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Cointrin330
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Re: 767-400s at LaGuardia

Thu Jul 16, 2020 11:15 pm

N649DL wrote:
Cointrin330 wrote:
N649DL wrote:

I actually think CO converted several widebodies to additional 737s because they straight up couldn't afford them or couldn't allocate them as needed. As a result, legacy CO really relied on legacy UA's fleet to help out the network when they combined out of EWR/IAH.

LGA rarely ever saw UA widebody metal by the 2000s (unless as a sub), however 757s were basically daily to ORD and DEN until the middle of the last decade.


Continental had a relatively small wide body fleet and leveraged the narrow body fleet to expand. The 777/767 fleet consisted of 21 772s, 16 764s, and 10 762s at the merger. That is all. I recall top up 737 orders long before the merger, but I am not sure if any were substitutions for outstanding wide body orders. The 777/767 and 757 fleets at CO had a higher utilization level when compared to other US airlines. As the merger took shape and cross fleeting began between UA and CO, the combined airline suffered operational issues stemming from a variety of issues. First, UA deferred non-essential maintenance as a matter of practice to save money. This was very evident with the 747s, which at one point in 2013 or 2014 were entirely repositioned to SFO for a time so maintenance could be performed in one place. The dispatch reliability of the 747 did improve after these measures were taken but still accounted for a significant number of UA delayed flights. Same with the 767 at UA.

As for LGA, yes, UA rarely if ever flew a wide body into the airport by the 2000s unless it was due to subs or irregular operations. 757s were still a fixture on ORD and DEN, and for a brief time post-merger, there was one operating LGA-CLE but it did not last very long. CO occasionally operated a 757 on IAH-LGA before the merger, but it was very rare. For the most part, CO's operation at LGA was the 737 and the ERJ (stretching back to the early 1990s, it was MD80, DC9, 732, 733, and later 735, 737-700, 738).


That's correct, forgot about that. Once UA and CO combined and started cross-fleeting sUA 757s were on both LGA-CLE and LGA-IAH (ex-CO routes) and actually rather consistently for a few years. I think at one time LGA-IAH was mostly flown with a majority of sUA 757s instead of sCO 737 (briefly.) UA was also hellbent on having EWR be acquainted early on with the sUA 763 in 2012 & initially had severe maintenance issues on the 3-class variants at the airport (UA didn't stock EWR with replacement parts when they broke down to cut costs).

As for CO's widebody fleet, I think there were planes to keep the D10 around into the early 2000s to expand the network. For instance HNL was quickly replaced with 764 after they retired the D10 as they really had no choice to fly much else. CO was flying 757 across the pond out of EWR pre-9/11 but not nearly as much as in the mid-late 2000s. For instance the majority of CO's TATL at EWR routes in 2000 were on D10s and quite a few routes were downgraded to 757 when they quickly retired the D10 (EWR-MAN being one of them).


Mid to late 2000s CO flew a lot of 757s TATL out of EWR (LIS, MAN, EDI, BFS, BRS, SNN, DUB, BCN, ARN, OSL, TXL, HAM, STR, CGN, BHX, MAN, GLA) were all operated with 757s well to the time of merger (though some of these routes were dropped and others added, that is to say, they did not all operate at the same time) but in roughly the same span of the decade. AMS, CDG and LHR also had 757's where multiple frequencies were operated.
 
deltairlines
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Re: 767-400s at LaGuardia

Fri Jul 17, 2020 12:05 am

twaconnie wrote:
deltairlines wrote:
mikedelta720 wrote:
I remember in my times at Vaughn College when DL used to regularly send 757s to LGA from ATL, DTW or MSP and UA sending them from DEN until around 2015. UA even had an early morning flight to DEN on a 753 for a short time. Those were good days. Too bad DL only uses A321s now.

With the new terminal design, I wonder if the new gates will also be able to handle birds as big as the 763 or 764. It would be cool.


New Delta terminal only supports up to the 757.


Just wondering where did you find this info on Delta's new terminal?


There's maps in the Delta LGA terminal redevelopment threads in this forum that show the gate plan and the max sized aircraft.
 
mikedelta720
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Re: 767-400s at LaGuardia

Fri Jul 17, 2020 6:02 pm

deltairlines wrote:
twaconnie wrote:
deltairlines wrote:

New Delta terminal only supports up to the 757.


Just wondering where did you find this info on Delta's new terminal?


There's maps in the Delta LGA terminal redevelopment threads in this forum that show the gate plan and the max sized aircraft.


Ohh, I see. But what if they ever need to send a 763, or even a 764 to LGA?
 
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YMX4ever
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Re: 767-400s at LaGuardia

Tue Dec 01, 2020 9:17 pm

slcdeltarumd11 wrote:
Yeah air Canada has run 767-300s many times to LGA. Last summer even I think pretty recently they were on YYZ-LGA. Granted Toronto is alot less miles than Atlanta from NY they really didn't need much fuel, but 767s have been scheduled to LGA pretty recently even.

Iirc they were a spare widebody and would get pulled sometimes when they needed a widebody because a plane had a technical issue. NYC is such a short hop that the plane can be back in Toronto really quickly.


Yes I remember seeing AC with the 763 in LGA a few years ago! was a pretty cool sight
 
IFlyVeryLittle
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Re: 767-400s at LaGuardia

Tue Dec 01, 2020 9:43 pm

Flew an Eastern L-1011 from LGA to MCO in 1986. Took off on 4 and I think they rolled the in-flight movie before we had turned to the south.
 
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ArcticSEA
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Re: 767-400s at LaGuardia

Tue Dec 01, 2020 11:02 pm

With a full payload? Where did you think Delta was flying the 767 from LGA? Istanbul?
 
phatfarmlines
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 1:09 am

mikedelta720 wrote:
deltairlines wrote:
twaconnie wrote:

Just wondering where did you find this info on Delta's new terminal?


There's maps in the Delta LGA terminal redevelopment threads in this forum that show the gate plan and the max sized aircraft.


Ohh, I see. But what if they ever need to send a 763, or even a 764 to LGA?


Without knowing if the alleyways in the new DL LGA concourses will be able to support the 763/764 (this would be the show-stopper IMO), adjacent gates can be blocked or limited to CRJ-size aircraft to allow the 767's to park. Gate footprints are fluid.

But all a moot point anyways. With the 763s on the way out in a few years, there won't be any available widebody aircraft other than the 764 to fly into LGA, and once the 764 retires, that's it as far as widebodies are concerned. Though I will still continue to enjoy the photographed widebodies at LGA from years past.

 
TTailedTiger
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 1:33 am

I could see the 767 returning if Delta needs to raise money and sells off a bunch of LGA slots. I really don't think they can support their current network out of NYC anymore. Look how much has been suspended.
 
Cointrin330
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 1:35 am

ArcticSEA wrote:
With a full payload? Where did you think Delta was flying the 767 from LGA? Istanbul?


ATL. The 767-400 was originally ordered by DL as a replacement for the L1011 for domestic trunk routes. It may have also been used to CVG back when CVG was the #2 Delta hub behind ATL.
 
Cointrin330
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 1:37 am

TTailedTiger wrote:
I could see the 767 returning if Delta needs to raise money and sells off a bunch of LGA slots. I really don't think they can support their current network out of NYC anymore. Look how much has been suspended.


And to whom would DL sell those slots, exactly? Every airline with a big footprint in NY is in the same situation and most have suspended a lot of their flights. UA at EWR, AA at JFK and LGA. B6 has trimmed JFK but grown at EWR. Not sure what adding back 767s on domestic trunk routes out of LGA has to do with raising money. The NY airports will remain under capacity for some time but will eventually ramp back.
 
TTailedTiger
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 1:47 am

Cointrin330 wrote:
TTailedTiger wrote:
I could see the 767 returning if Delta needs to raise money and sells off a bunch of LGA slots. I really don't think they can support their current network out of NYC anymore. Look how much has been suspended.


And to whom would DL sell those slots, exactly? Every airline with a big footprint in NY is in the same situation and most have suspended a lot of their flights. UA at EWR, AA at JFK and LGA. B6 has trimmed JFK but grown at EWR. Not sure what adding back 767s on domestic trunk routes out of LGA has to do with raising money. The NY airports will remain under capacity for some time but will eventually ramp back.


I'm sure WN and the other LCC's would be interested. My point is that Delta doesn't look like they'll be able to keep up their point to point network. It's in shambles. Reducing LGA to hubs and a few big cities like MCO,FLL,PBI may be all they can keep up with. Let ATL handle connecting traffic from NYC like it used to. That's why I said that would be the only way you see the 767 on LGA-ATL again. No need to get worked up over some stranger's opinion.
 
Cointrin330
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 2:08 am

TTailedTiger wrote:
Cointrin330 wrote:
TTailedTiger wrote:
I could see the 767 returning if Delta needs to raise money and sells off a bunch of LGA slots. I really don't think they can support their current network out of NYC anymore. Look how much has been suspended.


And to whom would DL sell those slots, exactly? Every airline with a big footprint in NY is in the same situation and most have suspended a lot of their flights. UA at EWR, AA at JFK and LGA. B6 has trimmed JFK but grown at EWR. Not sure what adding back 767s on domestic trunk routes out of LGA has to do with raising money. The NY airports will remain under capacity for some time but will eventually ramp back.


I'm sure WN and the other LCC's would be interested. My point is that Delta doesn't look like they'll be able to keep up their point to point network. It's in shambles. Reducing LGA to hubs and a few big cities like MCO,FLL,PBI may be all they can keep up with. Let ATL handle connecting traffic from NYC like it used to. That's why I said that would be the only way you see the 767 on LGA-ATL again. No need to get worked up over some stranger's opinion.


Delta has invested billions in the NYC market, from chasing corporate contracts to financing terminal construction and expansion, to deploying a workforce in the region to support what it considers to be a split hub operation and #2 in overall importance after ATL. WN is bleeding cash just like the rest of the industry and the ULCC's, who have the opportunity invest now, will find it difficult to sustain schedules on routes that overlap with the major carriers once the pandemic subsides and traffic levels normalize. Delta has captured a big slice of the NY Area's corporate travel dollar, and while business travel is essential dead right now, it will come back. You'll see 767s on ATL-LGA-ATL again if there is a need to move volume to the ATL hub for routes that have not yet been restarted from NYC. There is no airline with a substantial footprint in the NY area pre-pandemic that isn't operating a much reduced schedule. It will be interesting to see how all the carriers with a sizable footprint in NY recover their operations and that will depend on business vs. leisure demand but the NY market has always been the largest and richest O&D market in the country and that's not really going to change. What is changing is that the landscape of sub-optimal airport facilities are rapidly being redeveloped thanks to low traffic levels.
 
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ArcticSEA
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 4:42 am

Cointrin330 wrote:
ATL

I am aware of that. The thread itself is nonsensical in its premise.
 
blacksoviet
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 4:57 am

If a 767-400 can land at LGA, why can’t a MD-11 land there?
 
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ArcticSEA
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 5:37 am

blacksoviet wrote:
If a 767-400 can land at LGA, why can’t a MD-11 land there?

No one ever said it couldn't. You just made that up.
You had to remember that at the time Delta flew the 764 to LGA, it was in a domestic config.
The 764 was not an int'l airplane at Delta until ~2008 ish.
 
blacksoviet
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 6:25 am

phatfarmlines wrote:
mikedelta720 wrote:
deltairlines wrote:

There's maps in the Delta LGA terminal redevelopment threads in this forum that show the gate plan and the max sized aircraft.


Ohh, I see. But what if they ever need to send a 763, or even a 764 to LGA?


Without knowing if the alleyways in the new DL LGA concourses will be able to support the 763/764 (this would be the show-stopper IMO), adjacent gates can be blocked or limited to CRJ-size aircraft to allow the 767's to park. Gate footprints are fluid.

But all a moot point anyways. With the 763s on the way out in a few years, there won't be any available widebody aircraft other than the 764 to fly into LGA, and once the 764 retires, that's it as far as widebodies are concerned. Though I will still continue to enjoy the photographed widebodies at LGA from years past.


Is the 767-300 more expensive to maintain than the 767-400?
 
DashTrash
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 7:20 am

Ziyulu wrote:
Wasn't the aircraft in Home Alone 2 a widebody and it landed at La Guardia?

Yep. I think he took off in a DC10 and landed in a 767.


Sent from my iPhone using Tapatalk
 
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drerx7
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 1:25 pm

DashTrash wrote:
Ziyulu wrote:
Wasn't the aircraft in Home Alone 2 a widebody and it landed at La Guardia?

Yep. I think he took off in a DC10 and landed in a 767.


Sent from my iPhone using Tapatalk

Lol, no. Home Alone the family took an American DC10 to Paris from ORD...what were American's international DC10 ops?

In Home Alone 2 they were pretty consistent with the 767... the family took a 76 to MIA and he was on a 76 to LGA.
 
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jfklganyc
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 1:59 pm

767s will be gone in a few years.

Next gen widebodies are all too large for LGA ops.

Sadly, the days of widebodies at LGA are almost over
 
gsg013
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 2:43 pm

jfklganyc wrote:
767s will be gone in a few years.

Next gen widebodies are all too large for LGA ops.

Sadly, the days of widebodies at LGA are almost over


I'm fairly certain I saw an Air Canada 767-300ER at LGA about 3-4 years ago. Does this ring a bell with anyone else? Cannot say with my own two eyes Ive ever seen a DL 767 there but I know it used to happen more often.
 
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airzim
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 2:56 pm

gsg013 wrote:
jfklganyc wrote:
767s will be gone in a few years.

Next gen widebodies are all too large for LGA ops.

Sadly, the days of widebodies at LGA are almost over


I'm fairly certain I saw an Air Canada 767-300ER at LGA about 3-4 years ago. Does this ring a bell with anyone else? Cannot say with my own two eyes Ive ever seen a DL 767 there but I know it used to happen more often.


AC tends to fly 767s as recovery flights from T-storms/snow in the YYZ and/or NYC market. Once the cancels start piling up, it's easier to do a quick wide body from YYZ and re accommodate stranded passengers.
 
catiii
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 3:17 pm

blacksoviet wrote:
phatfarmlines wrote:
mikedelta720 wrote:

Ohh, I see. But what if they ever need to send a 763, or even a 764 to LGA?


Without knowing if the alleyways in the new DL LGA concourses will be able to support the 763/764 (this would be the show-stopper IMO), adjacent gates can be blocked or limited to CRJ-size aircraft to allow the 767's to park. Gate footprints are fluid.

But all a moot point anyways. With the 763s on the way out in a few years, there won't be any available widebody aircraft other than the 764 to fly into LGA, and once the 764 retires, that's it as far as widebodies are concerned. Though I will still continue to enjoy the photographed widebodies at LGA from years past.


Is the 767-300 more expensive to maintain than the 767-400?


Depending on age maybe. Apples to apples largely no.
 
reltney
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 3:19 pm

N62NA wrote:
And just for the record, 707*, 720, 747, Convair 880/990 and DC-8 never did either.

I been on CV880s and DC-8-51s out of LGA many times. Many 8mm movie shots taken by my grandmother of us departing LGA on 880s. My great grandmother owned the land LGA was built on. Well, most of it is a land fill but the area was my grandparents..we know the area well. The jets mainly were out of IDW/JFK but Would see LGA. The destinations were usually MIA, ATL and HOU from the NYC airports of us .

Cheers

* Passenger.
 
PresRDC
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 4:03 pm

Flew an Eastern A300 from RSW to LGA in 1986 or 1987.
 
blacksoviet
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 4:32 pm

drerx7 wrote:
DashTrash wrote:
Ziyulu wrote:
Wasn't the aircraft in Home Alone 2 a widebody and it landed at La Guardia?

Yep. I think he took off in a DC10 and landed in a 767.


Sent from my iPhone using Tapatalk

Lol, no. Home Alone the family took an American DC10 to Paris from ORD...what were American's international DC10 ops?

In Home Alone 2 they were pretty consistent with the 767... the family took a 76 to MIA and he was on a 76 to LGA.

Were those flights 767-200s or 767-300s?
 
blacksoviet
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 4:34 pm

PresRDC wrote:
Flew an Eastern A300 from RSW to LGA in 1986 or 1987.

That sounds like too much capacity for RSW to LGA. Did Eastern have a focus City at RSW?
 
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drerx7
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 5:21 pm

blacksoviet wrote:
drerx7 wrote:
DashTrash wrote:
Yep. I think he took off in a DC10 and landed in a 767.


Sent from my iPhone using Tapatalk

Lol, no. Home Alone the family took an American DC10 to Paris from ORD...what were American's international DC10 ops?

In Home Alone 2 they were pretty consistent with the 767... the family took a 76 to MIA and he was on a 76 to LGA.

Were those flights 767-200s or 767-300s?

-300s
 
ScottB
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 5:23 pm

blacksoviet wrote:
That sounds like too much capacity for RSW to LGA. Did Eastern have a focus City at RSW?


Not too much capacity if it was during the peak Feb-Apr travel period. You could probably fill A380s from NYC to Florida during the peak (and absent pandemics) but that's only for about 2-3 months of the year.

blacksoviet wrote:
If a 767-400 can land at LGA, why can’t a MD-11 land there?


You might be able to land an MD-11 but there are weight limits (360k lbs.) due to both runways being partially on piers over Flushing Bay. The high landing speed of the MD-11 is also problematic when you've only got 7000' to work with and water or a freeway at the ends of all runways. You probably couldn't get a full load of passengers much farther than BOS.
 
Cubsrule
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 5:50 pm

ScottB wrote:
blacksoviet wrote:
That sounds like too much capacity for RSW to LGA. Did Eastern have a focus City at RSW?


Not too much capacity if it was during the peak Feb-Apr travel period. You could probably fill A380s from NYC to Florida during the peak (and absent pandemics) but that's only for about 2-3 months of the year.


Widebodies were fairly common into RSW in the Spring Break period into the 2000s. I know UA flew 763s on ORD-RSW, and while I don't have a specific memory of it, NW DC-10s from one or both midwest hubs would not surprise me either.
 
PresRDC
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 6:06 pm

ScottB wrote:
blacksoviet wrote:
That sounds like too much capacity for RSW to LGA. Did Eastern have a focus City at RSW?


Not too much capacity if it was during the peak Feb-Apr travel period. You could probably fill A380s from NYC to Florida during the peak (and absent pandemics) but that's only for about 2-3 months of the year.

blacksoviet wrote:
I


Yup. It would been spring break (April). Outbound flight was a 757.
 
Cointrin330
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 6:35 pm

N649DL wrote:
Cointrin330 wrote:
N649DL wrote:

I actually think CO converted several widebodies to additional 737s because they straight up couldn't afford them or couldn't allocate them as needed. As a result, legacy CO really relied on legacy UA's fleet to help out the network when they combined out of EWR/IAH.

LGA rarely ever saw UA widebody metal by the 2000s (unless as a sub), however 757s were basically daily to ORD and DEN until the middle of the last decade.


Continental had a relatively small wide body fleet and leveraged the narrow body fleet to expand. The 777/767 fleet consisted of 21 772s, 16 764s, and 10 762s at the merger. That is all. I recall top up 737 orders long before the merger, but I am not sure if any were substitutions for outstanding wide body orders. The 777/767 and 757 fleets at CO had a higher utilization level when compared to other US airlines. As the merger took shape and cross fleeting began between UA and CO, the combined airline suffered operational issues stemming from a variety of issues. First, UA deferred non-essential maintenance as a matter of practice to save money. This was very evident with the 747s, which at one point in 2013 or 2014 were entirely repositioned to SFO for a time so maintenance could be performed in one place. The dispatch reliability of the 747 did improve after these measures were taken but still accounted for a significant number of UA delayed flights. Same with the 767 at UA.

As for LGA, yes, UA rarely if ever flew a wide body into the airport by the 2000s unless it was due to subs or irregular operations. 757s were still a fixture on ORD and DEN, and for a brief time post-merger, there was one operating LGA-CLE but it did not last very long. CO occasionally operated a 757 on IAH-LGA before the merger, but it was very rare. For the most part, CO's operation at LGA was the 737 and the ERJ (stretching back to the early 1990s, it was MD80, DC9, 732, 733, and later 735, 737-700, 738).


That's correct, forgot about that. Once UA and CO combined and started cross-fleeting sUA 757s were on both LGA-CLE and LGA-IAH (ex-CO routes) and actually rather consistently for a few years. I think at one time LGA-IAH was mostly flown with a majority of sUA 757s instead of sCO 737 (briefly.) UA was also hellbent on having EWR be acquainted early on with the sUA 763 in 2012 & initially had severe maintenance issues on the 3-class variants at the airport (UA didn't stock EWR with replacement parts when they broke down to cut costs).

As for CO's widebody fleet, I think there were planes to keep the D10 around into the early 2000s to expand the network. For instance HNL was quickly replaced with 764 after they retired the D10 as they really had no choice to fly much else. CO was flying 757 across the pond out of EWR pre-9/11 but not nearly as much as in the mid-late 2000s. For instance the majority of CO's TATL at EWR routes in 2000 were on D10s and quite a few routes were downgraded to 757 when they quickly retired the D10 (EWR-MAN being one of them).


Indeed. UA had MAJOR operational issues when they put the 767-300ERs at EWR to upgauge some of the sCO 757 TATL operations starting in 2012. They were miserable airplanes to fly on, with long delays not uncommon and before the sUA 763 fleet was refurbished. As a side note, the UA 747-400 fleet was also a major source of operational issues and delays and for a time, from 2013, were all based at SFO so they could be worked on and spares made available from one of UA's largest maintenance bases.

CO announced, right after 9/11, that the DC10 fleet would be retired and indeed, many routes on the D10 were swapped for the 764, but there were fewer than the total 16 that CO bought and 4 were specifically sent to Continental Micronesia to operate Guam-Japan and Guam-Honolulu routes. The 764s were never a direct 1:1 replacement for the D10s at CO because there were so few of them (16 vs. a total feet of DC10s over 30 frames). CO was very much flying a lot of 757s across the Atlantic from EWR through to the late 2000s. They had a small wide body fleet of just 20 772s, 16 764s, and 10 762s. That's it. The 757's were used as late as 2008 on their longest missions to Europe, including TXL. Westbound fuel diversions in winter time were common. The draw down of 752 flying for CO out of EWR did not really accelerate until cross fleeting post merger began in earnest and after the teething and crew issues were resolved (it look a long time for UA/CO flight attendants to merge, and that was actually completed only a few years ago). Even LHR saw a number of 757s mixed into the schedule during the end of the CO days. As for LGA, the sCO 757s did operate on LGA-IAH and for a time, on one of the 6 to 7 daily LGA-CLE ops. LGA to CLE was mostly 737-700s and 737-800s at the time of the merger, with E145s during off-peak hours. UA 757s were common on ORD/DEN from LGA but were replaced largely with A320/A319s before the merger and post-merger, a lot of 737s from sCO.
 
N649DL
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 11:36 pm

Cointrin330 wrote:
N649DL wrote:
Cointrin330 wrote:

Continental had a relatively small wide body fleet and leveraged the narrow body fleet to expand. The 777/767 fleet consisted of 21 772s, 16 764s, and 10 762s at the merger. That is all. I recall top up 737 orders long before the merger, but I am not sure if any were substitutions for outstanding wide body orders. The 777/767 and 757 fleets at CO had a higher utilization level when compared to other US airlines. As the merger took shape and cross fleeting began between UA and CO, the combined airline suffered operational issues stemming from a variety of issues. First, UA deferred non-essential maintenance as a matter of practice to save money. This was very evident with the 747s, which at one point in 2013 or 2014 were entirely repositioned to SFO for a time so maintenance could be performed in one place. The dispatch reliability of the 747 did improve after these measures were taken but still accounted for a significant number of UA delayed flights. Same with the 767 at UA.

As for LGA, yes, UA rarely if ever flew a wide body into the airport by the 2000s unless it was due to subs or irregular operations. 757s were still a fixture on ORD and DEN, and for a brief time post-merger, there was one operating LGA-CLE but it did not last very long. CO occasionally operated a 757 on IAH-LGA before the merger, but it was very rare. For the most part, CO's operation at LGA was the 737 and the ERJ (stretching back to the early 1990s, it was MD80, DC9, 732, 733, and later 735, 737-700, 738).


That's correct, forgot about that. Once UA and CO combined and started cross-fleeting sUA 757s were on both LGA-CLE and LGA-IAH (ex-CO routes) and actually rather consistently for a few years. I think at one time LGA-IAH was mostly flown with a majority of sUA 757s instead of sCO 737 (briefly.) UA was also hellbent on having EWR be acquainted early on with the sUA 763 in 2012 & initially had severe maintenance issues on the 3-class variants at the airport (UA didn't stock EWR with replacement parts when they broke down to cut costs).

As for CO's widebody fleet, I think there were planes to keep the D10 around into the early 2000s to expand the network. For instance HNL was quickly replaced with 764 after they retired the D10 as they really had no choice to fly much else. CO was flying 757 across the pond out of EWR pre-9/11 but not nearly as much as in the mid-late 2000s. For instance the majority of CO's TATL at EWR routes in 2000 were on D10s and quite a few routes were downgraded to 757 when they quickly retired the D10 (EWR-MAN being one of them).


Indeed. UA had MAJOR operational issues when they put the 767-300ERs at EWR to upgauge some of the sCO 757 TATL operations starting in 2012. They were miserable airplanes to fly on, with long delays not uncommon and before the sUA 763 fleet was refurbished. As a side note, the UA 747-400 fleet was also a major source of operational issues and delays and for a time, from 2013, were all based at SFO so they could be worked on and spares made available from one of UA's largest maintenance bases.

CO announced, right after 9/11, that the DC10 fleet would be retired and indeed, many routes on the D10 were swapped for the 764, but there were fewer than the total 16 that CO bought and 4 were specifically sent to Continental Micronesia to operate Guam-Japan and Guam-Honolulu routes. The 764s were never a direct 1:1 replacement for the D10s at CO because there were so few of them (16 vs. a total feet of DC10s over 30 frames). CO was very much flying a lot of 757s across the Atlantic from EWR through to the late 2000s. They had a small wide body fleet of just 20 772s, 16 764s, and 10 762s. That's it. The 757's were used as late as 2008 on their longest missions to Europe, including TXL. Westbound fuel diversions in winter time were common. The draw down of 752 flying for CO out of EWR did not really accelerate until cross fleeting post merger began in earnest and after the teething and crew issues were resolved (it look a long time for UA/CO flight attendants to merge, and that was actually completed only a few years ago). Even LHR saw a number of 757s mixed into the schedule during the end of the CO days. As for LGA, the sCO 757s did operate on LGA-IAH and for a time, on one of the 6 to 7 daily LGA-CLE ops. LGA to CLE was mostly 737-700s and 737-800s at the time of the merger, with E145s during off-peak hours. UA 757s were common on ORD/DEN from LGA but were replaced largely with A320/A319s before the merger and post-merger, a lot of 737s from sCO.


Actually I think it was the reverse during the cross-fleeting days of UA and CO at LGA. LGA-IAH/CLE was largely reverted to sUA 757 and 319/320 and LGA-ORD/DEN went to sCO 737s.

I do remember flying EWR-MIA on a sUA 757 in April 2012 (Adult Spring Break at age 24) and next door was a sUA 763 flying the now cancelled EWR-EZE for maintenance (even though our flight was delayed for pouring rain outside.)
 
reltney
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Re: 767-400s at LaGuardia

Wed Dec 02, 2020 11:49 pm

gsg013 wrote:
jfklganyc wrote:
767s will be gone in a few years.

Next gen widebodies are all too large for LGA ops.

Sadly, the days of widebodies at LGA are almost over


I'm fairly certain I saw an Air Canada 767-300ER at LGA about 3-4 years ago. Does this ring a bell with anyone else? Cannot say with my own two eyes Ive ever seen a DL 767 there but I know it used to happen more often.


Yes, I flew a Delta 767-300 in there a few times. I used flaps 25 and manual breaking every time. It lands just as short as everything else. My ref speeds were in the low end of 130kts. Super easy. If I had a competent copilot, I gave him the landing. Usual roll was 3500-4500ft. Turning off on Z to gate 1 was the difficult thing as you had to stop and get a tug to drag you in. I love LGA...
 
A320FlyGuy
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 12:34 am

LotsaRunway wrote:
Do some searches and you will find L1011s and DC10s have served LGA through the years. Pretty good for 7000' of runway.



The L-1011 and DC-10 were specifically designed to be able to handle the short runways at LGA.
 
strfyr51
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 12:40 am

chunhimlai wrote:
How about A300/A330/B777?

A300's have been inti LGAm And a Damn long time ago with Eastern.
 
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N717TW
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 1:38 am

MO11 wrote:
KFTG wrote:
A300 was a regular at LGA. But the A330 and 777 have never visited.


But I seem to remember that Eastern couldn't operate the A300 at LGA when it was new (a slap in the face since it intended to use it on the Air Shuttle). Something about the narrow track of the main landing gear creating too small a footprint on the Flushing Bay runway extensions. I'm not sure how that was worked out.


PA operated one of the early shuttle flights from BOS down to LGA in '88 and '89(Can't remember if it was the 6:30 or the 7:30...I want to say it was the 7:30) which moved over to the CTB to become a MIA flight.

EA ran almost all A300 and L1011s during a stunt weekend in March '89 during the strike. I flew down for $12 on an A300 and back on an L1011...was a very young kid and little did I know I was crossing my future in-laws on the picket line.
 
Cointrin330
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 1:45 am

N649DL wrote:
Cointrin330 wrote:
N649DL wrote:

That's correct, forgot about that. Once UA and CO combined and started cross-fleeting sUA 757s were on both LGA-CLE and LGA-IAH (ex-CO routes) and actually rather consistently for a few years. I think at one time LGA-IAH was mostly flown with a majority of sUA 757s instead of sCO 737 (briefly.) UA was also hellbent on having EWR be acquainted early on with the sUA 763 in 2012 & initially had severe maintenance issues on the 3-class variants at the airport (UA didn't stock EWR with replacement parts when they broke down to cut costs).

As for CO's widebody fleet, I think there were planes to keep the D10 around into the early 2000s to expand the network. For instance HNL was quickly replaced with 764 after they retired the D10 as they really had no choice to fly much else. CO was flying 757 across the pond out of EWR pre-9/11 but not nearly as much as in the mid-late 2000s. For instance the majority of CO's TATL at EWR routes in 2000 were on D10s and quite a few routes were downgraded to 757 when they quickly retired the D10 (EWR-MAN being one of them).


Indeed. UA had MAJOR operational issues when they put the 767-300ERs at EWR to upgauge some of the sCO 757 TATL operations starting in 2012. They were miserable airplanes to fly on, with long delays not uncommon and before the sUA 763 fleet was refurbished. As a side note, the UA 747-400 fleet was also a major source of operational issues and delays and for a time, from 2013, were all based at SFO so they could be worked on and spares made available from one of UA's largest maintenance bases.

CO announced, right after 9/11, that the DC10 fleet would be retired and indeed, many routes on the D10 were swapped for the 764, but there were fewer than the total 16 that CO bought and 4 were specifically sent to Continental Micronesia to operate Guam-Japan and Guam-Honolulu routes. The 764s were never a direct 1:1 replacement for the D10s at CO because there were so few of them (16 vs. a total feet of DC10s over 30 frames). CO was very much flying a lot of 757s across the Atlantic from EWR through to the late 2000s. They had a small wide body fleet of just 20 772s, 16 764s, and 10 762s. That's it. The 757's were used as late as 2008 on their longest missions to Europe, including TXL. Westbound fuel diversions in winter time were common. The draw down of 752 flying for CO out of EWR did not really accelerate until cross fleeting post merger began in earnest and after the teething and crew issues were resolved (it look a long time for UA/CO flight attendants to merge, and that was actually completed only a few years ago). Even LHR saw a number of 757s mixed into the schedule during the end of the CO days. As for LGA, the sCO 757s did operate on LGA-IAH and for a time, on one of the 6 to 7 daily LGA-CLE ops. LGA to CLE was mostly 737-700s and 737-800s at the time of the merger, with E145s during off-peak hours. UA 757s were common on ORD/DEN from LGA but were replaced largely with A320/A319s before the merger and post-merger, a lot of 737s from sCO.


Actually I think it was the reverse during the cross-fleeting days of UA and CO at LGA. LGA-IAH/CLE was largely reverted to sUA 757 and 319/320 and LGA-ORD/DEN went to sCO 737s.

I do remember flying EWR-MIA on a sUA 757 in April 2012 (Adult Spring Break at age 24) and next door was a sUA 763 flying the now cancelled EWR-EZE for maintenance (even though our flight was delayed for pouring rain outside.)


Think you're right actually in that it was sUA 752s operating some LGA-IAH and one, maybe two CLE frequencies and not sCO. All of the sCO 752s by the time of the merger had BusinessFirst cabins (41 aircraft total) and were predominantly used on EWR-TATL markets, EWR-MCO/FLL, EWR-LIM, EWR-SJU, and some transcontinentals to LAX/SFO. I think they also operated from IAH to some Latin America markets and to the West Coast and from CLE to LHR and for one summer, to CDG. A lot of sUA 320/319s were positioned to IAH in the early days of the cross-fleeting operation and it would make sense these operated on IAH-LGA. sCO 737s indeed were the mainstay (and still are) of LGA-DEN/ORD.
 
N649DL
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 3:46 am

Cointrin330 wrote:
N649DL wrote:
Cointrin330 wrote:

Indeed. UA had MAJOR operational issues when they put the 767-300ERs at EWR to upgauge some of the sCO 757 TATL operations starting in 2012. They were miserable airplanes to fly on, with long delays not uncommon and before the sUA 763 fleet was refurbished. As a side note, the UA 747-400 fleet was also a major source of operational issues and delays and for a time, from 2013, were all based at SFO so they could be worked on and spares made available from one of UA's largest maintenance bases.

CO announced, right after 9/11, that the DC10 fleet would be retired and indeed, many routes on the D10 were swapped for the 764, but there were fewer than the total 16 that CO bought and 4 were specifically sent to Continental Micronesia to operate Guam-Japan and Guam-Honolulu routes. The 764s were never a direct 1:1 replacement for the D10s at CO because there were so few of them (16 vs. a total feet of DC10s over 30 frames). CO was very much flying a lot of 757s across the Atlantic from EWR through to the late 2000s. They had a small wide body fleet of just 20 772s, 16 764s, and 10 762s. That's it. The 757's were used as late as 2008 on their longest missions to Europe, including TXL. Westbound fuel diversions in winter time were common. The draw down of 752 flying for CO out of EWR did not really accelerate until cross fleeting post merger began in earnest and after the teething and crew issues were resolved (it look a long time for UA/CO flight attendants to merge, and that was actually completed only a few years ago). Even LHR saw a number of 757s mixed into the schedule during the end of the CO days. As for LGA, the sCO 757s did operate on LGA-IAH and for a time, on one of the 6 to 7 daily LGA-CLE ops. LGA to CLE was mostly 737-700s and 737-800s at the time of the merger, with E145s during off-peak hours. UA 757s were common on ORD/DEN from LGA but were replaced largely with A320/A319s before the merger and post-merger, a lot of 737s from sCO.


Actually I think it was the reverse during the cross-fleeting days of UA and CO at LGA. LGA-IAH/CLE was largely reverted to sUA 757 and 319/320 and LGA-ORD/DEN went to sCO 737s.

I do remember flying EWR-MIA on a sUA 757 in April 2012 (Adult Spring Break at age 24) and next door was a sUA 763 flying the now cancelled EWR-EZE for maintenance (even though our flight was delayed for pouring rain outside.)


Think you're right actually in that it was sUA 752s operating some LGA-IAH and one, maybe two CLE frequencies and not sCO. All of the sCO 752s by the time of the merger had BusinessFirst cabins (41 aircraft total) and were predominantly used on EWR-TATL markets, EWR-MCO/FLL, EWR-LIM, EWR-SJU, and some transcontinentals to LAX/SFO. I think they also operated from IAH to some Latin America markets and to the West Coast and from CLE to LHR and for one summer, to CDG. A lot of sUA 320/319s were positioned to IAH in the early days of the cross-fleeting operation and it would make sense these operated on IAH-LGA. sCO 737s indeed were the mainstay (and still are) of LGA-DEN/ORD.


Sounds about right. I even remember flying LAX-EWR on a sUA 757 in August 2012 and the plane started in EWR, went to CLE, and ended up in LAX upon tracking it. CLE also got a lot of sUA traffic post merger before de-hubbing.
 
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XLA2008
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 4:40 am

I’ve always rather admired the 767-400, while somewhat rare in the USA it’s very rare everywhere else in the world, so always awesome to see one. Have to admit worst flight of my life was on a 764 with DL absolutely dreadful legroom, delays, by far the most uncomfortable 10 hour flight of my life. But that aside it isn’t the aircrafts fault. And no not bashing DL have had some great experiences on their 330’s, 777’s etc. I tried to search the 764 at LaGuardia but to no avail on vids of it.
 
blacksoviet
Posts: 2008
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 5:56 am

Cointrin330 wrote:
ArcticSEA wrote:
With a full payload? Where did you think Delta was flying the 767 from LGA? Istanbul?


ATL. The 767-400 was originally ordered by DL as a replacement for the L1011 for domestic trunk routes. It may have also been used to CVG back when CVG was the #2 Delta hub behind ATL.

Is the 767-400 a L-1011-1 replacement or an L-1011-500 replacement?
 
TTailedTiger
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 6:06 am

Cointrin330 wrote:
ArcticSEA wrote:
With a full payload? Where did you think Delta was flying the 767 from LGA? Istanbul?


ATL. The 767-400 was originally ordered by DL as a replacement for the L1011 for domestic trunk routes. It may have also been used to CVG back when CVG was the #2 Delta hub behind ATL.


I think the 764 showed up on ATL-CVG from time to time but it was also scheduled on CVG-HNL and CVG-FCO.
 
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DL_Mech
Posts: 2893
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 6:21 am

blacksoviet wrote:
Is the 767-400 a L-1011-1 replacement or an L-1011-500 replacement?


-1 domestic replacement. 764 was 36/251 and L-1011-1 was 32/270.
 
Cointrin330
Posts: 2268
Joined: Sat Jul 16, 2016 12:23 pm

Re: 767-400s at LaGuardia

Thu Dec 03, 2020 12:39 pm

XLA2008 wrote:
I’ve always rather admired the 767-400, while somewhat rare in the USA it’s very rare everywhere else in the world, so always awesome to see one. Have to admit worst flight of my life was on a 764 with DL absolutely dreadful legroom, delays, by far the most uncomfortable 10 hour flight of my life. But that aside it isn’t the aircrafts fault. And no not bashing DL have had some great experiences on their 330’s, 777’s etc. I tried to search the 764 at LaGuardia but to no avail on vids of it.


The sCO 764s were notorious for long delays. As was the case with CO and the wide body fleet in particular, aircraft utilization was high, given the relatively small twin aisle fleet (under 50 frames). The 764s were prone to maintenance delays and this seems to have been an issue post merger. I took a 6 hour delay on HNL-EWR on CO after the inbound iAH-HNL was delayed 3+ hours due to a problem which resurfaced in HNL.
 
blacksoviet
Posts: 2008
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 7:20 pm

Cointrin330 wrote:
N649DL wrote:
Cointrin330 wrote:

Indeed. UA had MAJOR operational issues when they put the 767-300ERs at EWR to upgauge some of the sCO 757 TATL operations starting in 2012. They were miserable airplanes to fly on, with long delays not uncommon and before the sUA 763 fleet was refurbished. As a side note, the UA 747-400 fleet was also a major source of operational issues and delays and for a time, from 2013, were all based at SFO so they could be worked on and spares made available from one of UA's largest maintenance bases.

CO announced, right after 9/11, that the DC10 fleet would be retired and indeed, many routes on the D10 were swapped for the 764, but there were fewer than the total 16 that CO bought and 4 were specifically sent to Continental Micronesia to operate Guam-Japan and Guam-Honolulu routes. The 764s were never a direct 1:1 replacement for the D10s at CO because there were so few of them (16 vs. a total feet of DC10s over 30 frames). CO was very much flying a lot of 757s across the Atlantic from EWR through to the late 2000s. They had a small wide body fleet of just 20 772s, 16 764s, and 10 762s. That's it. The 757's were used as late as 2008 on their longest missions to Europe, including TXL. Westbound fuel diversions in winter time were common. The draw down of 752 flying for CO out of EWR did not really accelerate until cross fleeting post merger began in earnest and after the teething and crew issues were resolved (it look a long time for UA/CO flight attendants to merge, and that was actually completed only a few years ago). Even LHR saw a number of 757s mixed into the schedule during the end of the CO days. As for LGA, the sCO 757s did operate on LGA-IAH and for a time, on one of the 6 to 7 daily LGA-CLE ops. LGA to CLE was mostly 737-700s and 737-800s at the time of the merger, with E145s during off-peak hours. UA 757s were common on ORD/DEN from LGA but were replaced largely with A320/A319s before the merger and post-merger, a lot of 737s from sCO.


Actually I think it was the reverse during the cross-fleeting days of UA and CO at LGA. LGA-IAH/CLE was largely reverted to sUA 757 and 319/320 and LGA-ORD/DEN went to sCO 737s.

I do remember flying EWR-MIA on a sUA 757 in April 2012 (Adult Spring Break at age 24) and next door was a sUA 763 flying the now cancelled EWR-EZE for maintenance (even though our flight was delayed for pouring rain outside.)


Think you're right actually in that it was sUA 752s operating some LGA-IAH and one, maybe two CLE frequencies and not sCO. All of the sCO 752s by the time of the merger had BusinessFirst cabins (41 aircraft total) and were predominantly used on EWR-TATL markets, EWR-MCO/FLL, EWR-LIM, EWR-SJU, and some transcontinentals to LAX/SFO. I think they also operated from IAH to some Latin America markets and to the West Coast and from CLE to LHR and for one summer, to CDG. A lot of sUA 320/319s were positioned to IAH in the early days of the cross-fleeting operation and it would make sense these operated on IAH-LGA. sCO 737s indeed were the mainstay (and still are) of LGA-DEN/ORD.

The 764 is too much capacity for CDG-CLE. I think Jeff Smisek should have assigned a 762 to that route.

Is the alley at the new Terminal B East Concourse wide enough for a 764?
 
deltairlines
Posts: 7275
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Re: 767-400s at LaGuardia

Thu Dec 03, 2020 9:10 pm

blacksoviet wrote:
Cointrin330 wrote:
N649DL wrote:

Actually I think it was the reverse during the cross-fleeting days of UA and CO at LGA. LGA-IAH/CLE was largely reverted to sUA 757 and 319/320 and LGA-ORD/DEN went to sCO 737s.

I do remember flying EWR-MIA on a sUA 757 in April 2012 (Adult Spring Break at age 24) and next door was a sUA 763 flying the now cancelled EWR-EZE for maintenance (even though our flight was delayed for pouring rain outside.)


Think you're right actually in that it was sUA 752s operating some LGA-IAH and one, maybe two CLE frequencies and not sCO. All of the sCO 752s by the time of the merger had BusinessFirst cabins (41 aircraft total) and were predominantly used on EWR-TATL markets, EWR-MCO/FLL, EWR-LIM, EWR-SJU, and some transcontinentals to LAX/SFO. I think they also operated from IAH to some Latin America markets and to the West Coast and from CLE to LHR and for one summer, to CDG. A lot of sUA 320/319s were positioned to IAH in the early days of the cross-fleeting operation and it would make sense these operated on IAH-LGA. sCO 737s indeed were the mainstay (and still are) of LGA-DEN/ORD.

The 764 is too much capacity for CDG-CLE. I think Jeff Smisek should have assigned a 762 to that route.

Is the alley at the new Terminal B East Concourse wide enough for a 764?


CLE-CDG only operated for one summer in 2008 on a 757; CO also had a 757 to LGW that summer; in summer 2009 CO had a 757 on CLE-LHR but didn't see anything else post-merger.

CDG made sense because CO was in SkyTeam at the time and they were able to flow over Air France; London service had been around for a while. The 757 was the right plane for both routes; the 767-200s were more premium heavy in a 25J149Y layout vs 16J159Y on the 757; both routes were under 4000 miles so easily done by the 757, and there wasn't the premium cabin demand out of CLE for the extra 9-10 J class seats (especially compared to using that plane out of EWR); nor was there the cargo demand for the 767 there.
 
Cointrin330
Posts: 2268
Joined: Sat Jul 16, 2016 12:23 pm

Re: 767-400s at LaGuardia

Thu Dec 03, 2020 10:48 pm

blacksoviet wrote:
Cointrin330 wrote:
N649DL wrote:

Actually I think it was the reverse during the cross-fleeting days of UA and CO at LGA. LGA-IAH/CLE was largely reverted to sUA 757 and 319/320 and LGA-ORD/DEN went to sCO 737s.

I do remember flying EWR-MIA on a sUA 757 in April 2012 (Adult Spring Break at age 24) and next door was a sUA 763 flying the now cancelled EWR-EZE for maintenance (even though our flight was delayed for pouring rain outside.)


Think you're right actually in that it was sUA 752s operating some LGA-IAH and one, maybe two CLE frequencies and not sCO. All of the sCO 752s by the time of the merger had BusinessFirst cabins (41 aircraft total) and were predominantly used on EWR-TATL markets, EWR-MCO/FLL, EWR-LIM, EWR-SJU, and some transcontinentals to LAX/SFO. I think they also operated from IAH to some Latin America markets and to the West Coast and from CLE to LHR and for one summer, to CDG. A lot of sUA 320/319s were positioned to IAH in the early days of the cross-fleeting operation and it would make sense these operated on IAH-LGA. sCO 737s indeed were the mainstay (and still are) of LGA-DEN/ORD.

The 764 is too much capacity for CDG-CLE. I think Jeff Smisek should have assigned a 762 to that route.

Is the alley at the new Terminal B East Concourse wide enough for a 764?


No one said the 764 operated CLE-CDG or implied it was even considered. CO operated the 757 on CLE-CDG for one summer only, at the time, as others have said, CO was in SkyTeam and cooperated with AF. All that ended as CO joined *A in preparation for the merger with UA. The 762 was not ideal for CLE to Europe routes. It had a bigger BF cabin and thus premium heavy. There were only 10 762s in the fleet and the 752 also easier to rotate operationally through CLE than the 762 which generally operated EWR to MXP, GVA, ZRH, FCO (off peak), CDG (one of the two flights, I think, the other was a 777 and then a 764) and from IAH to EZE and GIG. CO also used the 767-200ER on EWR-ATH. The wide body fleet at CO was stretched very thin and had a high utilization rate. There was not enough ground time for the 762s at EWR to do a CLE rotation and back. They landed from Europe in the early PM and were prepped for the next outbound to Europe within a few hours time. EZE required I think two frames as the 762 would spend the whole day there before flying back to IAH.
 
JFKCMILAXFLL
Posts: 128
Joined: Sat Nov 28, 2015 12:45 pm

Re: 767-400s at LaGuardia

Fri Dec 04, 2020 2:56 am

twaconnie wrote:
Cointrin330 wrote:
LotsaRunway wrote:
Do some searches and you will find L1011s and DC10s have served LGA through the years. Pretty good for 7000' of runway.


Eastern, Delta, TWA, and American Airlines all operated wide body aircraft into LGA years ago. Eastern operated L1011s, as did DL and TW. American operated both the DC10 and the 767 (200). United also operated the 767-200 in the early days of the plane's type in their fleet. Later on, Delta flew the 767-300 (domestic) and the -300ER, as well as the -400. The 767-400 was originally ordered by Delta to replace L1011s on domestic flying. Well into the 1990s and 2000s, 757 were also common at LGA, across the DL, UA, AA fleets. EA also operated the 757 into LGA before it went bust.

The runway could handle these jets and having been on some of these flights, I can tell you it could be one hell of a ride, particularly on approach and landing, navigating the turns and adjustments that are a fixture of LGA approaches. The 757 takes off like a rocket so it felt even more powerful lifting off from LGA on one.





The one airline you didn't mention was National airlines they had 10 DC-10 daily flights to Florida.
2X PBI
4XFLL
4XMIA


I remember seeing a NA DC-10 at LGA. Either August 1972 or August 1973. I felt kinda insignificant in the tiny Ozark DC-9 I was in (going to CMI via IAD). Ironically, my first DC-10 flight was on NA (LAX-MIA in August 1978).

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Accidents Accident, incident and crash related photos

Air to Air Photos taken by airborne photographers of airborne aircraft

Special Paint Schemes Aircraft painted in beautiful and original liveries

Airport Overviews Airport overviews from the air or ground

Tails and Winglets Tail and Winglet closeups with beautiful airline logos