DL Tests boarding using 2 jetbridges @ CVG
Oct 23, 2022, 10:02 am
#31
Join Date: Feb 2019
Posts: 3,097
the DC-10-30/40 (and all of their sub-variants) have the center main gear, these aren't "special" versions and I doubt it had anything to do with LGA specifically. It had bigger fuel tanks thank the 10-10 and hence needed to support more weight.
Oct 23, 2022, 5:48 pm
#32
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Join Date: Nov 2005
Location: Phoenix, AZ
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Yeah! It takes too long! They don’t have in the back of the aircraft. There are 200 passengers on the plane. It took about 30 minutes for boarding the aircraft. Way too long!
Oct 24, 2022, 5:16 pm
#33
Join Date: Dec 2009
Location: RDU
Programs: DL DM+(segs)/MM, UA Ag, Hilton DM, Marriott Ti (life Pt), TSA Opt-out Platinum
Posts: 3,227
It always amazes me how (US) airlines try the 2 bridge boarding every so often, and then abandon it again. Those double jetway companies must have the same sales guys that convinced the TSA to buy the slow ANALogic EDS machines…. 
I think the dual jetway idea usually fails, because US airlines just don’t have the extra peeps to run two jetways at arrival and before departure. That and of course the space requirement. Even airports that do have them in the US rarely use them (at least for US carriers).
I think the dual jetway idea usually fails, because US airlines just don’t have the extra peeps to run two jetways at arrival and before departure. That and of course the space requirement. Even airports that do have them in the US rarely use them (at least for US carriers).
Oct 24, 2022, 5:33 pm
#34
Join Date: Dec 2005
Location: USA - Seattle area
Programs: DL Platinum, "alum" of high status with UA but not any more
Posts: 532
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.
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.
Oct 24, 2022, 5:37 pm
#35
Join Date: Dec 2005
Location: USA - Seattle area
Programs: DL Platinum, "alum" of high status with UA but not any more
Posts: 532
Two-door boarding is not uncommon at a number of European and Asian airports that park the planes in remote locations and transport passengers between concourse and plane by bus. As others have reported here, Southwest also does it at airports in SoCal. It is so much faster and more efficient; one wonders why it is not a more common procedure.