Last edit by: N515CR
Delta 777-200ER/LR Conversions to 7HD & 7HB. Pre-mods config is 37J/36W/218Y. For all the ERs and the first LR, post-mods config was initially 28J/48W/220Y (7HD/7HB). The post-mods config for all ERs and LRs is now 28J/48W/90Y+/122Y (7CD/7CB).
Modifications are taking place at SIN and the entry and exit dates are based on SIN time (GMT + 8 hrs). Comfort + installation was done at ATL on all the 7HD>7CD conversions, and on 7106 (7HB>7CB). The remaining 9 LRs had the C + cabins installed at SIN.
777-200ER: 8/8 7CD
N860DA 7001 - Entered Jan 2 2019...finished Feb 3 2019. Entered ATL March 12 2019 for C + installation...finished March 15 2019. Expected wfu 05 Oct 2020.
N861DA 7002 - Entered Jan 14 2019...finished Feb 17 2019. Entered ATL March 13 2019 for C + installation...finished March 17 2019. Permanently wfu on 17 March 2020.
N862DA 7003 - Entered Nov 29 2018...finished Jan 5 2019. Entered ATL March 6 2019 for C + installation...finished March 10 2019.
N863DA 7004 - Entered Feb 17 2018...finished June 6 2018. Entered ATL Feb 17 2019 for C + installation...finished March 3 2019. Permanently wfu on 22 September 2020.
N864DA 7005 - Entered Sept 18 2018...finished Oct 22 2018. Entered ATL March 3 2019 for C + installation...finished March 7 2019. Expected wfu 05 Oct 2020.
N865DA 7006 - Entered Nov 16 2018...finished Dec 18 2018. Entered ATL Feb 21 2019 for C + installation...finished Feb 27 2019.
N866DA 7007 - Entered Oct 24 2018...finished Nov 27 2018. Entered ATL Jan 28 2019 for C + installation...finished Feb 16 2019.
N867DA 7008 - Entered Feb 4 2019...finished March 11 2019. Entered ATL March 25 2019 for C + installation...finished March 30 2019.
777-200LR: 10/10 7CB
N701DN 7101 - Entered Sept 14 2019...finished Oct 31 2019...C +.
N702DN 7102 - Entered Nov 8 2019...finished December 29 2019...C +.
N703DN 7103 - Entered Oct 18 2019...finished December 13 2019. C +.
N704DK 7104 - Entered April 4 2019...finished May 4 2019...C +. Permanently wfu on 16 March 2020.
N705DN 7105 - Entered Feb 25 2018...finished March 28 2019...C +. Permanently wfu on 22 March 2020.
N706DN 7106 - Entered Sept 6 2018...finished Nov 1 2018. Entered ATL for C + installation March 1 2019...C + finished March 14 2019. Permanently wfu on 16 March 2020.
N707DN 7107 - Entered March 23 2019...finished April 23 2019...C +.
N708DN 7108 - Entered Dec 20 2019...finished Feb 5 2020...C +.
N709DN 7109 - Entered Jan 3 2020..finished Feb 8 2020...C +.
N710DN 7110 - Entered Nov 18 2019...finished Dec 24 2019...C +.
Modifications are taking place at SIN and the entry and exit dates are based on SIN time (GMT + 8 hrs). Comfort + installation was done at ATL on all the 7HD>7CD conversions, and on 7106 (7HB>7CB). The remaining 9 LRs had the C + cabins installed at SIN.
777-200ER: 8/8 7CD
N860DA 7001 - Entered Jan 2 2019...finished Feb 3 2019. Entered ATL March 12 2019 for C + installation...finished March 15 2019. Expected wfu 05 Oct 2020.
N861DA 7002 - Entered Jan 14 2019...finished Feb 17 2019. Entered ATL March 13 2019 for C + installation...finished March 17 2019. Permanently wfu on 17 March 2020.
N862DA 7003 - Entered Nov 29 2018...finished Jan 5 2019. Entered ATL March 6 2019 for C + installation...finished March 10 2019.
N863DA 7004 - Entered Feb 17 2018...finished June 6 2018. Entered ATL Feb 17 2019 for C + installation...finished March 3 2019. Permanently wfu on 22 September 2020.
N864DA 7005 - Entered Sept 18 2018...finished Oct 22 2018. Entered ATL March 3 2019 for C + installation...finished March 7 2019. Expected wfu 05 Oct 2020.
N865DA 7006 - Entered Nov 16 2018...finished Dec 18 2018. Entered ATL Feb 21 2019 for C + installation...finished Feb 27 2019.
N866DA 7007 - Entered Oct 24 2018...finished Nov 27 2018. Entered ATL Jan 28 2019 for C + installation...finished Feb 16 2019.
N867DA 7008 - Entered Feb 4 2019...finished March 11 2019. Entered ATL March 25 2019 for C + installation...finished March 30 2019.
777-200LR: 10/10 7CB
N701DN 7101 - Entered Sept 14 2019...finished Oct 31 2019...C +.
N702DN 7102 - Entered Nov 8 2019...finished December 29 2019...C +.
N703DN 7103 - Entered Oct 18 2019...finished December 13 2019. C +.
N704DK 7104 - Entered April 4 2019...finished May 4 2019...C +. Permanently wfu on 16 March 2020.
N705DN 7105 - Entered Feb 25 2018...finished March 28 2019...C +. Permanently wfu on 22 March 2020.
N706DN 7106 - Entered Sept 6 2018...finished Nov 1 2018. Entered ATL for C + installation March 1 2019...C + finished March 14 2019. Permanently wfu on 16 March 2020.
N707DN 7107 - Entered March 23 2019...finished April 23 2019...C +.
N708DN 7108 - Entered Dec 20 2019...finished Feb 5 2020...C +.
N709DN 7109 - Entered Jan 3 2020..finished Feb 8 2020...C +.
N710DN 7110 - Entered Nov 18 2019...finished Dec 24 2019...C +.
Delta confirms first route with 777 offering Delta One Suites, Premium Select, Comfort+ and Main Cabin: https://www.flyertalk.com/forum/delta-air-lines-skymiles/1949190-tailored-travel-delta-debut-first-aircraft-all-four-seat-experiences-marc.html
777 D1 Suite PS + Comfort+ retrofit consolidated thread
#91
Join Date: Jan 2017
Location: LAN
Programs: DL Skymiles, AF/KL Flying Blue
Posts: 304
#92
Join Date: Mar 2011
Location: SFO/SJC/OAK
Posts: 522
The snag would be if the width of the mount for the seat to go into the plane itself is different enough between an A350 and a 772 then that interchangeability doesn't exist anyway.
#93
FlyerTalk Evangelist
Join Date: Apr 2001
Location: NYC
Posts: 27,231
I hope when UA finishes ruining their 777 fleet with 3-4-3 that Delta will market the sh** out of their economy product. For the money, it will definitely stand out against the competition. All the negative news about airlines lately has been about smaller and more seats. This is a chance for Delta to truly shine to The Kettles.
Plus aircraft type is subject to change and do they even have all that many 777s? (I think we hardly ever see them at JFK?) so that makes it tricky to market properly/effectively/legally.
#94
Join Date: Mar 2010
Programs: DL PM, Bonvoy Gold
Posts: 8,414
At some point we're going to have to stop citing this one lone example from almost two decades ago as proof that a concept like this can never work. A tremendous amount has changed in the airline industry since this experiment. Also, JetBlue has done well with this exact model.
One of the big reasons that this did not work for AA was that, in that environment, the only thing that mattered was lowest fare. That's not as true anymore with greatly reduced competition and much more capacity control. Airlines are having to compete with customer experience.
#95
Join Date: Mar 2015
Location: Austin, TX - AUS
Programs: AA Platinum, Hilton, Hyatt, IHG, Marriott
Posts: 1,625
Eh, it didn't work with legroom (see, AA's More Room Throughout Coach experiment), so I'm skeptical it will work with width and that they'll be able to get premium yields in Y to offset the lower capacity.
Plus aircraft type is subject to change and do they even have all that many 777s? (I think we hardly ever see them at JFK?) so that makes it tricky to market properly/effectively/legally.
Plus aircraft type is subject to change and do they even have all that many 777s? (I think we hardly ever see them at JFK?) so that makes it tricky to market properly/effectively/legally.
#96
Join Date: Jun 2010
Location: Maryland
Programs: DL-Diamond, Marriott Titanium
Posts: 459
At some point we're going to have to stop citing this one lone example from almost two decades ago as proof that a concept like this can never work. A tremendous amount has changed in the airline industry since this experiment. Also, JetBlue has done well with this exact model.
One of the big reasons that this did not work for AA was that, in that environment, the only thing that mattered was lowest fare. That's not as true anymore with greatly reduced competition and much more capacity control. Airlines are having to compete with customer experience.
One of the big reasons that this did not work for AA was that, in that environment, the only thing that mattered was lowest fare. That's not as true anymore with greatly reduced competition and much more capacity control. Airlines are having to compete with customer experience.
they have gotten tighter on leg room, CEO even made a comment that they wish they didnt have to.
- Economy class seat pitch falls from 34 inches to 32 inches.
#97
Join Date: Mar 2010
Programs: DL PM, Bonvoy Gold
Posts: 8,414
Not sure JetBlue is an example of it working
they have gotten tighter on leg room, CEO even made a comment that they wish they didnt have to.
they have gotten tighter on leg room, CEO even made a comment that they wish they didnt have to.
- Economy class seat pitch falls from 34 inches to 32 inches.
That's too bad to hear. Still, at 32" standard they are ahead of others (though not by much). I do think their ability to use this as a selling point remains. If I know that when I fly jetblue I'm not going to get stuck in a seat with 30" of pitch, that's a good thing.
#98
Join Date: May 2012
Posts: 123
At some point we're going to have to stop citing this one lone example from almost two decades ago as proof that a concept like this can never work. A tremendous amount has changed in the airline industry since this experiment. Also, JetBlue has done well with this exact model.
One of the big reasons that this did not work for AA was that, in that environment, the only thing that mattered was lowest fare. That's not as true anymore with greatly reduced competition and much more capacity control. Airlines are having to compete with customer experience.
One of the big reasons that this did not work for AA was that, in that environment, the only thing that mattered was lowest fare. That's not as true anymore with greatly reduced competition and much more capacity control. Airlines are having to compete with customer experience.
#99
Join Date: Dec 2008
Location: NYC, BOS, ORD
Programs: AA EXP, DL PM
Posts: 843
Delta's retrofitted 777s will have 296 seats total - more than what United and USdbaAA have in their 10-across 772s. Win for Delta and customers - most capacity of its competitors and wider seats for the passengers. Delta should definitely market 18" width economy seats - something like "Widest economy seats in the industry". In addition to 9-across 777s, Delta's A330s, A350s, and 767s also have 18" width seats.
#100
Join Date: Mar 2010
Programs: DL PM, Bonvoy Gold
Posts: 8,414
#101
FlyerTalk Evangelist
Join Date: Jun 2015
Location: Back in Reds Country (DAY/CVG). Previously: SEA & SAT.
Programs: DL PM 1MM, AA PLAT, UA Silver, Marriott Bonvoy Titanium
Posts: 10,348
I wonder when we can expect a detailed seat-map that will show how the D1 Suites are offset (especially for the windows - which "window" seats actually sit closer to the window and which window seats sit closer to the door/aisle)
#102
Suspended
Join Date: Sep 2005
Location: SEA
Programs: UA Silver, BA Gold, DL Gold
Posts: 9,779
Not sure JetBlue is an example of it working
they have gotten tighter on leg room, CEO even made a comment that they wish they didnt have to.
they have gotten tighter on leg room, CEO even made a comment that they wish they didnt have to.
- Economy class seat pitch falls from 34 inches to 32 inches.
B6 is further proof that price, price, price, and price (in that order) drive Y purchase decisions. The only way to drive incremental revenue for coach amenities is to sell them separately, as with Comfort+ or B6’s extra legroom seats.
#103
FlyerTalk Evangelist
Join Date: Apr 2001
Location: NYC
Posts: 27,231
At some point we're going to have to stop citing this one lone example from almost two decades ago as proof that a concept like this can never work. A tremendous amount has changed in the airline industry since this experiment. Also, JetBlue has done well with this exact model.
One of the big reasons that this did not work for AA was that, in that environment, the only thing that mattered was lowest fare. That's not as true anymore with greatly reduced competition and much more capacity control. Airlines are having to compete with customer experience.
One of the big reasons that this did not work for AA was that, in that environment, the only thing that mattered was lowest fare. That's not as true anymore with greatly reduced competition and much more capacity control. Airlines are having to compete with customer experience.
The more things change, the more they stay the same.
#104
Join Date: Mar 2010
Programs: DL PM, Bonvoy Gold
Posts: 8,414
#105
Join Date: Feb 2008
Posts: 91
Easy NPS boost in some of the most competitive (mostly TPAC) markets, perhaps? Plus, limited gain from going 10-across on a small-ish 18 aircraft fleet. If UA did the same, they'd be giving up the extra capacity across the 92 777s in their fleet. Still, I'm pleasantly surprised by the DL decision to keep 9-abreast on the 777s.
Last edited by WidgetsOfTheSkies; May 10, 2018 at 1:28 am Reason: UA has 92 777s, not 102 as previously mentioned. Haven't had my coffee yet :p