losing first class seats
#31
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BenA, where did you get your stats on the CR9 v E75? Last time I checked they were both configured 12/64. I agree though totally with your statement/
#32
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Not all of the CR9s have 12 up front. Some of the 9E or OO aircraft I believe only have 9 or 10 FC seats.
I know that all of XJ and OH's CR9s are in 12/64.
I know that all of XJ and OH's CR9s are in 12/64.
#34
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I understand many of you are upset, but let's look at the competition:
United offers 8 F seats on A319s
US Airways offers 12 F seats on A319s
And again, as another flyer noted, DL is adding 4 F seats to MD-90s and offering a first class cabin on CRJ 700s.
Does anyone know if DL will improve the seat pitch in F with the new 12F configuration? On the current A319 configuration, rows 2-4 have a tight seat pitch of 35 inches.
United offers 8 F seats on A319s
US Airways offers 12 F seats on A319s
And again, as another flyer noted, DL is adding 4 F seats to MD-90s and offering a first class cabin on CRJ 700s.
Does anyone know if DL will improve the seat pitch in F with the new 12F configuration? On the current A319 configuration, rows 2-4 have a tight seat pitch of 35 inches.
#35
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Originally Posted by WidgetKid
BenA, where did you get your stats on the CR9 v E75? Last time I checked they were both configured 12/64. I agree though totally with your statement
Douglas DC-9-30: 16F, 84Y: 16/100 = 16.0% F
Mesaba/Comair CRJ-900: 12F, 64Y: 12/76 = 15.8% F
Embraer ERJ-175: 12F, 64Y: 12/76 = 15.8% F
Douglas DC-9-40: 16F, 94Y: 16/110 = 14.5% F
CRJ-700: 9F, 56Y: 9F, 56Y: 9/65 = 13.8% F
Airbus A319 (current): 16F, 108Y: 16/124 = 12.9% F
Douglas DC-9-50: 16F, 109Y: 16/125 = 12.8% F
SkyWest CRJ-900: 9F, 67Y: 9/76 = 11.8% F
Boeing 737-700: 12F, 112Y: 12/124 = 9.7% F
Airbus A319 (rumored): 12F, 114Y: 12/126 = 9.5% F
Embraer ERJ-170: 6F, 64Y: 6/70 = 8.6% F
SF340:
CRJ-200:
The core point still stands though - in fact, since my example SEA-SLC flight would be SkyWest, the 16>12 reconfiguration does in fact take the A319 from more attractive than the CR9 to less attractive.
Also, looking at this list I can't help but think our favorites, the DC-9s, would be next on the slippery reconfiguration slope to drag them down nearer to the premerger Delta 737-700's percentage...
Note that for those who aren't aware, most mainline scope clauses for airlines are set limiting regional flights to 76 seats or less - so the CR9 and E175 F cabins are likely a direct result of labor contracts.
#36
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That's sort of the point. If Delta loses its advantage on the size of F cabins and availability of domestic upgrades, why not jump ship to an airline that has better international upgrades and better award redemptions?
#38
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#39
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For all those wishing for new seats with AVOD as part of this reconfiguration, I'm afraid you are going to be disappointed. Switching row 4 from F to Y is something that can be done overnight. I expect the "new" seats will come from the charter aircraft currently flying scheduled routes once they go back to charter configuration.
#40
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#42
Join Date: Jan 2007
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I suspect that F will remain just as tight and this will be all about more Y seats.
#43
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I'm talking about the "regular"/non-bulkhead seats. I avoid bulkhead seats on any aircraft if possible.
#44
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(-4F) A319 + (4F) MD90 + (9F) CRJ 700 = 9 so that's an increase of 9 F seats we didn't have before.
#45
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All the CR9's have 12/64 now.
But that point aside, I agree that F on those birds is a bit tight; I find this the case on most (by no means all) PMNW aircraft.
Timf, I'm not entirely sure I understand what you mean by the seats coming from the charter aircraft. Could you explain that please? Thanks in advance.
But that point aside, I agree that F on those birds is a bit tight; I find this the case on most (by no means all) PMNW aircraft.
Timf, I'm not entirely sure I understand what you mean by the seats coming from the charter aircraft. Could you explain that please? Thanks in advance.