Delta is planning for a premium-heavy Airbus A350-1000 widebody, with the first plane being delivered next year or (more likely) delayed into 2027, according to aviation watchdog JonNYC.
He says to expect “20 aircraft being delivered in a 28-month time frame.” The most exciting thing is that these planes will feature a new Delta One Suite in business class, as well as new economy seats.
this is what that original delivery schedule looked like:
2026
3Q: 12026
4Q: 32027:
1Q: 1
2Q: 32028
1Q: 3
2Q: 5
3Q: 2
4Q: 2— JonNYC (@xjonnyc.bsky.social) July 2, 2025 at 5:19 PM
and, yes, I confidently predict that there will be a new DeltaOne suite introduced (as well as new seats in Comfort and Main.)
— JonNYC (@xjonnyc.bsky.social) July 2, 2025 at 6:50 PM
These planes come from the order Delta placed 18 months ago with 20 aircraft firm and options for 20 more.
Airbus A350-900, Credit: Delta
Airbus A350-900, Credit: Delta
Delta was the first U.S. airline, and second airline in the world behind Qatar Airways, to put doors on direct aisle access long haul business class seats. However their long haul fleet still doesn’t have these fully installed. And the seat has definitely been surpassed by competitors. Delta’s basic seat is the Thompson Vantage XL, which isn’t close to top of market for current business class.
Current Delta Suite
American Airlines now has business class suites on their new Boeing 787-9P, using Adient Ascent seats which are excellent (though in a dense configuration). United has announced that their new delivery 787s will have a similar seat as well. So Delta needs to avoid falling into last place (a spot currently held amongst the three by United, though Delta’s 767 seats are the worst flying long haul for a U.S. or European flag carrier).
American Airlines Boeing 787-9P
Delta has upped its game on the ground with Delta One lounges, and is improving its soft product (with better wines, though a step behind United, and better bedding). New seats on new planes helps, but as of now there’s no plan to retrofit existing aircraft with the new seat that they unveil with A350-1000 aircraft.
Delta 767-300…the worst long haul business class seat in the sky
If Delta hasn’t improved the narrow footwell, it really won’t be much better.
Delta also announced that it will only require 1.75 million Sky-Pesos to book a one way ticket from JFK to LHR.
That AA pic looked similar to the BA seat we just flew on. Not terrible- and very private and small -but certainly doesn’t hold a candle to the new DL seats
I have said for years that DL will put new D1 Suites on its A350-1000s and I would strongly bet that seat will be the platform for the A330CEOs which will be reconfigured.
It is highly unlikely that DL will take 12 of its 20 35K orders in 2028 and I wouldn’t be surprised if the 2026 deliveries are pushed to early 2027
they are reportedly opting for all the fuel tank options and the highest gross takeoff weight (322 tonnes) so it will be an 18 hour plane w/ little effort.
The DL 35K will be the flagship and most capable and cost efficient aircraft in the entire US airline fleet.
Geez tim
sometimes you can’t control your rage about JonNyc leaking something.
when it’s about DL? You seem ok despite anything that shows it’s groundbreaking. But I’m sure we all hope it is. What do you think is groundbreaking about it?
You seemed to jump, as usual, on to anything painting Delta in a positive light but have no idea what it is. Which does just show your usual ignorance to anything delta groundbreaking…
Tim,
you’re too predictable and sad.
“What do you think is groundbreaking about it?”
just to preempt our Tim’s usual nonsense
let’s skip ahead. What is it about JonNYC’s announcement that caused you to be so for it?
You seem infatuated with his advanced notice, but furious he had it (per past posts)
focus on the question before you rant, per usual.
I’m with @Tim Dunn and am genuinely excited for this. Thank you for posting about it, Gary. If it means phasing out older 767s, that’ll please @Gene. Now, where’s @Matt when you need him, amirite, @L737? “For a premium experience in a new a35K, please consider Delta (in the coming years.)” Keep climbing! 100 more years!
PLEASE go with Safran Unity. I am begging DL. Thompson is old and dated, and the suite doors are short, bed length too close to the ground.
I choose to be optimistic — the fact that DL has gone with Safran Vue for their a321neo narrobody Delta One product (unconfirmed but I heard it somewhere) gives me hope that DL is sticking with Safran for their a350-1000 Delta One product. It is, by far, the superior “bare bones” business class product on the market today.
We’re all excited.
But
1. what is it? Should we be excited? What’s new?
2. Is Tim finally thrilled with JonNYC that he has better sources than Tim (Tim was fired from DL so not a surprise)
One more thing — I just hope DL doesn’t go with the standard reverse herringbone pattern that UA and AA have chosen. I wish they’d be original and keep reinventing like they did with the doors concept back in 2016. They can’t claim to be “industry-leading” in the U.S. and have the same hard product as their two primary competitors
Delta, you SOB – I’m in!
@1990 – More exciting news. I wonder what it’ll take to bring @Matt back from his retirement!
Look nice. Excited to see them. Would rather Delta focus on harmonizing the D1 hard product and do something with those crappy 76s and 332/3s.
max has clearly lost it. to precisely no one’s surprise. and because he can’t come up w/ actual sources, he trashes someone that does.
You, max, have never explained why I would have been fired from DL and be one of their biggest advocates.
Like everything else you say, there is zero logic for what Max says and a whole lot of evidence that Max is just talking out of his backside.
I simply said that I have said for years that DL would introduce a 2nd generation Delta One suite on the 35K and I believe it will be the platform on which the 330CEO D1 seats will be built.
It isn’t breaking news no matter who tries to say it is.
If someone comes up w/ the seat on which it is built, THAT would be breaking news.
and the DL 35K will be by far the most capable and efficient aircraft in the entire US carrier fleet.
and Parker,
DL IS retiring the 767s and will reconfigure the 330s… the latter was just confirmed by a DL exec.
it’s funny that people talk about harmonizing the DL fleet when DL will have 80 aircraft w/ Suite products by the end of this year while AA will have less than a dozen – which will grow to several dozen in a couple years – and UA will have far less and have made no commitments to retrofit any existing aircraft
and UA has also not committed to retiring any widebody aircraft.
DL has the MOST aircraft w/ the highest quality product and that number will be growing faster than either AA or UA…
Like Doug said, the footwells are way too small. I like the older apex business class seats on Korean Air. Biggest footwell for business class seat. Wider seats with wider footwells are more important that doors.
It’s rather obvious that someone who’s participated in this thread firmly believes that his beloved Delta is the world’s only PERFECT airline.
What’s with the obsession with have doors on the business class seats? What might one be doing in there in which that kind of privacy is needed?
They need a much better soft product (and more.service), not hard product.
The doors are mostly a gimmick, and on a 787 (not the case here) really restrict the space.
DL will have the best seats simply because they chose the wider, more spacious A350 instead of the cr@ppy small 787 (which also seems to crash for no reason, a Boeing special).
Hopefully they will keep the spaciousness of the high ceilings in J (like Qatar, Emirates, Singapore, etc.) and will not install the space squashing and very pedestrian center overhead bins like some low quality carriers have. It makes a huge difference.
@Joe United Nobody makes you close the door. In my case, nothing is going on behind a closed suite door that wouldn’t go in if there wasn’t a door. Sorry, to smash your teenage-boy fantasies. I find the extra separation psychologically soothing. He’ll, back in the days I flew trans-Pacific in Y, I’d sometimes use the lav just to temporarily have a space separated from others.
Delta’s premium cabins are a hodge podge of mediocrity. Yes, the 359s and 339s have the newest but the majority of DL’s routes that feature D1 are on aging A333s/A332s and 767s (-300/400). It will take Delta years to reconfigure the A333/332 fleet. Delta plusses up the ground experience because it can’t quite get there once on board and it knows it. Delta isn’t a premium airline. It is a Pepsi can in a champagne bucket.
To be specific, the Delta 767-300 business class seats are far inferior to other business class seats. The 767-400 seats are slightly narrower for seat and overall space, but still good.
@LadyOlives — How dare you bring up Pepsi in this hallowed ground. We’re discussing Delta, an Atlanta institution, like Coca-Cola, which it proudly serves on-board. I may be based in NYC (shout-out Long Island City, home of Pepsi), but even I prefer Coke, and know better than to defame Delta or its hometown beverage. Shame! (Couldn’t resist; I like a good riff!)
Delta has less than 40 remaining 767-300ERs and half of them fly domestic (transcon plus Hawaii) flights so it is incorrect to say that the majority of DL flights w/ DL One are on those aircraft.
DL has ~40 A330CEOs and 20 767-400s so about half of its widebody fleet has Delta One Suites on the 339 and 359 right now. A half dozen or so more 767-300ERs are expected to retire this year, DL has another 5 or so new deliveries so the percentage will be 55% plus by the end of the year – even before the 330CEO conversions happen beginning in 2026.
let’s keep in mind that DL’s 767-300ERs to Hawaii largely compete with United’s 777-200As and UA uses 757s on routes where DL uses widebodies which have direct aisle access and the internet notion that DL has a product mix that is inferior to UA is a myth. AA has a more diverse fleet from a product standpoint but the smallest widebody fleet of the big 3.
and I expect that DL will exercise options for more 359s and 35Ks and fill in some of the delivery dates in 2026 and beyond.
Most of UA’s 772As fly hub to hub with only a few flying on high demand Hawaii routes. Sorry to hear TD thinks the DL 350-1000s won’t show until 2027. UA starts getting their 787-9s with the studios and enhanced Polaris this year and are projected to have 25 of them by the end of 2026. UA’s High-J configurations all so provide significantly more premium international seats than the competition and is a far more consistent product offering.
https://runwaygirlnetwork.com/2025/05/united-airlines-elevates/
At the end of the day Delta still SUX.
FF miles are virtually useless on Delta, unless you enjoy a Premium Rip-Off.
Most of UA’s 772As fly hub to hub with only a few flying on high demand Hawaii routes. Sorry to hear you think the DL 350-1000s won’t show until 2027. UA starts getting their 787-9s with the studios and enhanced Polaris this year and are projected to have 25 of them by the end of 2026. UA’s High-J configurations all so provide significantly more premium international seats than the competition and is a far more consistent offering.
“You, max, have never explained why I would have been fired from DL and be one of their biggest advocates.”
I’ve never once suggested your mental derangement regarding Delta is normal, rational, or explainable. It is not considering you were fired. I can’t explain but don’t pretend you don’t have a well-documented past from your a.net days before you were banned. You do and it’s well known.
But again, to the topic. Tim, I’m glad you’re as excited with JonNYC’s breaking news as the rest of us. I’m just noting that there isn’t anything about what the new product is.
no, JL, UA will not provide a more consistent offering when they have a mixture of 757s, Polaris on a majority of their aircraft that have a seat that is inferior to DL’s existing Delta One product on the 339s and 359s and a small handful of new Polaris aircraft.
and the new even more premium J aircraft will be substantially smaller than DL’s 35Ks and probably still have an inferior product once DL rolls out its 2nd generation D1 seat.
Purely on economics and range, a DL 35K will clean AA and UA’s clock any day of the week and twice on Sunday.
@JL — I’m looking forward to UA’s new 789s with the studios. Likewise, I’m excited for AA’s new 789s with their suites, too. While I prefer Delta, generally, I still get pumped for new premium products, and phasing out dated stuff (like, I can’t believe DL still has 717s; time to ditch those for more a220s). And everyone should ditch the CRJs for Embraer E variants. Basically, anything with the engines in the back (ugh, as with the ole 727s, MD-88/90s), time to go! It’s 2025, c’mon!
“no, JL, UA will not provide a more consistent offering when they have a mixture of 757s, Polaris on a majority of their aircraft that have a seat that is inferior to DL’s existing Delta One product on the 339s and 359s and a small handful of new Polaris aircraft.”
If only Delta’s own fleet was in any way consistent. It isn’t and far worse than United’s consistent Polaris widebody seat. Hell, Delta is still flying around A350s without all aisle access or working wifi.
More vapor ware from DELTA
max,
DL has TWO ex-Latam A350s still in service. The rest are in mods or are already out.
DL ALWAYS intended to reconfigure the ex-Latam 350s and they are doing that.
but you and others look for the tiniest of exceptions for DL while ignoring that UA will not put its new polaris product on its entire 767 or 777-200/ER fleet and, unlike DL, is not retiring those fleets.
No, max, UA already has a lower class and less consistent product than DL which has Delta one SUITES on half of its fleet already, United has no suites in service, and DL, like AA, does not fly narrowbodies with 2X2 seating to the UK or beyond.
the only vaporware is the myth that UA has a more consistent or better business class product. Polaris was a space-saving strategy that produces less space than AA or DL’s business class products and UA will be the furthest behind in adding suite products to its aircraft.
and it is a lie that UA doesn’t use its 777As to Hawaii where DL and AA use direct aisle access widebodies.
JL says: Most of UA’s 772As fly hub to hub with only a few flying on high demand Hawaii routes.
Tim Dunn says: and it is a lie that UA doesn’t use its 777As to Hawaii…
Yikes. Poor TD. Try taking a few deep breaths. 😉
1990 says: @JL — I’m looking forward to UA’s new 789s with the studios. Likewise, I’m excited for AA’s new 789s with their suites, too.
You will get to see the AA Flagship Suites in just a few days and the UA Studios and upgraded Polaris this year. Sounds like it will be a couple of years wait on Delta’s A350-1000’s. Hopefully, they’ll get all the approvals before taking delivery unlike those market A321 Neos with their engines missing. Yikes!
as usual, facts are the casualty in the incessant UA rah-rah campaign.
The 777A is UA’s primary aircraft to Hawaii. The fact that they fly more flights between hubs on it is irrelevant to the fact that AA and DL use only international configured widebodies to Hawaii with their direct aisle business class product.
It is not a badge of honor but rather of shame that UA has to use 365 seat domestic configured widebodies on its domestic network and yet AA and DL both have larger hubs than UA.
It is a pain in the backside to be on a plane that large that has no more space than a narrowbody and often much less.
and DL is about to release its SECOND GENERATION Delta One Suite while AA and UA are rolling out their FIRST suite products. DL will have 80 aircraft with Suites by the time AA and UA have a handful.
If DL’s 321NEO transcons lag AA and UA’s XLRs that will be similarly configured, there will be news. but not based on any reality today
and DL’s 35Ks will be by far the most economical and capable aircraft in the US carrier fleet and will fly well beyond anything in AA and UA’s fleet. having anywhere from 60 to 80 more seats and being able to fly another hour or more makes all the difference in global reach and competition
Delta “d”one is more like it. Last with premium lounges(AA started them and going into a second generation now); last with premium economy( again started by AA in the US and again going into their second generation); food is not fit for UA economy passengers and scheduling is a joke, they are first ontime only because the have 30 minutes buffers that AA and UA don’t put into their schedules just to fake the numbers. Give me NWA or TWA again, but for now AA is rising, UA is climbing and Delta is about to land hard in the top 3.
No tim
You brought up consistency and delta doesn’t even try for consistency on their wide bodies
United does have consistency.
AA has all aisle access just like United
Delta does not due to a purposeful choice. 14 hour flights with no WiFi and no all aisle access
Delta has No WiFi due to poor choices on many international routes
God awful J seats on the MAJORITY of their fleet but, of course, you talk about the exception.
Try again, buddy
Again, feel free to disprove what your own delta coworkers say about you — fired from delta
You say tim Dunn is your real name. It clearly isn’t but if you aren’t lying about everything (which you are), it shouldn’t be tough to prove
Tim Dunn says: as usual, facts are the casualty
They sure are and your propensity for projection is impressive.
UA dwarfs DL & AA to Hawaii and as it is a low-yield market UA uses 737s, 753s, 772s, 773s, 787-10s depending on the city pair and time of day so as to match supply and demand. Hawaii is more important as somewhere for frequent flier to burn miles.
If you are going to pretend to be an airline ‘analyst’ you do a little homework.
@ JL — Yes, DLs 5 aircraft with suites and 50 POS 763s make them far superior to UAs consistent product. NOT.
@ Lil Tim — Give it a rest. We know you are still recovering from your stroke over UA being first in line to snag B6 and surging further ahead of DL as the world’s #1 airline. It’ll be OK.
Wow, so @MaxPower and @JL are two different people. I think @Tim Dunn doesn’t mind the two-against-one going on above. I’d say, he may ‘enjoy it.’ I know I sure do. Keep it going, fellas!
@MaxPower — None of the ‘big three’ are ‘consistent’ by those standards. I wish. But no.
@JL — Aren’t we all ‘projecting’ a little here? As for Hawaii, it really depends where you’re originating from. Sure, plenty of options from the West Coast, but from elsewhere, American is mostly Dallas, sure, United has ORD, IAH, and EWR, so yeah, they’ve got options, and Delta’s ATL, JFK ain’t bad for 10+ hour flights, practically longer than to many European destinations.
@Gene — No… no… you’re missing out on the fun, sir. Tell @Tim Dunn to come back, faster, harder, better than before. It’s the ‘passion’ we all need and deserve at VFTW. C’mon!
1990 says: @JL As for Hawaii, it really depends where you’re originating from.
Exactly. UA has six SFO-HNL and five LAX-HNL daily flights and like you said direct HNL flights from DEN (2), IAH, ORD, & EWR not to mention extensive service to the other islands. The UA Hawaii operation dwarfs AA & DL primarily due to its superior coastal hubs and far more numerous wide body aircraft with a variety of configurations with which UA takes full advantage.
Someone doesn’t seem to understand you want to put your premium product in premium markets. Airline analyst? I think not.
@JL — I’ll let you and @Tim Dunn debate the financials for those companies, but as premium passenger, I like more options, more lie-flat, and competitive prices. It’s been about 11 years since I’ve been to Hawaii, so maybe I’m due for a return. Hawaiian also flies from JFK-HNL on their 789, so three carriers operating nonstops, for my market, daily, depending on the season. Not bad. I guess AA wouldn’t dare try that from JFK T8, too. Oh well.
@ 1990 — Skip Hawaii. The hotels suck, and it has been ruined by overtourism (like most other places). If they had great hotels, I wouldn’t mind going there frequently. Give me a lie-flat and a Park Hyatt, and I am game.
@1990
United and AA have all aisle access on their wide bodies and never sacrificed that like delta did.
There’s actually not a debate here. Delta chose poor consistency and product.
Delta has little international WiFi due to corporate choices while United and AA do worldwide
Once a crop duster, always a crop duster.
@Gene — Well, the lie-flat can be arranged, but the Park Hyatt may have to wait. I’ve been to the main four, Oahu, Maui, Kauai, and the Big Island, but haven’t made it to Lanai, yet, and they do have those Four Seasons there, so it’s an aspiration for another visit. No rush though.
@MaxPower — Woah there, partner. I gotta bone to pick with AA and UA’s WiFis as they often not complimentary; whereas, Delta has high-quality at least North American coverage included for SkyMiles members, so I’d say they’re doing better on ‘price.’ For WiFi and US carriers, I’ve actually been most impressed by jetBlue, including their transatlantic flights; included, never had any service issues between JFK-LHR, JFK-AMS.
@ MaxPower — Plus, UA flies to way more places than DL and are part of a vastly superior alliance. Why doesn’t Lil Tim ever extoll the virtues of the glorious SkyTeam?
@ Mary — Compared to Qatar, Emirates, and Singapore, Delta is a low quality airline.
I have a friend in Chicago who was a loyal AA customer. I told her UA finally has its act together and would eventually get her business. She defended AA’s product and even their app when I told her UA’s app was industry-leading by far. She and her whole team eventually requested and got their AA status matched by UA. Now that she flies UA and admits she was wrong about the product and especially the app. She even bought her own Polaris gel pillow for home and has become UA’s biggest cheerleader.
The point is people tend to like what they know even if it is less than optimal. UA has turned it around and will only get better as they continue to take delivery of the almost 700 mainline aircraft they have on order.
1990
I am more than happy to take on all of the weak-brained UA brats all at one time because none are capable of admitting the truth.
UA DOES NOT have consistency across its widebody fleet. It has 8 abreast domestic configured aircraft on routes where AA and DL use international widebodies. Arguing about UA’s size to Hawaii does not change that UA uses the 77A as its primary widebody to Hawaii while AA and DL do not have ANY domestic configured widebodies.
Dissing on the 2 remaining 77Ls is very rich given that UA WILL NOT put its new Polaris configuration on its 777-200 or 767 fleets.
UA already is 80 aircraft behind DL in having suites and the gap will grow.
pretending that a dozen remaining 350s that will have high speed global WiFi by the end of the year overcomes 900 aircraft that have it now w/ free high speed WiFi across the Atlantic and to S. America is beyond rich given that AA and UA will have no widebodies with free high speed WiFi by the end of the year.
The simple fact is that the DL 35K will be an enormous game changer in the international arena and UA – which loves to tout its international size -will be so far out-classed by DL in every metric – and that is why these little boys are scared poopless
Tim Dunn says: UA already is 80 aircraft behind DL in having suites and the gap will grow.
UA has had Polaris Suites on every international wide body for years. Now it is upgrading Polaris in many ways including doors on the suites and adding eight studios/plane. When are Delta Studios coming again? UA won’t be upgrading 767s and 772s because they will be replaced by 787s with the new upgrades. Nice try though.
Tim Dunn says: DL 35K will be an enormous game changer
For very few markets until Russian overflight resumes and when it finally gets here in 2027? Can’t wait! 🙂 Hope DL gets the certifications before delivery this time so they don’t have to park them and scavenge their engines like those A321 Neos. Yikes.
A different perspective. I’m flying from home to A and .back home. Not living near a hub or focus city, I generally can choose between the Big3 at the same price. I don’t care how many 767s DL flys or how many 777As UA flys. I’m never selecting tickets using those planes. I factor in price, flight times, and plane model. I have the same loyalty to AA, DL, and UA they have for me (none). I don’t make choices on FF programs. And, you know what? I fly all three, and have found them all good when they’re good, mediocre when they’re mediocre, and, fortunately, never bad. I find all this airline-specific chauvanism hilarious.
JL,
you live in such a world of denial you don’t even know what the truth look like.
Polaris as it exists now is not a suite. Full. stop. Nearly every blogger including Gary recognizes it is a weaker product than Delta One Suites.
Gary got it right and that is what you are deathly afraid of
“Leak Reveals Delta’s New A350-1000 Suites Set To Upend U.S. Business Class Market”
this comes to mind,
the sad thing is that there are people whose identities are so wrapped in “their” airline that can’t even hear let alone accept actual facts. UA fan kids are by far the worst.
Let’s not even get started on their ticked off employees that are now realizing – also as I have said for years – that UA mgmt has played them like a cheap fiddle and kept them preoccupied with all that United is doing – completely at the expense of UA employees’ higher pay and benefits
@Tim Dunn — Just completed another successful visit to the DeltaOne lounge at JFK. I’ll say, even after a year and several visits, I’m still impressed. A bit full thanks to the holiday weekend, but it’s still got it! Highly recommend the Peach Tree Old Fashioned and the PEI mussels in the Brassiere. Lotta happy ‘premium’ customers there!
Tim Dunn says: Polaris as it exists now is not a suite.
Of course it is and UA has had it on its entire international wide body fleet for years – consistent product offering. UA already has 50 more wide bodies than DL and far more premium seats on those aircraft. Now the Polaris upgrade and studios will leapfrog the competition yet again. United will have over 25 787s with these before DL accepts one 350-1000 (2027? Yikes!). Where is the DL studio again?
Sorry, your dog don’t hunt.
you are free to deny reality as long as it makes you feel better.
Let’s see how you spin this reality.
from the latest data from the Port Authority of NY NJ:
For May, EWR traffic was down 20% on a year over year basis and DL had a 25.9% share of passengers at the 3 NYC airports while UA was only at 21.1% Delta boarded a half million more passengers than United.
and this isn’t just a one time fluke.
On a YTD basis and for the past 12 months, DL was the largest airline at NYC.
UA is not #1 in NYC and UA’s position in NYC is shrinking by the month.
and DL doesn’t even fly its A350s to NYC.
Yet
@1990 — That sounds amazing! Hope the flight is just as premium and that I can report back similar praise about the Cap1 lounge after my visit
(In the meantime, I’m enjoying the pre-July 4 fireworks from the back and forth in this thread!)
@ 1990 — Isn’t that “Petri” Old Fashioned in NYC?
@ Tim — Yes, and UA has completed its acquisition of B6 yet, either.
Tim Dunn says: and this isn’t just a one time fluke.
On a YTD basis and for the past 12 months, DL was the largest airline at NYC.
Then why didn’t you provide the numbers then like you did for May? I never commented on NYC market share though I have said UA has more market share over the Atlantic and more than AA & DL combined over the Pacific.
You seem defensive, Why is that?
@L737 & @Gene — So far so good, fellas! It’s an older 763, tonight. @Tim Dunn will be pleased to hear that I’ve learned to ‘appreciate’ the extra legroom in these (somewhat dated, ok, fine… ‘ancient’) seats. Besides, the forward lavatories are quite spacious; they have the little foot pedal to open the bins. @Matt would say, “for an older aircraft with super-sized restrooms, please consider Delta.” And, so far, I’m glad I did. WiFi is fine, too (for now.) Glad I downloaded some content for my phone, because the screens are tiny. Looking forward to the 35K whenever it comes to town!
One more thought, as much as I get excited for these newer aircraft, I will say the 767 is nice for couples in Economy, 2-3-2. Back-in-the-day, the DC-10 and MD-11 had it, too, but sometimes in the 2-5-2 config, which was ‘not fun’ if trapped in the ‘middle-middle’ in a smoke-filled cabin. That said, the 777, 787, a350 mostly have 3-3-3 or 3-4-3, which is tight and less fun for couples. Just saying, not everything ‘new’ is always better for everyone.
JL,
no, you didn’t talk about NYC but others did. You just kept peddling completely false information about UA’s fleet.
Polaris was a dated concept the day it went into service. The fact that UA put it on most of their widebodies didn’t change that reality.
Polaris is a high-density business class seat that is inferior to multiple other seat products.
And Delta introduced its first Delta One Suite at the time Polaris was being installed.
UA has multiple types of seats in business class on its widebody and narrowbody fleet. It is only your denial of reality that allows you to believe that United has a consistent business class fleet.
and, as noted below, AA and UA’s economy space is far inferior to DL’s .
as for NYC, the data is readily available on the PANYNJ site.
UA’s traffic fell by a whopping 20% plus at EWR which is enormous given that EWR is their largest hub by revenue. UA’s share fell 5 percentage points below DL – by far the biggest negative gap for UA or CO relative to ANY CARRIER EVER.
1990.
enjoy your vintage flight. the 767 is a workforce and it still does what it does well. and the DL 767 fleet continues to shrink, something UA is not doing even though their 767 is the same age as DL’s.
and the DL One lounge just like the DL One Suite was ten years and the 2nd generation DL 1 Suite will be on the 35K and following is unmatched.
Gary got it right.
Tim
You’ve been schooled and owned multiple times in NYC size.
Delta is 20% smaller than United on the accepted industry size in NYC, capacity.
And as you said, delta will never catch United on NYC revenue
Go find your hole and crawl in. You amuse but court jesters stop being funny after a time
Tim Dunn says: no, you didn’t talk about NYC but others did.
So why did you not address it to them? Cuckoo!
Tim Dunn says: as for NYC, the data is readily available on the PANYNJ site.
And you posted it previously, but not here because it was so close that it does demonstrate that it is transitory. Poor little TD. Deep breaths.
MaxPower says: Delta is 20% smaller than United on the accepted industry size in NYC, capacity. And as you said, delta will never catch United on NYC revenue.
Ouch. Poor TD. No wonder he is making an argument to people who never disputed it? Me thinks he doth protest way too much.
max might well find that UA doesn’t even lead on ASMs OR revenue.
given that DL operated 50% more flights than UA from NYC in May, UA would have to fly all of its flights on mainline aircraft and outside of the LGA perimeter to overtake DL’s 50% more flights and 25% more passenger lead.
a couple flights to Tokyo, India and Dubai don’t come close to generating either the revenue or ASMs with that massive amount of flight and passenger deficit.
No one expected UA to implode so badly as a result of its pathetic mishandling of a pretty routine runway rebuilding project for everyone else.
But Kirby blamed the FAA when UA overscheduled before and after the runway rebuild project and the FAA decided to come down hard on UA at EWR – and EWR will never have as many flights as it had before the runway rebuild project.
check your data, Max, and weep at how wrong you were.
50% fewer flights and 25% fewer passengers is a massive hole for UA to climb out of.
It’s no wonder UA is hoping desperately to get a merger with B6 even though it will take UA to get below 50% market share at EWR before the DOJ will consider a merger involving B6 or any other carrier that has double digit share in NYC now.
B6′ share is about the same size as AA’s in NYC.
DL’s share is twice AA and B6′
If anyone is in a position to join forces in NYC, it is AA and B6 – and they were shot down by the DOJ.
thinking anything has changed under the current boss is beyond naive.
“ max might well find that UA doesn’t even lead on ASMs OR revenue.”
Max won’t find that because I used data for my assertion. Whereas you are desperately grasping at straws, per usual.
You said delta would never catch up to United on NYC revenue
I used data that delta is 20% behind United in nyc capacity. Last year and this year
Keep hoping, tim
You’re pathetic and data is your enemy.
are you really telling us, sport, that you don’t understand that SCHEDULED CAPACITY does not matter but instead FLOWN REVENUE DOES?
and you don’t have flown RPMs because no one does. YET
Of course UA INTENDED to fly 20% more capacity than DL and that is precisely why they resisted pulling down their schedules. a 20% reduction in capacity for a full closure of one of EWR’s two main runways is not bad, honestly.
But UA flew 9000 flew 9000 fewer flights in May, had a 20% domestic share to DL’s 36% and AA’s 19% and DL’s international share only trailed UA’s by 7% (20 to 13).
It is mathematically impossible for UA to have flown more RPMs than DL unless UA flew all mainline and all beyond the LGA perimeter – neither of which happened.
DL had an insurmountable 50% more flights and 25% more passengers.
Denial is not a river in Egypt.
it is the inability to admit that UA massively mishandled the EWR runway rebuilding project and is now further behind DL than UA or CO has ever been behind any airline in NYC.
keep denying, Max.
it would have been so much easier if you had simply accepted Gary’s assessment that DL’s 35Ks would upend US business class but you have an uncanny ability to get into arguments that end up with you getting data force fed to you and everyone else because you don’t know when to walk away.
Doesn’t matter how nice the seat is until you have de-unionized cabin attendants who are incentivized to provide superior passenger service. Learn from Qatar, Emirates, Ethihad, Oman Aie, etc. Best in the world for a reason, no unions to protect self entitled lazy CA’s.
@Sean — There are other reasons why those Gulf and East Asian carriers offer luxury service, part unlimited oil money, part relative cost of labor, and part culture. Unions are not the problem.
@Tim Dunn @MaxPowe @JL and the others — Welp, when there’s a weather-related ground stop at all NYC airports (like tonight, ask me how I know…), it doesn’t matter who or what you’re flying, because it’s gonna be a long night. Oof!
Sean
DL FAs are non-union.
DL consistently ranks higher than AA and UA In onboard satisfaction surveys including for premium cabin rankings such as JD Power
DL is reportedly starting additional premium cabin training for FAs this fall.
Tim Dunne says: it would have been so much easier if you had simply accepted Gary’s assessment that DL’s 35Ks would upend US business class but you have an uncanny ability to get into arguments that end up with you getting data force fed to you and everyone else because you don’t know when to walk away.
Yikes.
yikes is right.
just walk away and quit trying to argue about how superior UA’s fleet is or how UA leads in NYC.
None of it is true.
all you two and others do is give me the opportunity to provide the facts you don’t know and really don’t want others to know if you did know.
TD incoherently rambles: all you two and others do is give me the opportunity to provide the facts you don’t know and really don’t want others to know if you did know.
Too funny.
“ are you really telling us, sport, that you don’t understand that SCHEDULED CAPACITY does not matter but instead FLOWN REVENUE DOES?”
Stop being an idiot
You embarrass yourself, tim
Everyone knows you don’t use data and that’s what I’m using
Again
I use data
Not your hopes and weird wet dreams about delta
United is 20% bigger than delta per industry terms in NYC
Per you, tim, delta will never catch United in NYC revenue
Are you done yet?
Fellas, please do not stop. Y’all have been my ‘caffeine’ for this redeye. Please allow me to ‘stir the pot’ a bit. Add some more ‘spice.’
I hope @Tim Dunn is never done! I’m still with you, buddy; from a passenger perspective, most folks still prefer Delta in NYC. Maybe those in NJ are ‘United’ people, but I’d still take Delta any day, over the competition.
Hey, dear United fanboys, is United gonna try JFK again, or are they too weak to make it stick? Just sayin’… even Delta and American fly to EWR Terminal A. Makes ya think!
Tim Dunn says: “as for NYC, the data is readily available on the PANYNJ site.”
It sure is, and no wonder you didn’t want to give the data for the last 12 months. As I suspected the NY passenger numbers are very close even with all of EWR’s problems. UA is actually ahead of DL over the past 12 months for # of passengers which as MaxPower pointed out is not a very useful metric from a business standpoint. Revenue/profit are paramount.
We will see how long it will take EWR to recover traffic and yield, but with NYC being capacity constrained it will undoubtedly do so. Sorry TD.
MaxPower says: …you don’t use data…
He actually misuses less useful data. Lies, damned lies and statistics as the adage goes.
it’s gonna be a long couple years for a couple people that couldn’t and can’t accept that DL’s 35K will be a game-changer. I’ve said it for years. Gary recognizes it. AA and UA simply will be unable to compete w/ onboard program, lounges or aircraft performance and economics.
and to add on to it, DL is handedly now substantially larger than UA in NYC as a result of UA’s bungled handling of what should have been a routine runway rebuilding project at EWR. But let’s be clear that Kirby handed 1/4 of US’ LGA slots to DL for a Song and then UA execs walked away from JFK and now Kirby bungled the EWR runway rebuilding which solidly has given DL the lead.
and max still clings to scheduled ASMs as if that matters when DL operates 50% more flights and boards 25% more passengers even w/o knowing the flown RPMS, let alone revenue which won’t be available until much later this year.
Max and JL are in full denial while UA is desperately trying to figure how to extricate itself from DL’s masterful execution of a 15 year plan to become the largest airline in NYC – and they succeeded because UA slipped on a banana and broke its backside.
1990,
hope you enjoyed the flight. JFK was always NYC’s preferred airport for longhaul domestic and international travel and LGA is the preferred airport for short haul domestic travel. DL built two hubs at both of NYC’s preferred airports.
One other tidbit from the Port Authority’s data – DL didn’t even add flights and its YOY flights were down by a small amount which shows how badly weather has impacted their operation – and yet they picked up such a huge share of traffic that they are as large as AA and B6 combined and outgunned UA.
and you are right, 1990, that there is nothing that stops AA and DL from returning to the EWR transcon markets if UA gets its hands on anything from JFK.
UA had a great run in front in NYC but it is over.
Tim Dunn says: “Gary recognizes it.”
TD either has a reading comprehension problem or his wishful thinking has overcome any logic.
Gary Leff says: “American Airlines now has business class suites on their new Boeing 787-9P, using Adient Ascent seats which are excellent (though in a dense configuration). United has announced that their new delivery 787s will have a similar seat as well. So Delta needs to avoid falling into last place…”
Bummer TD.
and yet you missed the title of the article
Leak Reveals Delta’s New A350-1000 Suites Set To Upend U.S. Business Class Market
and the 2nd paragraph
He says to expect “20 aircraft being delivered in a 28-month time frame.” The most exciting thing is that these planes will feature a new Delta One Suite in business class, as well as new economy seats.
and
Delta was the first U.S. airline, and second airline in the world behind Qatar Airways, to put doors on direct aisle access long haul business class seats
and my factual statement that DL will have 80 aircraft with its current Delta One Suite by the end of the year while AA and UA will have no more than a half dozen 787s each with their FIRST generation suite seat.
yes, you are in full denial.
It’s a holiday. play in the water or drink up – not at the same time. Soothe the pain.
DL has, once again, leapfrogged AA and UA not just in product but also in NYC and will do so in international markets.
DL’s competition is not AA and UA but the best global carriers -which don’t include AA or UA
That was all backward looking WRT the suites/seats about which looking forward Gary Leff says: “American Airlines now has business class suites on their new Boeing 787-9P, using Adient Ascent seats which are excellent (though in a dense configuration). United has announced that their new delivery 787s will have a similar seat as well. So Delta needs to avoid falling into last place…”
Hopefully, DL can find a decent seat for their suites that aren’t even coming until 2027 two years after AA & UA. No word on matching UA’s studios though.
Bummer TD
please don’t spend your entire weekend arguing against the reality which Gary and everyone else realizes.
1. Delta was the first US carrier to introduce a suite product, Delta One Suites made Polaris obsolete the minute it was announced, DL will now have 80 339s and 359s with DL 1 Suites by the end of this year, DL will introduce a 2nd generation DL One Suite on the 35k and which I believe will be the basis for the 330CEO DL 1 suite refurb, and AA and UA are each getting their FIRST aircraft with a suite product this year.
2. UA’s bungled mishandling of the EWR runway rebuilding project has not just temporarily handed the title of largest airline in NYC to DL but UA is very unlikely to regain that title since Kirby’s blame game with the FAA is resulting in permanent reductions in EWR’s capacity. Given the much larger size that DL is in NYC now, it is doubtful on real data – which doesn’t exist now – that DL likely has matched if not overtaken UA in RPMs and perhaps even revenue. Even if DL isn’t larger than UA now – and, again, there is no data for anyone to know DL vs UA on RPMs or revenue at this point – DL will overtake UA when it adds service (on 350s and perhaps 35Ks) to E. and S. Asia. It is notable that DL will achieve its 15 year goal of becoming the largest airline in NYC even before the 35Ks arrive.
There is help available for those for whom this news is devastating. UA execs saw it coming which is why they resisted pulling down EWR schedules for so long. Their B6 partnership plans are a means to try to come back – and yet the chances are high that UA won’t be allowed to partner with B6 in any meaningful way.
If any of the big 3 make sense as a merger partner for B6, it is AA.
If AS or WN decide they want B6, they can easily overcome any antitrust concerns.
UA’s slide to #2 in NYC was a long time coming. Their mishandling of the EWR runway rebuild project propelled DL to #1 a decade after Kirby’s gift of LGA slots to DL.
take a drink, step away from the keyboard and learn to accept reality.
DL outsmarted UA – again.
Polaris Suites have been installed on the entire UA international wide body fleet for years while DL still hasn’t completed their D1 Suite installation. In that time UA has overtaken DL over the Atlantic while growing capacity in the Pacific to where it now has more market share than AA & DL combined. Obviously having the consistent offering of Polaris Suites, Premium Economy and Economy Plus with much higher J seating while DL and the competition is still installing their first gen suites has been a boon for UA.
Also during this time UA has caught DL in net income while adding over 100 more airplanes to its fleet than DL and getting its net debt within a couple billion $ of DL’s. UA’s fleet now has both 50 more wide body and total aircraft than DL and nearly 700 aircraft on order compared to DL’s 275.
Poor little TD. Facts and data tell the tale.
you clearly will follow this thread all the way into the archives as if anyone’s arguing is going to change the outcome that is clear to anyone with a modicum of industry knowledge.
Gary is absolutely correct that DL’s first generation Delta One Suite on the A350 was and is a superior seat to Polaris which was not and is not a suite. Polaris is a high-density product that was introduced to create huge premium cabins at the expense of the higher quality product that multiple other airlines introduced on their business class seats. The number of aircraft w/ Polaris doesn’t make it any better. and the 767 and 777-200ER fleets will never get the new product so UA will spend billions replacing them, or more likely, end up w/ a poorly mismatched set of business class products long after DL has passed 80% of its fleet with Delta One Suites – 1st and 2nd generation.
The fact that the 35K might not be here for 18 more months simply gives DL more time to perfect its product and ensure its lead over AA and UA as well as every other airline that has announced its latest business class product.
UA’s profits, since you mentioned them, have come for 3 years at the expense of UA employees who have been underpaid. UA FAs, again as Gary notes, are very unhappy w/ the contract proposal and the AFA is in full panic mode. If the contract proposal is adopted, UA will spend hundreds of millions in retro pay which ensures it will trail DL in earnings for 2025. If the contract doesn’t pass, UA’s service will go down the toilet – and it may anyway as half or more of the FAs one way or another are going to be convinced they are being ripped off. And the mechanics and 4 ground employee groups are next. UA will gamble and accept poor employee morale for not having to pay industry comparable salaries and benefits.
and UA has been relegated to 2nd place in NYC, again because of UA and Scott Kirby’s poor strategic insight and loud mouth.
Love the spin. DL’s inability to manage fleet modifications in a timely fashion to a degree that it has to leak concepts of its 2nd gen suites when half of its 1st gen suites are still not installed is an ADVANTAGE because DL will have two years after which the competition delivers their 2nd gen suites and studios to find a decent seat and try to design a studio?
Have I got that right?
of course you don’t get it. You don’t want to because you are unable to face the truth.
Delta and United will never install a true suite – with doors – on the 767 and UA won’t put it on the 777-200 fleet. The notion that Polaris is superior to anything other than what DL has on the 767 is a complete delusion
DL will have its first and 2nd generation Delta One product on 120 widebodies before UA has its new Polaris on even 50 aircraft.
and the supposed advantage you think exists does not show up in real average fare data. DL gets a revenue premium to AA and UA even though UA has more business class seats on its aircraft. United’s product simply is not superior enough to generate higher revenue.
go argue w/ a post. you are incapable of admitting that UA is not in the lead in anything.
and, if fleet consistency matters, AA is much further down that route than DL or UA because AA got rid of its 767s.
If a superior product across the most aircraft matters, DL wins by hand with its current Delta One product.
Tim Dunn says: UA is not in the lead in anything.
Except Atlantic and Pacific market share. And UA is the largest airline in the world in terms of available seat miles (ASM), revenue seat miles (RPM), mainline fleet size, the number of both mainline employees and destinations served.
Poor little TD
I pity you for spending your holiday weekend trying to soothe your self-esteem that is way too closely wedded to a company.
It’s a company, not even your mother.
You have carried on endlessly about product and my statement is absolutely correct that UA doesn’t lead in anything.
and UA doesn’t lead in profits – a one quarter exception means nothing when you underpay your employees -and they aren’t expect to deliver higher profits than DL this quarter.
UA burns more fuel than any other airline and does fly more ASMs. or did before they got massively forced to downsize at EWR. but they can’t translate that into more profits or more total revenue on a year round basis.
the only poor anybody is you that invests so much of your emotional energy in denying reality and pimping – for a COMPANY.
seriously, find a reason to wake up in the morning.
United is not it
Pure projection. Please tell us you realize you are describing yourself. A shrink would have a field day with you. Better luck dealing with reality going forward.
Poor little TD.
I understand quite well what each airline does well and what it doesn’t do well.
You totally exemplify UA’s philosophy which is that if they anything over and over again, quantity will make up for quality. You love to brag about all of the volume UA has but can’t grasp that others do what they do better.
the 767 is past its prime. It will not get a Suite product. Unlike UA’s 777-200ERs which will be around well into the 2030s, DL’s 330 fleet will have a full suite product. DL will have a far larger fleet or higher quality suites than any other US airline by 2030 which is about as far out as any of us can see.
I speak to reality regardless of where it cuts.
I only engage with you because the chasm between what you think you know about the airline business and what you actually know is so vast. And then to claim you are an airline analyst. I find your self delusion fascinating. And your irrational defense of all things DL. Wow! It’s amusing to probe such depths occasionally, and you certainly don’t disappoint in that regard.
Here’s a simple one that should be right up your alley given your fixation with NYC.
Can you give us a simple explanation of the S-curve phenomenon WRT to market share within a hub, a city or any market.
No AI now.
My only contribution to the discussion is whilst exploring JFK T4 I encountered a large Delta sign that says it’s New York’s #1 airline. Surely a sign that big has to be true, right?
I fully understand what S curves are all about – but DL and UA have been in a pretty locked dead heat for years in NYC.
DL has been the largest domestic airline from NYC for years – but the margin was only by a couple percentage points. UA led by about 5% in the international market.
As expected, when EWR capacity was cut, UA tried to hang on to its international flights and sacrificed its int’l flights.
In the process UA’s domestic share fell and they are now 10 points below DL’s – 33 to 23% while there is only a 4 point gap in international market share.
it is precisely because of the S curve that UA cannot possibly maintain its 1st place ranking with a 10 point gap in the domestic market; int’l requires much more connecting traffic to sustain which is why DL connects a much larger portion of its east coast int’l passengers via ATL which has far more space – on the ground and in the air.
UA built its presence in NYC based on its international network which requires feed and the EWR capacity cuts will make that much harder to do.
and yes 737, DL watched these statistics – just like UA did – long before they were made public – but I fully expected that we would see a result like this.
DL has taken the long view in building its presence in NYC and won the title of largest domestic airline first. DL will deploy its A350s to NYC and add routes to E. and S. Asia and will close the int’l gap it has now- and still be the largest domestic airline.
and it all comes down to the reality that product matters a whole lot less when you control a higher percentage of a limited access market than your competitors – and that is exactly what NYC is.
and you can bet your bottom dollar that AA and DL both had sales teams all over NYC’s biggest accounts signing up businesses that were loyal to UA when the whole world heard daily about the mess that EWR was – in part because Scott Kirby was on the news constantly trying to blame the FAA.
I’m glad we are focusing on the subject that matters right now which is NYC. All 3 of the big 3 will roll out their next generation business class cabins but the difference will be in who wins in NYC. This spring has been an unmitigated disaster for UA and the culmination of decades of growth for DL.
correction
As expected, when EWR capacity was cut, UA tried to hang on to its international flights and sacrificed its domestic flights
and to add – this is exactly what UA is doing to AA in Chicago and yet so many people can’t see that DL is just as likely to win long term in NYC as UA is in Chicago.
Just as I suspected. Sorry, but you don’t have a clue about S curves or the airline business.
oh, I understand the power of size to get more size just fine.
It is you that, just as you have done for almost 100 replies about seat product, want to conflate and confuse the subject to avoid admitting that UA’s NYC strategy has fallen flat on its face.
DL carried 38% more domestic passengers than UA in May.
75% of DL’s traffic from NYC – by boardings – is domestic while it is 65% for UA.
It is impossible for UA to win in the overall market when its share of the domestic market continues to shrink – and there is no way that UA can maintain its share given that EWR will be a lower capacity airport as a result of the bungled EWR runway project.
Do spend the next 2 days telling us how this will shape up for UA; we want to see you spin reality with NYC market share and revenue generation just as you have done w/ seating products.
correction…
55% domestic for UA in May… it was 65% domestic in March.
As I have noted multiple times, UA gave up domestic market share as its EWR capacity was cut.
Most of the total domestic share that UA lost in NYC fueled DL’s domestic and overall share growth.
@ Lil Tim — That all will end when UA acquires B6’s NYC gates. Stop dreaming that the current adminstrtion will block it. It’s all about paying bribes, and Kirby has paid his. I’m surely kick in more when asked. DL has no chance to block the expansion of UA. DL will fall to a forever #2 position. Too bad.
stop dreaming that United will be bailed out of its strategic failures
DL contributed to big boy’s inaugural too. and the FAA didn’t slap any of DL’s hubs w/ huge capacity cuts. Hot lot of nothing those bribes did for UA
Tim Dunn says: …the FAA didn’t slap any of DL’s hubs w/ huge capacity cuts.
Do you not even understand what a slot restricted airport is? See JFK, LGA and soon EWR for which Kirby has been asking the FAA.
Poor TD
and do you realize that EWR WAS slot-controlled and it was stripped of that status because UA – even under a different leadership team – failed to use its EWR slots to FAA requirements?
Kirby can ask for slot-controlled status all day long – and he likely will – but the FAA achieved what it wanted which is to reduce the capacity of EWR – but w/o permanently locking in UA’s status as operating 65% of EWR’s flights, the highest percentage of any of the most congested NE airports.
Again, you and UA want the FAA to fix UA’s strategic problems including being so heavily concentrated at EWR but it is not the American public’s job to support higher fares by increasing the concentration of one of the top 2 carriers in NYC by expanding or reinforcing hub dominance.
And the upshot of the FAA’s decision not to extend slot controls to EWR is to make it possible for AA and/or DL to add flights from EWR including to the west coast if UA becomes likely to gain flights at JFK- which is also just a UA pipe dream.
I’m glad you have moved on from trying to defend Polaris to arguing about anything under the sun; you do provide great reading material for 1990 and others on their DL flights which have free high speed WiFi.
and the sign at JFK is still up touting DL as NYC’s #1 airline
Tim Dunn says: …the FAA achieved what it wanted which is to reduce the capacity of EWR
Your cluelessness knows no bounds. Poor TD.
I thought someone else might insult others to the Max to avoid facing reality but you might take the cake.
Yes, the FAA did achieve a reduction in flight capacity at EWR while not locking in UA’s dominance. EWR remains schedule controlled, not slot-controlled which means that the FAA “invited” all airlines that serve EWR to provide their proposals to reduce capacity on an equal basis and they largely achieved that with a 21% reduction in flights during May. UA’s reduction, however, was 26% which was only beat by NK’s 28%. DL’s flight reduction was only 15% and AA’s was only 10%
the FAA might lift levels somewhat but there have been frequent ATC delays for all of the NYC airports due to weather. It is highly unlikely that EWR will ever return to the level of capacity that UA operated – and which has resulted in severe overscheduling at EWR for years.
UA resisted cutting because they knew it would hand the #1 ranking in NYC to DL but the FAA forced UA’s hand, thanks to Kirby’s need to blame the FAA for a planned runway construction project and UA’s overscheduling. The FAA did its part w/ new data cables that should eliminate the radar outages but that contributed very little to delays even if it was very scary and had to be fixed.
unlike you and someone else, I know and speak the facts.
UA will be #2 in NYC behind DL. The sheer size of UA’s fall means that, at least for now, UA and DL are likely of the same size even for RPMs and revenue
More wishful thinking. Standby for just another in what will be a long series of rude awakenings and loads of cognitive dissonance.
Poor TD.
what you are deathly afraid of is that DL’s 15 year strategy of growing NYC is paying off in part because of UA and Scott Kirby’s strategic failures at UA and US which have helped DL.
all of the insults you throw don’t change that reality.
Tim never ceases to embarrass himself lol
What a joke of a life
Fired from delta but the biggest unrequited love on earth since he has no other human contact In his life except those they respond to him in the comments
Banned at other websites
Get a life, Timmy
Stop dreaming of mine and mentioning it 😉
You’re pathetic
to no surprise, Max returns to poop in the middle of the conversation because he can’t add anything to the conversation.
DL played its game in NYC flawlessly. UA has made one strategic error after another.
The whole notion that having a single hub at EWR was flawed and many of us saw it all along. EWR is not and never will be capable of handling the amount of traffic that DL can handle with hubs at 2 NYC airports.
JFK alone can handle one third more flights than EWR; EWR can handle about the same number of flights as LGA – widebodies at EWR, yes, but EWR is not and never was capable of being a single airport hub for NYC.
and back to Jon’s original post.
If he is correct that DL will receive 12 35Ks in 2028 and 8 in 2027 (or late 2026), there will be a massive amount of ultra long haul capacity coming into DL’s system in a very short time.
There is no way that DL will launch that many new routes in such a short time -which means that DL will be aggressively adding new flights over the next couple years and then upgauging to the 35K when those planes arrive – along w/ adding a few new routes. The competitive impact when those planes arrive will be nothing short of amazing.
and DL is supposedly getting close to finalizing a deal with Boeing for 787-10s as replacements for a chunk of the 767 fleet.
DL is clearly moving to a “big metal” strategy across its international network – just part of how it could displace UA not just in NYC but in one international market after another.
as much as Max wants to throw insults, he can’t change DL’s winning trajectory
So Delta started adding Delta One Suites to their international wide body aircraft in 2017 and they will have them installed on only 80 aircraft by the end of the year? That’s only 10/year and well less than half of their 176 wide body aircraft fleet? And Delta has A321 Neos parked with the engines removed because they failed to get approvals prior to delivery? What’s the problem with Delta fleet management? How out of date is the rest of the so-called premium seating on Delta wide bodies?.
United’s Polaris Suites have been installed on their entire international wide body fleet of 204 aircraft for years along with Premium Plus and Economy Plus and with far more premium seats (High J). The new Polaris Suites and Studios in new 787s start arriving this year.
The new Delta One Suites (no studios) arrive in 2027? Yikes!