The A380 can board to the upper deck if the gate(s) supports it. So the 3 door arrangement is the common forked bridge for widebodies you see in international gateways, plus another bridge for the upper deck.

Back when there was a real shuttle out of LGA and it was a B727, it deplaned using the jet bridge and aft stairs

Except that the 767 is weight restricted for take off at LGA.

CVG is actually a really good test bed for this due to the space they have to work with and the limited flights. According to the imbedded tweet I must have missed the tests for three straight flights. :(

A 767 is not an issue at LGA. Since the perimeter is 1500 miles + DEN, a 767 would not have any issue doing ATL.

Historically, Delta flew 767s (-200/300/400) into LGA when they had them in domestic configurations. The 767-300 had 261 seats, 767-400 had 289 seats and they routinely did LGA-ATL with every seat filled.

There are three reasons you won't see 767s from Delta anymore at LGA. One is that LGA is now a hub. When 767s were frequently seen on ATL-LGA up until the mid-2000s, Delta out of LGA was more or less an operation flying the Shuttle to BOS/DCA out of the Marine Terminal, hourly flights to ATL and regular flights to the CVG and DFW hubs and then a lot of Florida, plus a very small handful of regional flights. Nothing like today where you can take DL to basically any mid-size city in the Eastern Time Zone. Before, if those customers wanted to be on Delta, it was take the ATL flight and connect. With nonstops now, you don't need as many flow passengers on LGA-ATL. Second are airplane sizes. Going from a 261 seat domestic configuration to a 226 international configuration tightens it on one side, meanwhile on the other side, 757s back then were 180 seats, not the 199 nowadays (and you've got the 193 seat A321s). When you were doing 2 out of 3 flights on a 757 and then a third on a 767, you basically get the same capacity as 3x 321 in the current configuration. Third is the new LGA design. The old D1 and D3 at LGA could handle 767s back in the day. Under the new design, the largest plane that is designed to fit is a 757. Every inch of the new terminal is accounted for, and there's no way that they were going to plan for an unlikely/un-needed 767 when you can fit 2 RJ spots in there instead.

For a short flight to ATL?

Quote:

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Originally Posted by mizzou miles (Post 34641820)

… the 767 is weight restricted for take off at LGA.

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yes

the *airplane* is weight-restricted at LGA, but it’s not actually applicable or relevant when talking about a flight to ATL

from my long-ago Boeing Flight Test days:

• ”weight-restricted” refers to an operational reduction in the certified maximum takeoff gross weight (TOGW) of the aircraft due to climb performance or (I suspect more likely) load limits on the runway support structures at the northwest corner of the airport
• TOGW for a given flight is aircraft operating empty weight (OEW) plus passengers plus cargo plus fuel plus required reserve fuel
• even with a full passenger load and full cargo bays, the fuel and reserves for LGA-ATL in all likelihood wouldn’t bring the airplane anywhere near the reduced max TOGW

Could be weight restricted because of max landing weight in ATL or runway at LGA.

Boarding view from 737-800.

https://i.postimg.cc/tJ9ctrMt/046-BC...B6-DB668-F.jpg

Boarded a 737-900 from this gate today. The entire boarding procedure took 12 minutes. I hope DL can make this a reality in more stations, though given the space it requires, it seems unlikely.

I wish that Airbus had made the A321 2L door usable for boarding. Those planes take forever to load.

yeah, you’d think none of their engineers had ever flown in F on a 757 :rolleyes:

They have a configuration of the A321 in which 2L can be used for boarding - it’s up to the airline to choose. For example, I’ve boarded an LH A321 from door 2L.

Agreed, just did the same in a few weeks ago in SouthAfrica. It is very fast.

We also boarded an AF flight using a split gate in CDG with one path leading to Business and the other to Main.

Are you sure? LGA used to handle DC-10-40 aircraft which had a far higher weight than a 767. Didn't NW have a special version with an extra center landing gear made so it could be flown into and out of LGA?