Delta Orders Two More 777Ls
Aug 11, 2008, 12:28 pm
#16
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Aug 11, 2008, 12:33 pm
#17
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http://news.delta.com/article_text/P...2Q08_FINAL.pdf
On Page 5 near the bottom, it says that Delta has exercised options for 2 777-200LRs for delivery in early 2010. With these two, there will be a total of 10 772LRs and 8 772ERs in the fleet.
Aug 11, 2008, 12:35 pm
#18
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deleted
Last edited by RobertS975; Aug 11, 2008 at 12:36 pm Reason: Clipper Delta answered the question
Aug 11, 2008, 1:43 pm
#19
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Put it back on ATL-LAX!!! 
Aug 11, 2008, 2:28 pm
#20
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Im emailing SMS and specifically requesting that one be held in reserve and tied to my FF number.
Aug 11, 2008, 6:59 pm
#21
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Yes, I believe so. I think its should be work out very well for ATL-HKG-ATL-BOM by -200LR. You will see from DL will expect to have another announcement new routes from ATL-HKG sometimes in few months later.
Aug 11, 2008, 7:00 pm
#22
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Aug 11, 2008, 11:40 pm
#23
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Here is the text from the Aviation Week report
News Breaks
Americas
Meanwhile, 777s Are Gaining
Aviation Week & Space Technology
08/11/2008 , page 18
Boeing has pushed its 777 order count to 46 for the year thanks to British Airways and Delta Air Lines. BA bought two 777-300ERs directly and will lease two more from GE Commercial Aviation Services that were previously carried as unidentified on Boeings web site. Delta ordered two more ultra-long-range 777-200LRs. Boeing also gained a 737 Business Jet order, raising its net total for the year to 551.
koppelman
Aug 12, 2008, 12:03 am
#24
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I love Cape Town and would welcome nonstop service, but there's just not enough traffic, particularly premium yield traffic, to make that route work with a 777 nonstop.
I do think JNB may be in line for nonstop service, but there are these lingering issues about whether the return would be payload restricted because of JNB's high elevation and frequently-warm temperatures.
There is also the question of what happens to the scissor operation at DKR if you put JNB nonstop. Either you have to come up with a different city in Africa to serve from DKR, or you have to eliminate either ATL or JFK from the DKR mix. Perhaps the other candidate will be Nairobi.
My proposal is to operate a routing of ATL-JNB-CPT-ATL. CPT is sea level so I think the 77L would be fine from a payload standpoint, and you can still market the nonstop service to/from South Africa. The JNB-CPT leg is only about two hours during daylight, which to me would be preferable to the middle-of-the-night wakeup in DKR for JNB-originating passengers returning to the U.S.
I do think JNB may be in line for nonstop service, but there are these lingering issues about whether the return would be payload restricted because of JNB's high elevation and frequently-warm temperatures.
There is also the question of what happens to the scissor operation at DKR if you put JNB nonstop. Either you have to come up with a different city in Africa to serve from DKR, or you have to eliminate either ATL or JFK from the DKR mix. Perhaps the other candidate will be Nairobi.
My proposal is to operate a routing of ATL-JNB-CPT-ATL. CPT is sea level so I think the 77L would be fine from a payload standpoint, and you can still market the nonstop service to/from South Africa. The JNB-CPT leg is only about two hours during daylight, which to me would be preferable to the middle-of-the-night wakeup in DKR for JNB-originating passengers returning to the U.S.
• Does a gateway of ATL make more financial sense than JFK? Technically JFK-JNB southbound is feasible. SAA did it with their 744s.
• What is the rationale for serving DKR at all if not for a refueling stop?
• JNB has a 14, 494 ft runway. I wonder if this is long enough to reach rotational velocity at JNB's altitude with all auxiliary fuel tanks filled and all seats occupied.
• Do you know if the 777Ls delivered to Delta are equipped with the maximum number of auxiliary fuel tanks?
Aug 12, 2008, 12:49 am
#25
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SAA also flew nonstop ATL-JNB for several years on the 744 (as well as ATL-CPT three days a week during the early phases of service), so either city is fine eastbound if you have the right plane.
• What is the rationale for serving DKR at all if not for a refueling stop?
• JNB has a 14, 494 ft runway. I wonder if this is long enough to reach rotational velocity at JNB's altitude with all auxiliary fuel tanks filled and all seats occupied.
• Do you know if the 777Ls delivered to Delta are equipped with the maximum number of auxiliary fuel tanks?
Aug 12, 2008, 6:09 am
#26
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http://www.flightglobal.com/articles...777-200lr.html
Aug 12, 2008, 6:17 am
#27
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Aug 12, 2008, 9:55 am
#28
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There will be an additional 6 repeat 6 777LR's coming on line for Delta between 12/31/08-3/31/09. This is alot of new capacity just where is Delta going to fly these birds?
Aug 12, 2008, 1:37 pm
#29
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Well, if those 6 are utilized at maximum efficiency, it will allow DL to start 4 new routes on a daily basis (two across the Pacific, and two across the Atlantic)...
Aug 12, 2008, 2:18 pm
#30
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But, hopefully, they operate for a month or two at less than maximum efficiency/utilization and take the time needed to retrofit the ER birds with the BE suites.