New 764 D1 Suites won't have doors
Apr 4, 2019, 5:57 pm
#31
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Apr 4, 2019, 6:28 pm
#32
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This is extremely disappointing. Despite the lack of direct aisle access, I prefer the 757 D1 seat to the 767. I don’t think that will be changing with this new design. The seats are simply too narrow to lie down in comfortably. The 757 has more room.
With United having North American exclusivity on the alternating straight-angled design, I bet Delta had a hard time finding an efficient configuration that worked on a 767. Can anyone think of a good spacious design on a 767 with lieflats other than Polaris?
The Air Canada angled 767 seat is okay but I wouldn’t call it better than the Delta seat.
With United having North American exclusivity on the alternating straight-angled design, I bet Delta had a hard time finding an efficient configuration that worked on a 767. Can anyone think of a good spacious design on a 767 with lieflats other than Polaris?
The Air Canada angled 767 seat is okay but I wouldn’t call it better than the Delta seat.
Apr 4, 2019, 7:02 pm
#33
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This is extremely disappointing. Despite the lack of direct aisle access, I prefer the 757 D1 seat to the 767. I don’t think that will be changing with this new design. The seats are simply too narrow to lie down in comfortably. The 757 has more room.
With United having North American exclusivity on the alternating straight-angled design, I bet Delta had a hard time finding an efficient configuration that worked on a 767. Can anyone think of a good spacious design on a 767 with lieflats other than Polaris?
The Air Canada angled 767 seat is okay but I wouldn’t call it better than the Delta seat.
With United having North American exclusivity on the alternating straight-angled design, I bet Delta had a hard time finding an efficient configuration that worked on a 767. Can anyone think of a good spacious design on a 767 with lieflats other than Polaris?
The Air Canada angled 767 seat is okay but I wouldn’t call it better than the Delta seat.
When I saw these seats my heart literally sank a little. I currently take a connection and fly United or American over take a nonstop 767 for a red-eye (daytime it is perfectly fine, but I'd also say W is perfectly fine for that). I got excited that I'd be able to fly Delta more TATL when they said they were doing a refurb but that clearly won't be the case. About the only US3 product worse in the air today is United's 8 abreast business class (which is rapidly getting phased out).
Apr 4, 2019, 7:23 pm
#34
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I don't see how they could fit 34J and 20W seats ahead of the exit doors. But hey, I also didn't think Delta could squeeze 180 seats (including 20F) on a 737-900... so I'm very curious to see how it is configured.
Apr 4, 2019, 7:32 pm
#35
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If AA manged to get 172 seats (with 16 F) on a 738, I guess anything in terms of packing and stacking is possible.
Apr 4, 2019, 7:42 pm
#36
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I don't understand why Delta would reduce the number of business-class seats. Delta should have increased them and increased premium-economy while decreasing economy. The cabins are mostly full. Meanwhile, United is ADDING business-class and premium-class seats in a greater number than Delta.
Regardless, the doors on the Delta One suites are useless because they do not close all the way. Other airlines have doors that close 100%.
Regardless, the doors on the Delta One suites are useless because they do not close all the way. Other airlines have doors that close 100%.
Apr 4, 2019, 7:46 pm
#38
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Must be a super small W cabin then. The bulkhead behind the current D1 cabin is where the boarding doors are. I believe the lavatories are already behind the boarding doors, not in front of them. I guess you're proposing they've been able to cabin-engineer the plane so that they can fit in (presumably) three rows of W (18 seats) in the space of 6 former D1 seats?
I suppose it might be possible if they took out the back part of the forward gally and put two extra D1 seats there and took out 2 rows in the back and that makes room for 3 rows of W? That's pretty amazing if so (6J seats for 18 W seats is a great revenue tradeoff...).
I suppose it might be possible if they took out the back part of the forward gally and put two extra D1 seats there and took out 2 rows in the back and that makes room for 3 rows of W? That's pretty amazing if so (6J seats for 18 W seats is a great revenue tradeoff...).
(I don’t know if this is the actual plan, but it’s one conceivable option.)
Apr 4, 2019, 7:48 pm
#39
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No, I think this is more likely: The J lavs which are behind the 2L/R doors could be moved in front of the doors, possibly with some closet space (that they may take from the front of the J cabin, moving some J seats forward). The lavs could go where the last row or two of J is on the current configuration. That frees up more space behind the 2L/R doors - where premium economy will go (I think there’s a Y galley a little ways aft of the 2L/R doors, presumably PE would all fit in front of that), followed by economy behind that.
(I don’t know if this is the actual plan, but it’s one conceivable option.)
(I don’t know if this is the actual plan, but it’s one conceivable option.)
Ahhhhh okay. That makes so much more sense.
Apr 4, 2019, 8:22 pm
#40
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Apr 4, 2019, 8:30 pm
#41
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I don't understand why Delta would reduce the number of business-class seats. Delta should have increased them and increased premium-economy while decreasing economy. The cabins are mostly full. Meanwhile, United is ADDING business-class and premium-class seats in a greater number than Delta.
Apr 4, 2019, 8:35 pm
#42
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No, I think this is more likely: The J lavs which are behind the 2L/R doors could be moved in front of the doors, possibly with some closet space (that they may take from the front of the J cabin, moving some J seats forward). The lavs could go where the last row or two of J is on the current configuration.
Apr 4, 2019, 8:38 pm
#43
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Apr 4, 2019, 9:57 pm
#45
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Delta? ATL, MSP, SLC, LAX, DTW... Detroit benefits from auto manufacturing, and LAX is a big (but low yielding) market.. JFK is Delta's only real Tier 1 city but faces more competition than United (which owns Newark - the first choice of an affluent New Jersey or Connecticut resident).
It should be no surprise that United seeks a premium-cabin heavy setup given the cities they reside in.