DL put on operated 737-700 for ATL-EYW
 

Uh-oh! It must to be more tougher competitive against FL is already previously announced for ATL-MCO-EYW. It is real problems due to weight restricted into the shorter runway is 4,800 length feet. DL will put on operated 73G aircraft out ATL-EYW nonstop. So be it. It will be additional fourth daily R/T. It will be on effective December 17, 2009. Hoping the loads will be very successful out ATL-EYW. So here the specific schedules for DL will put on the mainline the 73G aircraft.

Atlanta-Key West
DL 1651 9:55a-12:00p 737-700 Daily
DL 5795 12:05p-2:00p CRJ-700 X67
DL 5330 2:55-4:44p CRJ-700 Daily
DL 5134 6:55p-8:44p CRJ-700 Daily

Key West-Atlanta
DL 5735 7:45a-9:50a CRJ-700 Daily
DL 1402 12:45p-2:50p 737-700 Daily
DL 5195 2:30p-4:35p X67
DL 5594 5:15p-7:15p CRJ-700

Thanks all.

Regards

Blued that to say...DL will be doing those flights 67 times a week??

Interesting they are putting a 73G on this route.

4,000 foot runway? WHAT? Most aircraft need 5,000 feet or more to take off.

Thanks for the news - it will be nice to have a Delta mainline flight to the Keys. Now Delta needs to get realistic on its pricing for Key West flights. Often the flights originating in EYW are more than double those originating in MIA where both itineraries have Atlanta connections. Competition from Airtran is a good thing!
I miss the EYW-MCO flights on DL. Four flights a week on Airtran isn't enough for business travelers to make much use of it.

They gun the engine with the brakes on, let up on the brakes, and shoot off the short runway. It is a pretty exciting takeoff!

"x67" means it operates daily except for Saturday & Sunday. So, they will have 26 weekly flights (3x7 + 1x5).

And I thought the takeoff at SNA (570 ft vs EYW 4800 ft) was like a rocket. Granted EYW-ATL won't be full of fuel. I flew the 737-700 last week and it was a fun ride. Has that butts in the seat feel like the 757.

OP, these changes don't seem to be on Delta.com yet. No mainline jets showing. Also, I was checking dates in January and the late flight from ATL-EYW doesn't show for Mondays and Tuesdays. Is this a matter of the news release coming out before the flights could be loaded on the website?

Ahh interesting.

Oh I didn't know that, thank you for clearing that up.

Bolded - did you mean 5,700 feet? I doubt any runway is 570 feet long.

Certain reservations systems upgrade at different times. I think by early next week, everything should reflect the new flights.

Or the OP again pulled something off of a.net and reposted it here.

When doesn't the OP take things directly from A.net and post it here?

Anyway, this is obviously retaliation towards FL. I heard on another website that the the FL -700's will be restricted to some 100 pax and bags on EYW-MCO. However, for DL, it don't matter if EYW-ATL was restricted to 20 pax. It's the fact that they are a thorn in FL's side so it won't matter whether this will be profitable or not. I find it hard to believe that either carrier will come close to breaking even here.

It's called a static takeoff.
A normal takeoff is a rolling takeoff. Most performance is based on this since it is more comfortable.
When you get shorter runways, you perform a static takeoff. This allows you to carry more weight or take off on a shorter runway.
Traditionally on a static takeoff, the pilot flying will hold the toe brakes, set the power to takeoff, verify that it has stabilized at a full thrust takeoff power setting with all engine instruments in the 'green', and then release the brakes. It can make it feel like a aircraft carrier takeoff, and works better when the passengers have been briefed.

It's always a fun ride out of SNA; have flown a variety of aircraft types out of SNA (MD-8x, 737, A32x, 757), but of the different types, the 757-200 really takes off like a rocket.

It becomes an interesting t/o combined with the noise abatement procedures (throttle back once airborne, fly out to the Pacific Ocean, and re-start the climb).

Even more interesting when the pilot doesn't brief pax ;)

EYW with a 737-700 ought to be an interesting one.

Actually, what you are describing is a 'Standing' takeoff. There are subtle differences between that and a Static takeoff, but they are not the same.

The Preferred takoff at Delta is a Rolling takeoff. Standing/Static takeoffs are only required for Low visibility (RVR <1600), during icing conditions for engine run-up, or when required by an Airport Special page departure (there are very few of these, but KSNA is one). That's not to say that the occasional pilot won't hold the brakes for a few seconds when they are heavy at shorter runways like LGA and DCA, but there's no requirement to do it and when given takeoff clearance at those two particular airports, ATC is expecting you to start the roll promptly and you'll hear about it if you don't.

While it may feel that way sometimes, Delta does not prescribe 'Takeoff' thrust prior to brake release on Standing takeoffs. The recommended EPR/N1 setting varies by model, but in general, it's nowhere near Normal Takeoff power. Again, you might have somebody at SNA who holds the brakes slightly longer for the proverbial 'Wife and two kids', but it's not required or recommended.

FWIW, the Airport page for EYW has not been issued yet as far as I know so I can't say for certain if some type of special departure including a Standing takeoff is required.