DL JFK-TLV changes

[BABABOOY]

two things, its 16 744s
and 2017 last flight date makes it very hard for Delta to get a replacement for the 744. Its going to be pretty hard for Delta to get 787/350 slots that soon. 
 
 
 
oh and those 333 were for growth btw. 
 
 

ok 16.
but before you give birth to that cow you seem to be having why not wait until the announcement?
also, you are assuming NEW AIRCRAFT won't be on property until after 2017. umm used?
again wait a few weeks and see what is unveiled. 
Also the growth you and I may want (more intl) may not happen but we are GROWING.   
2 things from a f/a perspective.
Fact- Since BK Delta has found ways to get more flights out of our a/c thus creating more jobs with less a/c.  FACT-
Delta has hired thousands of F/A's and is continuing. GROWTH.  again it may not be in areas where we would like
but we are growing AND making MONEY.
also look at the additional US jobs Delta is providing with the demise of interpret flying.
OPPOSITE of what the fear mongers told us would happen. We were  told by those who want a union
that Delta would "outsource" our jobs to foreign nationals.  Again the opposite is happening with the additions 
of the SEA intl flying. 

 

[FrugalFlyerv2.0]

If you compiled that list, you would see that DL has widebody aircraft arriving from the US between 4.30 pm and 5 pm.

those aircraft leave about 1 - 1 1/2 hours later and go onto other points in Asia.

those airplanes overnight in Asia.

the next day they return to NRT and leave for the US around 3.30 pm.

however, if you look at the ATL flight, it now arrives several hours BEFORE the rest of the US arrivals and the aircraft RETURNS TO ATL on the bank with the rest of the US bound flights.

Instead of sitting on the ground in Asia for nearly a day, the 777 that operates ATL returns to the US where it is cycled thru the rest of the 777 rotation which includes to JNB and DXB. in both directions, a 777 can arrive from DXB or JNB and continue the rotation to NRT or vice versa.

so, yes, eliminating the intra-Asia flights and operating nonstop flights to the US will actually result in a greater number of block hours with fewer aircraft

 
So instead of connecting in NRT for TPE, PVG, HKG, GUM, SPN, BKK, SIN, you're saying that DL will now fly to all those non-stop from the USA? 
What gateway(s)?  SEA?  DTW?  ATL? 
Is there enough local market as well as connections for DL to serve those Asian cities from their USA gateways non-stop? 
 
More importantly, does DL have enough aircraft with the range to serve those cities non-stop from places like DTW, ATL, MSP, etc.  
 
Or is DL going to just hope SEA works out and abandon NRT?
 
 

you keep talking about intra-asia flying that the 744 is doing but the only flight the 747 does inside of Asia now is NRT-MNL. 
 
NRT-TPE, PVG, HKG,GUM, SPN, BKK, SIN is all 333/777/767/752. 
 
NRT-HNL does have 1 744 turn off and one but it is mostly 333/767 now. 
 
and starting soon NRT will only see 1 747 a day. 

 
Now I'm curious how you will spin this.

 

[FrugalFlyerv2.0]

also, you are assuming NEW AIRCRAFT won't be on property until after 2017. umm used?

 
I hear KL is going to have surplus MD-11's in the near future.

 

[WorldTraveler]

the whole reason why the 744s have been rescheduled to fly from DTW to Asia rather than to feed NRT is because the Japan market is not worth putting 744s into and it makes more sense to fly them to other points in Asia.

you argue against yourself by saying that the 744 is in only one US-NRT route and then also say that DL needs an aircraft that directly replaces the 744.
-
DL doesn't need and won't directly buy an aircraft that directly replaces the 744. that should be very clear by now.

and they can don't need as many aircraft when flying non-stop from the US to Asia rather than via an intermediate point in Asia with large blocks of overnight ground time in Asia AND the US.

DL will buy aircraft that can fly largely from its interior US hubs as well as its coastal hubs of LAX and SEA to all the points in Asia.

the 777LR could fly to every point in Asia from the continental US right now in the same way that DL is the only carrier that can fly nonstop from the US to JNB.

How DL chooses to restructure its route network is not known - and I can assure you it won't be posted on an internet chat board until the routes are announced.

with multiple strong hubs in geographically ideal locations as well as major operations in key US markets to Asia, DL will have no problems match the right aircraft to the right market.

 

[jcw]

You forgot omnidirectional hub in your description

Hail to DL hail to DL

 

[WorldTraveler]

probably because NRT is not an omnidirectional hub.

 

[Kev3188]

 
and starting soon NRT will only see 1 747 a day.

Wow!

Never thought I'd see that day!

 

[WorldTraveler]

go to DTW and see how many 744s will be lined up there

the speed with which NRT has fallen from favor as a hub is exceeded only by the mammoth changes that are taking place in Latin America.

the difference is that DL can restructure its network and get its money out of every Asian market it serves while the same is not true in Latin America.

 

[jcw]

That's right the only airline in the world that can change its flying is DL give us all a break

 

[WorldTraveler]

how did you ever come to that conclusion?

it certainly isn't based on any kind of reality.

try this website. http://airlineroute.net/

 

[jcw]

Read your posts

 

[WorldTraveler]

I have.

nowhere have I said that other carriers can't change their networks or make schedule changes.

 

[jcw]

go to DTW and see how many 744s will be lined up therethe speed with which NRT has fallen from favor as a hub is exceeded only by the mammoth changes that are taking place in Latin America.the difference is that DL can restructure its network and get its money out of every Asian market it serves while the same is not true in Latin America.

I guess you can read

Your post says DL can adjust its network however if your in Latin America you can't

So once again busted you implied on DL can change

Lost again

 

[WorldTraveler]

nowhere have I said that AA can't adjust its Latin America network. nowhere.

the currency impairment, if it occurs will come regardless of what A does in the future. It is flown revenue that may or may not be recovered.

Like AA in Latin America, DL can cut its Latin America system to match profitable demand - but DL's Pacific restructuring is based on moving capacity out of NRT connections and into direct US-Asia flights.

if currency can't be repatriated from Latin American countries, there is no way for AA to maintain that same amount of revenue.

they can redeploy the aircraft to other regions in attempts to replace that revenue but they have to build new markets. DL is simply shifting the way they serve the markets they have.

and btw, DL's Atlantic region generates about 5% more revenue than AA's Latin America region. DL has not and is not facing anywhere near an 11% reduction in RASM over the Atlantic.

 

[AdAstraPerAspera]

go to DTW and see how many 744s will be lined up there

the speed with which NRT has fallen from favor as a hub is exceeded only by the mammoth changes that are taking place in Latin America.

the difference is that DL can restructure its network and get its money out of every Asian market it serves while the same is not true in Latin America.

 
Wow, does everything have to be about AA with you?
 
I daresay you are more obsessed with AA than DL.