777 D1 Suite Refit - PS + Comfort+

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Old Apr 22, 19, 3:50 am   -   Wikipost
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Delta 777-200ER/LR Conversions to 7HD & 7HB. Pre-mods config is 37J/36W/218Y...Post-mods config is (temporarily) 28J/48W/220Y (7HD/7HB)...and will become 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 will have the C + cabins installed at SIN.

777-200ER 8/8 7HD...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.
N861DA 7002 - Entered Jan 14 2019; finished Feb 17 2019. Entered ATL March 13 2019 for C+ installation; finished March 17 2019.
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.
N864DA 7005 - Entered Sept 18 2018; finished Oct 22 2018. Entered ATL March 3 2019 for C+ installation; finished March 7 2019.
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: 2/10 7HB...2/10 7CB.
N701DN 7101
N702DN 7102
N703DN 7103
N704DK 7104 - Entered April 4 2019; est. exit May 4 2019.
N705DN 7105 - Entered Feb 25 2018; finished March 28 2019. C+ installed at SIN.
N706DN 7106 - Entered Sept 6 2018; finished Nov 1 2018. Entered ATL for C + installation March 1 2019; finished March 14 2019.
N707DN 7107 - Entered March 23 2019; est. exit April 23 2019.
N708DN 7108
N709DN 7109
N710DN 7110

Delta confirms first route with 777 offering Delta One Suites, Premium Select, Comfort+ and Main Cabin: https://www.flyertalk.com/forum/delt...nces-marc.html
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Old May 8, 18, 12:25 pm
  #91  
 
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Originally Posted by cre95 View Post
I wonder if the FA would ask you to take the fort down during take-off or landing?
That's one of the lines in the safety announcement that no one ever seems to listen to.
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Old May 9, 18, 9:17 am
  #92  
 
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Originally Posted by Zorak View Post
I would think it also simplifies maintenance if the seat is interchangeable between multiple types of aircraft, although maybe you were already including that under the general idea of "cheaper".
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.
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Old May 9, 18, 9:45 am
  #93  
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Originally Posted by bubbashow View Post
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.
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.
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Old May 9, 18, 9:50 am
  #94  
 
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Originally Posted by ijgordon View Post
Eh, it didn't work with legroom (see, AA's More Room Throughout Coach experiment), .

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.
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Old May 9, 18, 11:48 am
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Originally Posted by ijgordon View Post
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.
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.
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Old May 9, 18, 11:53 am
  #96  
 
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Originally Posted by jdrtravel View Post
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.
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.
  • Economy class seat pitch falls from 34 inches to 32 inches.
https://www.google.com/amp/s/amp.bus...ss-room-2018-5
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Old May 9, 18, 12:00 pm
  #97  
 
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Originally Posted by Keith2004 View Post
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.
  • Economy class seat pitch falls from 34 inches to 32 inches.
https://www.google.com/amp/s/amp.bus...ss-room-2018-5

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.
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Old May 9, 18, 12:13 pm
  #98  
 
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Originally Posted by jdrtravel View Post
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.
Two more things that have changed: load factor and passenger size. Load factor was around 0.65 20 years ago. With 1/3 of the plane empty the odds were good that you had an empty seat next to you, giving you essentially infinite seat width and the ability to angle your body in lots of different ways. We (US Civilians) are also, on average, much larger today than we were 20 years ago.
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Old May 9, 18, 12:25 pm
  #99  
 
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Originally Posted by Austin787 View Post
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.
The UA and AA 777-200s are a lot more premium-heavy so not directly comparable (UA has 50 business class seats versus Delta's 28, for example)
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Old May 9, 18, 12:32 pm
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Originally Posted by SFTNYC View Post
The UA and AA 777-200s are a lot more premium-heavy so not directly comparable (UA has 50 business class seats versus Delta's 28, for example)

This will likely change as AA and UA add PE. For example, AA's 777 with PE has only 37 J seats.
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Old May 9, 18, 12:34 pm
  #101  
 
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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)
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Old May 9, 18, 12:38 pm
  #102  
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Originally Posted by Keith2004 View Post
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.
  • Economy class seat pitch falls from 34 inches to 32 inches.
https://www.google.com/amp/s/amp.bus...ss-room-2018-5
This.

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 B6ís extra legroom seats.
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Old May 9, 18, 10:23 pm
  #103  
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Originally Posted by jdrtravel View Post
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.
They are, but that doesn't really include lower seat density in economy class. Because nearly every other carrier is going to 10-across on their 777s.
The more things change, the more they stay the same.
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Old May 9, 18, 10:26 pm
  #104  
 
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Originally Posted by ijgordon View Post
They are, but that doesn't really include lower seat density in economy class. Because nearly every other carrier is going to 10-across on their 777s.
The more things change, the more they stay the same.

So why do you think DL kept 9 across seating?
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Old May 10, 18, 1:25 am
  #105  
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Originally Posted by jdrtravel View Post
So why do you think DL kept 9 across seating?
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.
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Last edited by WidgetsOfTheSkies; May 10, 18 at 1:28 am Reason: UA has 92 777s, not 102 as previously mentioned. Haven't had my coffee yet :p
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