LAX-DCA,BOS-SFO become Delta One flights
Mar 26, 2017, 9:33 pm
#91
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DL thought about it (route proving runs in Dec 2008) but to my knowledge never actually operated it
my office in Crystal City had a view of the airport; I had been a DL regular for about five years at that point (mostly WAS-XXX-DAY/LAX/SEA/VPS/BOS/ABQ), so I would have been all over a DCA<-->ATL trip on a 763
my office in Crystal City had a view of the airport; I had been a DL regular for about five years at that point (mostly WAS-XXX-DAY/LAX/SEA/VPS/BOS/ABQ), so I would have been all over a DCA<-->ATL trip on a 763
Mar 26, 2017, 9:40 pm
#92
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the only other candidates would have been AA and UA, and I'm quite certain neither of them did much if anything more than that sort of route proving
Mar 26, 2017, 9:44 pm
#93
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Mar 27, 2017, 8:21 am
#94
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I think we'll have to agree to disagree ... again, I've been flying SEA/LAX<-->WAS since 1976 (and I was a UA regular 76-79, 82-86, and 90-92), and I can't recall any wide-body service (explicitly excluding route-proving runs) into or out of DCA on any airline
Mar 27, 2017, 9:03 am
#95
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Space and runway length are two of the big issues.
1- Gates can't handle the length and wingspan of the aircraft.
2- Taxiways are narrow and have issues with the wingspan
Here's an article from last year when UA announced the 757-3
http://www.usatoday.com/story/travel...port/79768454/
Mar 28, 2017, 6:09 am
#96
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From a business traffic perspective, I suspect that BOS-SFO was a no-brainer over BOS-LAX. There is much more synergy between the BOS and SFO economies than BOS and LAX. That isn't to say that there will be enough paid premium demand to support the route, but there is a much better chance than BOS-LAX, IMO.
Mar 28, 2017, 8:25 am
#97
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When I looked at the DOT numbers in a previous incarnation of this discussion, BOS-SFO was a higher revenue route than BOS-LAX. (I didn't look at DCA-LAX.) But the numbers weren't that different from JFK-SEA, so I have a hard time believing this much service is sustainable over the long haul. I'd guess next year we're down to B6 and maybe 1 legacy carrier.
The only thing I question is the viability of D1 level service. However, if it doesn't work on BOS-SFO, then I'd think it definitively proves that the market for domestic D1 service is limited to NYC-SFO/JFK.
Mar 28, 2017, 8:58 am
#98
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DL thought about it (route proving runs in Dec 2008) but to my knowledge never actually operated it
my office in Crystal City had a view of the airport; I had been a DL regular for about five years at that point (mostly WAS-XXX-DAY/LAX/SEA/VPS/BOS/ABQ), so I would have been all over a DCA<-->ATL trip on a 763
my office in Crystal City had a view of the airport; I had been a DL regular for about five years at that point (mostly WAS-XXX-DAY/LAX/SEA/VPS/BOS/ABQ), so I would have been all over a DCA<-->ATL trip on a 763
DL scheduled the 76G fleet into DCA for the first Obama inauguration and after used it a few times around thanksgiving/Christmas.
Also, quick hint, before being so sure in telling people they are wrong, google it. Their is video and even a FT thread, with pics, of the DL 767 in DCA.
now having said that, not sure why its being discussed. A 767 to ATL is a completely different animal than a 767 to LAX.
Mar 28, 2017, 9:22 am
#99
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Well you missed your chance, multiple times.
DL scheduled the 76G fleet into DCA for the first Obama inauguration and after used it a few times around thanksgiving/Christmas.
Also, quick hint, before being so sure in telling people they are wrong, google it. Their is video and even a FT thread, with pics, of the DL 767 in DCA.
now having said that, not sure why its being discussed. A 767 to ATL is a completely different animal than a 767 to LAX.
DL scheduled the 76G fleet into DCA for the first Obama inauguration and after used it a few times around thanksgiving/Christmas.
Also, quick hint, before being so sure in telling people they are wrong, google it. Their is video and even a FT thread, with pics, of the DL 767 in DCA.
now having said that, not sure why its being discussed. A 767 to ATL is a completely different animal than a 767 to LAX.
Mar 28, 2017, 9:31 am
#100
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Mar 28, 2017, 9:43 am
#101
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I was looking at the DCA-LAX flight for May a couple of weeks ago and the F cabin fares were around $900. Now they're starting around $1400. Well played Delta.
Anyways, I think it's nice to see the premium product come to DCA. I think D1 will do very well on this route and this really turns up the pressure on AS and AA which also operate this route.
I just want to confirm, it appears Regional Upgrade Certificates do work on the DL JFK-LAX/SFO D1 upgrades, but they haven't upgraded the chart on DL.com to indicate DCA. I'm assuming it will be the same.
http://www.delta.com/content/www/en_...tificates.html
Anyways, I think it's nice to see the premium product come to DCA. I think D1 will do very well on this route and this really turns up the pressure on AS and AA which also operate this route.
I just want to confirm, it appears Regional Upgrade Certificates do work on the DL JFK-LAX/SFO D1 upgrades, but they haven't upgraded the chart on DL.com to indicate DCA. I'm assuming it will be the same.
http://www.delta.com/content/www/en_...tificates.html
I had already booked a DCA-LAX first for the end of October and now that flight is more twice the price I paid for it, so this is one instance I have lucked out with timing. For my return I am actually going to try Mint for the first time (SAN-JFK). I checked and I am still the only seat booked in the First (now Delta One) cabin on that flight so that price increase is totally Delta One related.
Last edited by Miesque; Mar 28, 2017 at 9:48 am
Mar 28, 2017, 10:02 am
#102
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The fact there have been a couple of wide-bodies into DCA over time does not = "regularly-scheduled" as most people would commonly understand the term. The issue of wide-body service at DCA has been beaten to death. It is simply not feasible as the airport is currently configured and would require giving up more than any current wide-body can currently provide.
Time to move on rather than playing word games.
Time to move on rather than playing word games.
Mar 28, 2017, 10:14 am
#103
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Mar 28, 2017, 11:19 am
#104
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With DL entering the market, you'll have three carriers with lie-flat service: B6, DL, and UA. You'll have two carriers offering their premium transcon service: B6 and DL; three if UA makes this a 'ps' service. Then add in AS/VX who will presumably continue with an SFO flight ex-BOS. That's a lot of premium capacity. It will be interesting to see if AA enters the fray; highly unlikely for SFO, but possibly for LAX.
Mar 28, 2017, 12:08 pm
#105
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When you speak of service, are you talking about the number of carriers and flights? If so, BOS-SFO has had at least 3 carriers for a long time. I don't think DL's two flights per day will change things and that there is plenty of room for at least 4 carriers.
The only thing I question is the viability of D1 level service. However, if it doesn't work on BOS-SFO, then I'd think it definitively proves that the market for domestic D1 service is limited to NYC-SFO/JFK.
The only thing I question is the viability of D1 level service. However, if it doesn't work on BOS-SFO, then I'd think it definitively proves that the market for domestic D1 service is limited to NYC-SFO/JFK.
If anything, this seems like the capacity dumping that the legacies used to do to prevent LCCs like B6 from gaining market share, just for premium seats now instead.