Originally Posted by
Thomas Hudson
It has been 20 years or more since a mainline jet did not use a jetbridge. C and D had some walk down gates that were made to accomadate the 120s and ATRs. As the culled them and went to all jets, the C and D concourse went to more jetbridges.
I do not ever recall taking a bus from any aircraft at ATL during normal ops. In any case, there is very little difference, if any, in the amount of available parking spots for planes, so, I am not sure how this is the customer's fault.
What does not make sense to me is it seems Delta (and others I am sure) use a best case scenario plan and the best case never exists on the best of days and the pax and employees are left to deal with it... I am as easy going as they come, but I have to say, Delta is slipping in the wrong direction with how they handle this...
That is the same attitude that prompts DL management to schedule 36 minute connections in ATL when their own internal guidance has a 55 minute MCT (domestic to domestic... I have that in writing).
They apparently have a throughput figure that they feel they must maintain and they schedule unrealistic scenarios that show, on paper (perhaps in theory) that they can make it... and the PAX (and the good front-line employees) take it on the chin when reality bites.
Do you suppose that they are relying on the fact that 90% of the PAX likely do not know to ask for accommodations when the fumble occurs?
