LAX/JFK now to be all 767-300
Nov 22, 2019, 6:02 pm
#16
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Nov 22, 2019, 7:08 pm
#17
Join Date: Jul 2017
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Nov 22, 2019, 7:15 pm
#18
Join Date: Jan 2008
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That logic doesn't add up. Countless routes to hubs are not D1. BOS being a hub doesn't mean a BOS route is likely to go to D1.
Nov 22, 2019, 7:35 pm
#19
Join Date: May 2006
Location: NYC
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Actually, the 75S fleet does NOT have 2KU, and in fact lately those are the ships on which I've had the worst internet experiences. That said, I really enjoy the 75S fleet. Seats in D1 are super comfortable, even without direct aisle access. And service is generally more personalized with a better ratio. Those 76ERs are pretty long in the tooth at this point. (But they do have cool bathrooms.)
Nov 22, 2019, 7:41 pm
#20
Join Date: Jul 2017
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Your previous post said nothing about premium routes or transcons. It simply said now that BOS is a hub, you're waiting for SFO-BOS to go back to D1.
That logic doesn't add up. Countless routes to hubs are not D1. BOS being a hub doesn't mean a BOS route is likely to go to D1.
That logic doesn't add up. Countless routes to hubs are not D1. BOS being a hub doesn't mean a BOS route is likely to go to D1.
1.) D1 is usually for transcons domestically.
2.) BOS/SFO has a history of being D1
3.) It is a premium route on UA and B6.
Since BOS is now a hub and there is an increase in TATL flights, it could stand that an increase of connecting traffic could demand a more premium product. When BOS was not a hub, that demand was lower.
Nov 22, 2019, 10:28 pm
#21
Join Date: May 2016
Location: ATL
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Much prefer the 767s 2-3-2 configuration in the back of the plane over the 757s.
Wish they were still throwing in a 767 into the SFO-JFK rotation like they used to several years ago. Not all of us want to fly to EWR from SFO
(though I've accepted that DL probably won't compete as hard at SFO due to UA's giant hub). If only the DL OAK-LAX flight was still around, and I'd probably jump on OAK-LAX-JFK as my go-to routing with the 767, rather than SFO-JFK on the 757....
Wish they were still throwing in a 767 into the SFO-JFK rotation like they used to several years ago. Not all of us want to fly to EWR from SFO
(though I've accepted that DL probably won't compete as hard at SFO due to UA's giant hub). If only the DL OAK-LAX flight was still around, and I'd probably jump on OAK-LAX-JFK as my go-to routing with the 767, rather than SFO-JFK on the 757....
Nov 23, 2019, 8:46 am
#23
Join Date: Mar 2010
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I’m sorry that I apparently needed to spell that out for everyone, but since you’re asking:
1.) D1 is usually for transcons domestically.
2.) BOS/SFO has a history of being D1
3.) It is a premium route on UA and B6.
Since BOS is now a hub and there is an increase in TATL flights, it could stand that an increase of connecting traffic could demand a more premium product. When BOS was not a hub, that demand was lower.
1.) D1 is usually for transcons domestically.
2.) BOS/SFO has a history of being D1
3.) It is a premium route on UA and B6.
Since BOS is now a hub and there is an increase in TATL flights, it could stand that an increase of connecting traffic could demand a more premium product. When BOS was not a hub, that demand was lower.
I do consider SFO-ATL to basically be a transcon. The flying time is almost as long at SFO-JFK, and while ATL is not on the coast, GA is.
Nov 23, 2019, 9:46 pm
#25
Join Date: Mar 2012
Location: Canada
Programs: FB Platinum, SM Diamond
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For a very long time I did not use this flight "path" (LAX-JFK).
Will be a 767-300 V4 (26-29-171).
I see many FF complaint about this "bird", I am wait listed for a GUC (From Shanghai to LAX just before) in next January.
In case I can not be upgrade in J, any seat suggestion in C+ or Y ?
Will be a 767-300 V4 (26-29-171).
I see many FF complaint about this "bird", I am wait listed for a GUC (From Shanghai to LAX just before) in next January.
In case I can not be upgrade in J, any seat suggestion in C+ or Y ?
Nov 23, 2019, 10:46 pm
#26
Join Date: Nov 2009
Location: PHX
Programs: Delta 2M DM, Southwest A List and CP
Posts: 1,102
The seatmap indicates V4, but in reality it is V3 or V4 (V3 has a few more C+, so it is easy to switch from V4 to V3 but not the other way around). As there are quite a few more V3 planes than V4 ones, it most likely will be a V3 (planes always have been DL) rather than a V4 (ex-Gulf Air). However, you will not know that until a day or so in advance. Best thing to do is to gamble that it will be a V3, and choose a seat accordingly. I like the bulkhead in C+ best on that aircraft type. Exit seats lack padding and can be cold.
Nov 23, 2019, 10:56 pm
#27
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... As there are quite a few more V3 planes than V4 ones, it most likely will be a V3 (planes always have been DL) rather than a V4 (ex-Gulf Air). However, you will not know that until a day or so in advance. Best thing to do is to gamble that it will be a V3, and choose a seat accordingly. I like the bulkhead in C+ best on that aircraft type. Exit seats lack padding and can be cold.
Nov 24, 2019, 12:13 am
#28
Join Date: Nov 2009
Location: PHX
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Two of them have been retired, so there are only four left (N152DL, N154DL, N155DL and N156DL). Of these, N155DL has been at ILN for the past month; maybe storage? In any case, only very few ex-Gulf Air planes left in active service.
Nov 24, 2019, 10:52 am
#30
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My guess is that the 763 will not be around too much longer and the investment in updating the interior would not have been worth it, especially if these aircraft are transitioning to more domestic flying.