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).

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?

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.

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.

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?

ArcticSEA wrote:

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

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.

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.

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.

Cointrin330 wrote:

ATL

blacksoviet wrote:

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

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.

Ziyulu wrote:

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

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

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

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.

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?

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.

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.

PresRDC wrote:

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

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?

blacksoviet wrote:

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

blacksoviet wrote:

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

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.

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

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).

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.

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.

LotsaRunway wrote:

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

chunhimlai wrote:

How about A300/A330/B777?

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.

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.)

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.

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.

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.

blacksoviet wrote:

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

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.

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.

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?

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?

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.
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