. That's why these are going to DFW as opposed to ATL.

Please bring these to ORD! Love the 717 but LGA-ORD would be so much more pleasant on the 220.

Delta has 11 A220 in service and yet some users are shocked they aren’t covering every route in the network...

ehaase wrote:

fpetrutiu wrote:

I just can't wait for ATL-MEM... I fly MCO-ATL-MEM regularly, can wait for the 221/3 to operate the route. My next one I am on the MD90, both in and out of MEM.

I live in JAN. ATL-JAN is all MD88 and 717. I imagine it will be all 717 when the MD88 is gone. I wonder what will replace the 717 on routes like ATL-JAN. Surely not A220. Maybe one 739 per day and several CR9's will replace 717.

As the MD88s continue to draw-down in the short term some will be backfilled by MD90, A320, 738 on routes that don't warrent upgauging to 739/A321.
They certainly aren't going to revert to MD88/717 to CR9s

jetskipper wrote:

Wonder what the fares on the DTW-DTW route will be.

Had the same question. Better get a meal on that flight.

strfyr51 wrote:

laca773 wrote:

I believe LAX-AUS is another route that will see the A221s.
It seems like DL wants to utilize this new premium narrowbody type on many of the medium haul Texas markets to offer a better mainline product to AA & UAs hubs as well as increasing capacity & offering a better product on routes being flown with E75s.
Perhaps we will see LAX-SAT upstaged to the A221s at some point as well as LAX-DFW.
Maybe DL will re-start LAX-JAX if the A221 has the range 3-4x a week?
Utilizing the A221s on LAX-SEA-LAX will allow DL to adjust each flight depending on demand where a 738/739 have too much capacity on certain days.

Exactly WHAT makes it a Premium narrow body??

Wider seats, bigger bins, bigger windows, better AVOD?

NateGreat wrote:

MavyWavyATR wrote:

Honestly surprised that DL hasn't deployed them to EYW yet. Could it make the return trip to ATL with a full load compared to the weight restricted 73G's?

It seems Delta thus far has been using the A221s to connect their hubs with large business travel markets, where a B737 or A319/20/21 is too large. We’ll see how they deploy the larger A223s.

How can a 737, 319/320/321 be too big on a route like DTW-BOS/LGA those are 2 major markets that should have no problem filling that size aircraft unless Delta is planing hourly service from DTW to BOS/LGA with the down gauge of equipment.

bgm wrote:

strfyr51 wrote:

laca773 wrote:

I believe LAX-AUS is another route that will see the A221s.
It seems like DL wants to utilize this new premium narrowbody type on many of the medium haul Texas markets to offer a better mainline product to AA & UAs hubs as well as increasing capacity & offering a better product on routes being flown with E75s.
Perhaps we will see LAX-SAT upstaged to the A221s at some point as well as LAX-DFW.
Maybe DL will re-start LAX-JAX if the A221 has the range 3-4x a week?
Utilizing the A221s on LAX-SEA-LAX will allow DL to adjust each flight depending on demand where a 738/739 have too much capacity on certain days.

Exactly WHAT makes it a Premium narrow body??

Wider seats, bigger bins, bigger windows, better AVOD?

wider seats, more pitch, better AVOD are already on the entire B6 fleet. Let's not overstate DL A220-100 here. It's a good y seat domestically, but those 36 inch FC seat is pretty uninspiring.

I've flown the A220 twice now with DL. Fantastic plane. I really am amazed by how quiet the engines are. There is a slight wine when the throttles are moved forward, but then totally hushed, even at takeoff power. Although smaller than the Airbus 320 F class seats, I like the new design of the Airbus 220 F class seats. Nice to have a bottle holder, the PTV is HUGE and love the way the tray table functions. The window size is very noticeable - they're huge. And although I flew first class, of course I had to use the Lav at 2L with the window. Being based in DFW, I'm happy to have so many A220 options.

klm617 wrote:

NateGreat wrote:

MavyWavyATR wrote:

Honestly surprised that DL hasn't deployed them to EYW yet. Could it make the return trip to ATL with a full load compared to the weight restricted 73G's?

It seems Delta thus far has been using the A221s to connect their hubs with large business travel markets, where a B737 or A319/20/21 is too large. We’ll see how they deploy the larger A223s.

How can a 737, 319/320/321 be too big on a route like DTW-BOS/LGA those are 2 major markets that should have no problem filling that size aircraft unless Delta is planing hourly service from DTW to BOS/LGA with the down gauge of equipment.

For what it's worth, I'm not seeing the 221 on DTW-LGA/BOS on the same days I found some of the other flights the OP mentioned (not sure what dates the OP saw those on). The most common type on DTW-LGA/BOS looks to be the A321 for the foreseeable future.

FSDan wrote:

klm617 wrote:

NateGreat wrote:

It seems Delta thus far has been using the A221s to connect their hubs with large business travel markets, where a B737 or A319/20/21 is too large. We’ll see how they deploy the larger A223s.

How can a 737, 319/320/321 be too big on a route like DTW-BOS/LGA those are 2 major markets that should have no problem filling that size aircraft unless Delta is planing hourly service from DTW to BOS/LGA with the down gauge of equipment.

For what it's worth, I'm not seeing the 221 on DTW-LGA/BOS on the same days I found some of the other flights the OP mentioned (not sure what dates the OP saw those on). The most common type on DTW-LGA/BOS looks to be the A321 for the foreseeable future.

They are Saturday repo flights it seems.

I know its a long shot, but a flight from HVN to ATL would do very well and being an A220-100, it should work off the 5600 foot runway. AA has upgraded all its flights from the CRJ-200's to CRJ-700's and the E-175, the market is strong in the metro area and many flights are full or near full.

BN727227Ultra wrote:

I'd love for DL to open a hub at AUS, 75 flights a day, all A220. Perfect plane for DL in that market, it can fly anywhere a new DL hub should fly to, excepting NRT and AMS...

What routes besides the current DL line up (ATL, LAX, JFK, SEA, MSP, DTW, SLC, BOS)?

seat1a wrote:

BN727227Ultra wrote:

I'd love for DL to open a hub at AUS, 75 flights a day, all A220. Perfect plane for DL in that market, it can fly anywhere a new DL hub should fly to, excepting NRT and AMS...

What routes besides the current DL line up (ATL, LAX, JFK, SEA, MSP, DTW, SLC, BOS)?

RDU CLT SFO LAS PDX MCO BNA maybe DCA (scope?) and LGA. Pie/sky, YYZ and CUN, Caribbean in general. Like I said, make it a hub or hublet. I know none of these are low-hanging fruit, but we're talking Delta, lol.

airlineworker wrote:

I know its a long shot, but a flight from HVN to ATL would do very well and being an A220-100, it should work off the 5600 foot runway. AA has upgraded all its flights from the CRJ-200's to CRJ-700's and the E-175, the market is strong in the metro area and many flights are full or near full.

I would love to see ATL-HVN-ATL also. I have family in south central CT and often fly to BDL to see them. HVN cuts the drive time significantly. However, I'm not optimistic they will add this route, as it would essentially rob traffic from BDL/NYC airports. But stranger things have happened.

FSDan wrote:

You can add SEA-DEN too. Looks like there will be lots of them out West this Fall (as expected, replacing most/all of the western 717 routes).

I don't know about JFK-IAH (not currently a route DL flies, and I didn't see it in the timetable in the future) - did you mean JFK-DFW?

West coast does seem to see a large influx of A220s this fall into spring schedule, the JFK-DFW route will see one A221 the other two flights remain at a CR9 through the end of the current published schedule into Spring'20.

laca773 wrote:

I believe LAX-AUS is another route that will see the A221s.
It seems like DL wants to utilize this new premium narrowbody type on many of the medium haul Texas markets to offer a better mainline product to AA & UAs hubs as well as increasing capacity & offering a better product on routes being flown with E75s.
Perhaps we will see LAX-SAT upstaged to the A221s at some point as well as LAX-DFW.
Maybe DL will re-start LAX-JAX if the A221 has the range 3-4x a week?
Utilizing the A221s on LAX-SEA-LAX will allow DL to adjust each flight depending on demand where a 738/739 have too much capacity on certain days.

LAX-AUS/DFW are not currently scheduled to see any A221s. Both cities will transition to a full schedule of A319/320 equipment by the end of the current published schedule going forward through Spring'20

LAX-SAT has no current equipment changes planned and will remain x2 Skywest E75 with differences in departure times

LAX-JAX is a long thin route, while possible, nothing loaded in the published schedule, however, these are the kinds of routes this aircraft is designed for.

LAX-SEA is planned to remain all B738/739 for the rest of the published schedule.

however...

LAX-SFO is planned for all A319 next year
*SFO-SEA is planned for ALL A221 by fall

N809FR wrote:

Well I’ll be damned, I fly SLC-DEN 4-5 times a year, maybe I’ll actually get to try these out!

rph99 wrote:

When does SLC-DEN start?

Looking forward to seeing this bird in DEN.

DL is apparently (certainly surprised me) looking to add capacity on that route and planned for ALL x8 flights between SLC-DEN to go B738 starting this fall through Spring '20.

DL747400 wrote:

Would love it if DL put as many A220s into SEA as possible. I think it is a great jet and is perfect for SEA. Passengers are responding favorably to it wherever it flies.

Oh, and Boeing needs to see the jet they tried to destroy flying in and out of SEA as often as possible.

I too, was quite disappointed at the poor sportsmanship of Boeing, but they certainly did feel threatened, didn't they? Off topic, but in light of the current MAX debacle, I think Delta was smart to wait out a MAX order. SFO-SEA will see ALL A221 ops this fall/spring '20, which is quite the little jab. It should allow them to cycle the A220 to other destinations from SEA as well.

CLT704 wrote:

Hope to see it on my CLT-MSP flights in the future.

I assumed RDU and CLT would be prime candidates for the A220, both being more business markets. Looking at S19 & W19 current published schedules (winter is not finalized), with the exception of LGA and CVG everything in CLT looks to operate with B717 equipment (but I could have missed something).

ERJ170 wrote:

Looks like RDU is gonna be 717 country and not 220.. I see lots of them in the schedule later in the year...

I assumed a place like RDU would be perfect for the A220 as well. I took a look and didn't see anything for the A220 there.

Interestingly, by next year DL has planned that the ATL route will transition from B738/MD80 to almost all A320/321.
RDU-DTW are planned for transition to 4x B717 and RDU-MSP x3 B717,
However all NYC routes from RDU are currently planned to remain on regional aircraft, I would have expected that they would do better to upgauge to mainline on routes like LGA to offer mainline and use a slot somewhere else. Eight flights a day on LGA-RDU with 70-76 seat frames seems odd, but if they're full and the yield is high enough I guess it must be working.

With the exception for MCO and FLL (B717/A320s), all P2P routes I looked at from RDU (BDL/BNA/BWI/CMH/CLE/DCA/IND/MSY/ORD/PHL/PIT) all remain on regional aircraft as well.

tjerome wrote:

NateGreat wrote:

ERJ170 wrote:

Looks like RDU is gonna be 717 country and not 220.. I see lots of them in the schedule later in the year...

Say the 717s are gonna be around for well over 10 years into the future. Would a PTV retrofit be possible?

I don't think they'll be around for 10 years. I'll bet they're gone by 2025.

The B717 frame is a tank, basically, an updated DC-9 which flew for 40+ years. She's designed to be around for a while, but also designed for multiple heavy cycle use daily. It will really depend on which catches her first, heavy cycle use, the price of gas, lease/ownership/repair costs for the entire 717 fleet. If everything goes smooth I can easily see her flying towards 2030, it'd be nice to have a mainline T-tail around for a while.

An internal retrofit would is usually on Delta's schedule every 7-10 years, so it's entirely possible, it really depends on what they decide is the fate of the aircraft around 2025 and how long she'll stay in the fleet.

PSU.DTW.SCE wrote:

ehaase wrote:

fpetrutiu wrote:

I just can't wait for ATL-MEM... I fly MCO-ATL-MEM regularly, can wait for the 221/3 to operate the route. My next one I am on the MD90, both in and out of MEM.

I live in JAN. ATL-JAN is all MD88 and 717. I imagine it will be all 717 when the MD88 is gone. I wonder what will replace the 717 on routes like ATL-JAN. Surely not A220. Maybe one 739 per day and several CR9's will replace 717.

As the MD88s continue to draw-down in the short term some will be backfilled by MD90, A320, 738 on routes that don't warrent upgauging to 739/A321.
They certainly aren't going to revert to MD88/717 to CR9s

The current schedule shows ATL-JAN is planned for all B717 next Spring 2020.

DiamondFlyer wrote:

MavyWavyATR wrote:

Honestly surprised that DL hasn't deployed them to EYW yet. Could it make the return trip to ATL with a full load compared to the weight restricted 73G's?

Unlikely to happen, as ATL is likely to be one of the last hubs to see the A220. I'd expect ATL-EYW to end up on a 175 sooner or later, rather than a CR7.

To replace the CR7s? Yes. To replace the 73Gs? No.

strfyr51 wrote:

laca773 wrote:

I believe LAX-AUS is another route that will see the A221s.
It seems like DL wants to utilize this new premium narrowbody type on many of the medium haul Texas markets to offer a better mainline product to AA & UAs hubs as well as increasing capacity & offering a better product on routes being flown with E75s.
Perhaps we will see LAX-SAT upstaged to the A221s at some point as well as LAX-DFW.
Maybe DL will re-start LAX-JAX if the A221 has the range 3-4x a week?
Utilizing the A221s on LAX-SEA-LAX will allow DL to adjust each flight depending on demand where a 738/739 have too much capacity on certain days.

Exactly WHAT makes it a Premium narrow body??

Ok I’ll bite. Unless you are one of the people that have a huge bias towards a manufacturer and/or an airline almost every review this plane had by random fliers, journalists, av geeks has been excellent. Be it the lay out the large windows cabin atmosphere, cabin noise it just has been very well received. I know its random info or a small group but most frequent fliers on FT are taking this plane over other nb’s on the same route if they can especially the ones flying first.
I don’t understand the need to debate the fact that a new product has been well received by its users.

DiamondFlyer wrote:

MavyWavyATR wrote:

Honestly surprised that DL hasn't deployed them to EYW yet. Could it make the return trip to ATL with a full load compared to the weight restricted 73G's?

Unlikely to happen, as ATL is likely to be one of the last hubs to see the A220. I'd expect ATL-EYW to end up on a 175 sooner or later, rather than a CR7.

I think the best shot for A220 into EYW will be from LGA.

I am happy to see MSP-EWR going A220 the CR-9 on a trip over 1000 miles gets boring very fast. (Huge upgrade for pax on this route)...

Don't think it will happen right away but I believe BNA-LGA will go mainline with the buildout of a focus city in Nashville comes around. Not sure if it will be A220 (I can only hope) on the route but mainline is coming soon.

gsg013 wrote:

I am happy to see MSP-EWR going A220 the CR-9 on a trip over 1000 miles gets boring very fast. (Huge upgrade for pax on this route)...

MSP-EWR is still going to see regional jets for the foreseeable future. Over the summer there's just one A220 turn and the rest of the flights are large RJs. Come fall, it looks like 717s will replace RJs on several more flights.

micstatic wrote:

airlineworker wrote:

I know its a long shot, but a flight from HVN to ATL would do very well and being an A220-100, it should work off the 5600 foot runway. AA has upgraded all its flights from the CRJ-200's to CRJ-700's and the E-175, the market is strong in the metro area and many flights are full or near full.

I would love to see ATL-HVN-ATL also. I have family in south central CT and often fly to BDL to see them. HVN cuts the drive time significantly. However, I'm not optimistic they will add this route, as it would essentially rob traffic from BDL/NYC airports. But stranger things have happened.

With 2 HVN-ATL daily flights, most of the flyers would be metro area passengers and that low number of daily seats would not register too much with other airports. It would also keep a few DL frequent flyers from jumping ship to AA. The ground travel time to LGA and BDL can be quite high at times as the parking lot known as I-95 can be problematic and the congestion around Hartford can also be time consuming. The appeals court decision on removing the runway limit of 5600 feet is due soon along with the state voting to repeal the 5600 feet limit. HVN should win one or both and then I look to see an influx of new flights, DL to ATL and DTW along with UA to ORD and IAD. This would go a long way in ending dependence on BDL and New York airports and making air travel much easier for area residents.

Would seem like the perfect aircraft to open ATL-BOI/GEG/BIL with.

BrodieBruce wrote:

Would seem like the perfect aircraft to open ATL-BOI/GEG/BIL with.

Yep. Something like ATL-FAT and making ATL-OAK finally stick around too. A plane like the A220 can open a lot of new markets.

DL has done ATL-BOI before, but not the others you mention.

BoeingGuy wrote:

BrodieBruce wrote:

Would seem like the perfect aircraft to open ATL-BOI/GEG/BIL with.

Yep. Something like ATL-FAT and making ATL-OAK finally stick around too. A plane like the A220 can open a lot of new markets.

DL has done ATL-BOI before, but not the others you mention.

IIRC they flew ATL-BIL for a couple of seasons as well. But I could be wrong
ATL-FAT would be a perfect for this aircraft as well. So, too, as you point out, would ATL-OAK.

It's pretty exciting really. Kind of a whole new frontier for Delta here.

BrodieBruce wrote:

BoeingGuy wrote:

BrodieBruce wrote:

Would seem like the perfect aircraft to open ATL-BOI/GEG/BIL with.

Yep. Something like ATL-FAT and making ATL-OAK finally stick around too. A plane like the A220 can open a lot of new markets.

DL has done ATL-BOI before, but not the others you mention.

IIRC they flew ATL-BIL for a couple of seasons as well. But I could be wrong
ATL-FAT would be a perfect for this aircraft as well. So, too, as you point out, would ATL-OAK.

It's pretty exciting really. Kind of a whole new frontier for Delta here.

I believe it may have been Saturday only service on ATL-BIL but I remember seeing the announcement.

Every DL A220 always turns into a discussion about long/thin routes to ATL that overfly 2-3 other hubs.
In the near-term, the A220s are being used to primarily upgauge long CR9/E75/717 flights between key business markets and competitor hubs.

I'm just not more skeptical that DL wouldn't add more capacity/frequency in some of these markets over SLC & MSP before going for the long/thin ATL option.

BoeingGuy wrote:

Midwestindy wrote:

jetskipper wrote:

Wonder what the fares on the DTW-DTW route will be.

I would think they would be astronomical, a monopoly route like that.....

Plus as we all know, DL is planning to close the DTW hub so might as well rip off the citizens of Detroit one last time

They could have at least have flown them to DET.

PSU.DTW.SCE wrote:

Every DL A220 always turns into a discussion about long/thin routes to ATL that overfly 2-3 other hubs.
In the near-term, the A220s are being used to primarily upgauge long CR9/E75/717 flights between key business markets and competitor hubs.

I'm just not more skeptical that DL wouldn't add more capacity/frequency in some of these markets over SLC & MSP before going for the long/thin ATL option.

I agree with this. Along with up gauging, routes that are too long for the 717 but right now are being connected with backtracking in ATL would make a lot of sense for the A220. Perhaps good news for MSP and DTW. Overflying a SLC, MSP, or DTW with a convenient connection to instead fly a 4+ hour nonstop to ATL on a small mainline aircraft, and then connect 60% the passengers anyway isn't likely the most economical option. There may be a few A220 adds from the west coast to ATL simply to serve unique one-stop connections that can't be made in SLC or MSP, but probably not as many as people here are hoping.

BrodieBruce wrote:

BoeingGuy wrote:

BrodieBruce wrote:

Would seem like the perfect aircraft to open ATL-BOI/GEG/BIL with.

Yep. Something like ATL-FAT and making ATL-OAK finally stick around too. A plane like the A220 can open a lot of new markets.

DL has done ATL-BOI before, but not the others you mention.

IIRC they flew ATL-BIL for a couple of seasons as well. But I could be wrong
ATL-FAT would be a perfect for this aircraft as well. So, too, as you point out, would ATL-OAK.

It's pretty exciting really. Kind of a whole new frontier for Delta here.

I would love to see FAT-ATL, but I think there are also a host of other routes that will have priority over it. FAT-MSP could happen instead owing to the much larger O&D.

flyfresno wrote:

BrodieBruce wrote:

BoeingGuy wrote:

Yep. Something like ATL-FAT and making ATL-OAK finally stick around too. A plane like the A220 can open a lot of new markets.

DL has done ATL-BOI before, but not the others you mention.

IIRC they flew ATL-BIL for a couple of seasons as well. But I could be wrong
ATL-FAT would be a perfect for this aircraft as well. So, too, as you point out, would ATL-OAK.

It's pretty exciting really. Kind of a whole new frontier for Delta here.

I would love to see FAT-ATL, but I think there are also a host of other routes that will have priority over it. FAT-MSP could happen instead owing to the much larger O&D.

Why not FAT-DTW.

DL747400 wrote:

Would love it if DL put as many A220s into SEA as possible. I think it is a great jet and is perfect for SEA. Passengers are responding favorably to it wherever it flies.

Oh, and Boeing needs to see the jet they tried to destroy flying in and out of SEA as often as possible.

You do realize Boeing’s headquarters is in Chicago?

klm617 wrote:

flyfresno wrote:

BrodieBruce wrote:

IIRC they flew ATL-BIL for a couple of seasons as well. But I could be wrong
ATL-FAT would be a perfect for this aircraft as well. So, too, as you point out, would ATL-OAK.

It's pretty exciting really. Kind of a whole new frontier for Delta here.

I would love to see FAT-ATL, but I think there are also a host of other routes that will have priority over it. FAT-MSP could happen instead owing to the much larger O&D.

Why not FAT-DTW.

Because of the less than 20 passengers that fly it. Tiny market.

Boof02671 wrote:

DL747400 wrote:

Would love it if DL put as many A220s into SEA as possible. I think it is a great jet and is perfect for SEA. Passengers are responding favorably to it wherever it flies.

Oh, and Boeing needs to see the jet they tried to destroy flying in and out of SEA as often as possible.

You do realize Boeing’s headquarters is in Chicago?

Yeah. Actually Boeing Commercial headquarters are in the Seattle area, at Longacres.

Although the guy’s comment is a bit childish, I completely agree with him.

That was one of Boeing Leadership’s stupidest moves.

You file a lawsuit, in part against one of your bigger customers, right in the middle of a big sales campaign, with that same customer. I had actually heard at one time that the 737-9 had a good chance of winning the DL campaign. Boeing pissed away that order. How stupid can you be?

Although I’ve stuck up for Boeing in same cases in the Max fiasco, I fully agree the A220 is a much better airplane than a continuously warned over derivative.

9w748capt wrote:

SteelChair wrote:

This jet is a game changer. Delta can't get them fast enough. The main question is how long UAL and AA can sit on the sidelines. The E-jet can't compete, it's only 4 abreast.

I'm sure Dougie will find a way to squeeze in 6 abreast seating at 29 inch pitch and no PTVs. I definitely wish AA was acquiring A220s, but not if Dougie is still in charge.

None of AA's E-jets have PTV's to begin with.

MavyWavyATR wrote:

Honestly surprised that DL hasn't deployed them to EYW yet. Could it make the return trip to ATL with a full load compared to the weight restricted 73G's?

I have flown the 737-700 in and out of EYW several times and there has never been a weight restriction or an issue departing to ATL. Unless you are referring to the 1 checked bag limit on that flight? I have never not been able to take a full plane out.

BN727227Ultra wrote:

seat1a wrote:

BN727227Ultra wrote:

I'd love for DL to open a hub at AUS, 75 flights a day, all A220. Perfect plane for DL in that market, it can fly anywhere a new DL hub should fly to, excepting NRT and AMS...

What routes besides the current DL line up (ATL, LAX, JFK, SEA, MSP, DTW, SLC, BOS)?

RDU CLT SFO LAS PDX MCO BNA maybe DCA (scope?) and LGA. Pie/sky, YYZ and CUN, Caribbean in general. Like I said, make it a hub or hublet. I know none of these are low-hanging fruit, but we're talking Delta, lol.

Unfortunately, flying AUS-DCA would require a perimeter exemption (Southwest currently has one for its service). AUS-LGA is also beyond perimeter, making it possible to fly only on Saturdays when the perimeter rule is lifted.

acavpics wrote:

9w748capt wrote:

SteelChair wrote:

This jet is a game changer. Delta can't get them fast enough. The main question is how long UAL and AA can sit on the sidelines. The E-jet can't compete, it's only 4 abreast.

I'm sure Dougie will find a way to squeeze in 6 abreast seating at 29 inch pitch and no PTVs. I definitely wish AA was acquiring A220s, but not if Dougie is still in charge.

None of AA's E-jets have PTV's to begin with.

I wasn't talking about EJets. I was talking about the theoretical possibility of AA acquiring the A220 of how much worse they'd do it than DL.

bugsbegone wrote:

Gulfstream500 wrote:

If they start ATL-ATL, people in ATL will finally have to feel the rest of the south’s pain by connecting in ATL.

Haha...good one. Maybe I can use that flight to get a cheaper fare? Fly ATL-ATL-SAV instead of just ATL-SAV.

You’ll end up with aflow time, get delayed and miss your connection, coincidently at the gate next to you!

bpat777 wrote:

tphuang wrote:

bgm wrote:

Wider seats, bigger bins, bigger windows, better AVOD?

wider seats, more pitch, better AVOD are already on the entire B6 fleet. Let's not overstate DL A220-100 here. It's a good y seat domestically, but those 36 inch FC seat is pretty uninspiring.

Don't forget the extensive frequent delays on B6

And not to mention if you're not flying to JFK/BOS/MCO/LGB/FLL then B6 really isn't relevant for you.

steex wrote:

BN727227Ultra wrote:

seat1a wrote:

What routes besides the current DL line up (ATL, LAX, JFK, SEA, MSP, DTW, SLC, BOS)?

RDU CLT SFO LAS PDX MCO BNA maybe DCA (scope?) and LGA. Pie/sky, YYZ and CUN, Caribbean in general. Like I said, make it a hub or hublet. I know none of these are low-hanging fruit, but we're talking Delta, lol.

Unfortunately, flying AUS-DCA would require a perimeter exemption (Southwest currently has one for its service). AUS-LGA is also beyond perimeter, making it possible to fly only on Saturdays when the perimeter rule is lifted.

Thanks, I forgot about a fence at LGA.

klm617 wrote:

flyfresno wrote:

BrodieBruce wrote:

IIRC they flew ATL-BIL for a couple of seasons as well. But I could be wrong
ATL-FAT would be a perfect for this aircraft as well. So, too, as you point out, would ATL-OAK.

It's pretty exciting really. Kind of a whole new frontier for Delta here.

I would love to see FAT-ATL, but I think there are also a host of other routes that will have priority over it. FAT-MSP could happen instead owing to the much larger O&D.

Why not FAT-DTW.

Do you really have to ask?

klm617 wrote:

flyfresno wrote:

BrodieBruce wrote:

IIRC they flew ATL-BIL for a couple of seasons as well. But I could be wrong
ATL-FAT would be a perfect for this aircraft as well. So, too, as you point out, would ATL-OAK.

It's pretty exciting really. Kind of a whole new frontier for Delta here.

I would love to see FAT-ATL, but I think there are also a host of other routes that will have priority over it. FAT-MSP could happen instead owing to the much larger O&D.

Why not FAT-DTW.

If you think FAT-DTW is coming, you probably also believe in the Easter Bunny.

BrodieBruce wrote:

klm617 wrote:

flyfresno wrote:

I would love to see FAT-ATL, but I think there are also a host of other routes that will have priority over it. FAT-MSP could happen instead owing to the much larger O&D.

Why not FAT-DTW.

If you think FAT-DTW is coming, you probably also believe in the Easter Bunny.

DTW should, obviously, have service to every single commercial airport on the planet!

fly4ever78 wrote:

MavyWavyATR wrote:

Honestly surprised that DL hasn't deployed them to EYW yet. Could it make the return trip to ATL with a full load compared to the weight restricted 73G's?

I have flown the 737-700 in and out of EYW several times and there has never been a weight restriction or an issue departing to ATL. Unless you are referring to the 1 checked bag limit on that flight? I have never not been able to take a full plane out.

The one checked bag is not intended because of going ATL-EYW it is the the return EYW-ATL the runway at EYW is 4800 feet and 3 feet above sea level. When you take the 737-700 and the CR-700 out of EYW they often hold at the end of the runway with the brakes engaged while the engines gun to nearly max thrust then release the breaks and the plane takes off like a rocket ship. I could see the A220 as a good candidate at some point into and out of EYW. Don't think it will happen for some time though.

WN732 wrote:

bpat777 wrote:

tphuang wrote:

wider seats, more pitch, better AVOD are already on the entire B6 fleet. Let's not overstate DL A220-100 here. It's a good y seat domestically, but those 36 inch FC seat is pretty uninspiring.

Don't forget the extensive frequent delays on B6

And not to mention if you're not flying to JFK/BOS/MCO/LGB/FLL then B6 really isn't relevant for you.

Ah, right. B6 only serves over 100 destinations, but unless it’s JFK/BOS/MCO/LGB/FLL don’t even consider B6. Because routes like BDL-SJU or SEA-ANC make no sense on B6???

I'm more surprised that the A220 hasn't been deployed on more routes out of LGA/JFK that has an extensive portfolio of long, thin large RJ routes like LGA-STL/OMA/MCI. I thought they planned to use cities like those to route aircraft between east and west coast hubs? Even with 11 aircraft they haven't focused as heavily on NYC as I thought they were going to.

BrodieBruce wrote:

klm617 wrote:

flyfresno wrote:

I would love to see FAT-ATL, but I think there are also a host of other routes that will have priority over it. FAT-MSP could happen instead owing to the much larger O&D.

Why not FAT-DTW.

If you think FAT-DTW is coming, you probably also believe in the Easter Bunny.

And Santa Claus.