EZE

While I can take some comfort that the 777 is not that common, I can only assume other aircraft may see similar reductions in J over time.

This definitely devalues the GUCs and SM (and DM status as well as Amex)!!!! With upgrade percentages on domestic falling, it was only a matter of time before they found the next "benefit" to go after I suppose....

JFKflyer26

Will Delta keep the current Y seats or upgrade them to a newer model seat?

hockeyinsider

One would assume Delta has done some modeling that shows on average X number of seats up front are occupied by paying business-class passengers while X number are paying economy-class passengers on upgrade instruments or non-revenue passengers. I realize this may not necessarily be the case, but one would assume so.

I have never had a problem using my upgrade certificates, but I'm generally very flexible. I'll basically tell the diamond desk to find me a flight that I can use it on after using Google Flights, Matrix and Delta.dumb to get an approximation of what I want.

Regardless, I also don't see Delta's new business-class product being priced in dollars much more expensive than present business-class. That's mostly because there are only so many people who have the budget to spend $2,700-$7,000 on business-ticket tickets. Plus, I suspect many of the big customers -- diamonds, Delta 360 -- have corporate contracts with Delta. I don't think they'd take too kindly to a 15% or 25% increase in the cost of airfare simply because SOME aircraft have the new seats.

FinanceGuyLAX

Lurker turned first time poster here.

I know the future of C+ on the A350/777 has been discussed ad nauseam on various threads, but I interpret this excerpt from a relatively recent investor deck as confirmation that C+ will complement PS on the A350/777.

MSPeconomist

Without knowing the route, those prices look high for everything except D1.

flyerCO

Was thinking the same $1799 for BE? Can fly RT to SYD in main cabin/W for less.

FinanceGuyLAX

While I don't disagree with you, I think the intention of this slide is to highlight the price segmentation between each product.

MSPeconomist

Then it's a big leap from paid C+ to premium economy.

SeaHawg

Four Class is fairly common among large carriers. I could definitely see Business, Premium Select, C+, and Main Cabin. Example:

Bus: D1 Suites 80" Pitch 22-24" Width lie-flat (28 suites)
PS: 38-40" Pitch 20-21" Width (Domestic F) (48 seats) (2-4-2)?
C+ 34" Pitch 18-18.5" Width (27 seats 3x3x3)
Main Cabin 31" Pitch 18-18'5" Width (Balance 3x3x3)

RaflW

That fare set looks roughly in line with what I was seeing for r/t travel MSP-AKL via IAH or LAX on Air New Zealand (well, without the Basic economy) last year when shopping (didn't make the trip, will some day...)

rylan

Except there are only a handful of those seats, and you can be sure they will be long gone months ahead of the flight.

jrkmsp

I've seen that slide; I was inclined to believe it was strictly illustrative of all the segments Delta offers. FWIW.

bergamini

Maybe it devalues the GUC, maybe it doesn't. If the J product is 100% full on all routes, then yes it eventually will. But if that's the case then I would expect a reconfigure to be in the works as well. I'd be interested to see the composition of an average J flight of paid, full award, miles upgrade, GUC, JCM and non-rev. This could end up hurting non-revs more than anyone.

jdrtravel

Agreed. Most long-haul W seats seem to sell for aprox $2000-$2500 when I've searched.

KDCAflyer

With how much TPAC prices have dived lately, I think $1500-2000 is ideal.