Kev3188
Veteran
Is that what it is, or given the bridging from NRT, are they operating it with the most (realistic) capacity they have available to them?WorldTraveler said:DL is operating TLV based on the level of demand that is there.
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Is that what it is, or given the bridging from NRT, are they operating it with the most (realistic) capacity they have available to them?WorldTraveler said:DL is operating TLV based on the level of demand that is there.
When another carrier does this it is called failure.737823 said:The reason DL was awarded LAX over AA is when they applied in May 2010 they filed to use the higher capacity 744s over AAs low density 772s, and of course DL quickly adjusted capacity to 772 then 332 and now 763s.
Yes, FWAA actually backs up his statements with data and numbers and therefore has credibility.WorldTraveler said:it's available on the DOT's website.
FWAAA has demonstrated he can figure it out.
As I've said before I value WTs contributions to this forum but I think he is so deeply emotionally attached to DL that he can't objectively look at this. JFK-TLV is among the fastest growing transatlantic routes, DL is walking away from a key segment of the market.FrugalFlyerv2.0 said:When another carrier does this it is called failure.when DL does this, it is called winning!
^^^737823 said:As I've said before I value WTs contributions to this forum but I think he is so deeply emotionally attached to DL that he can't objectively look at this.
Take a screenshot, Josh; this is one of the few times I'm going to agree with you...737823 said:JFK-TLV is among the fastest growing transatlantic routes, DL is walking away from a key segment of the market.
Josh
what would you expect from a traveler to Israel looking for excess capacity in the market in order to drive down prices and give him a cheap seat?As I've said before I value WTs contributions to this forum but I think he is so deeply emotionally attached to DL that he can't objectively look at this. JFK-TLV is among the fastest growing transatlantic routes, DL is walking away from a key segment of the market.
Josh
EXACTLY! Another example of DL over-promising and under-delivering. Airlines stretch the facts and lie when they want to maintain their "dominant" position.737823 said:And DL tried both DTW and SEA and they didn't work, LAX doesn't exactly look like a stellar performer. The reason DL was awarded LAX over AA is when they applied in May 2010 they filed to use the higher capacity 744s over AAs low density 772s, and of course DL quickly adjusted capacity to 772 then 332 and now 763s.
Josh
Its the Delta way. Just be happy they haven't outsourced it.BABABOOY said:I find it hard to believe they downgraded JFK-TLV due to demand. Delta does extremely well with passengers AND freight on this route.
The only thing that will make sense in downsizing this route is if they announce a second flight.
If any of that was the case then the DOT would have simply pulled the slot once Delta downgraded. Delta got its slots because AA had three HND slots and United had two HND slots. You guys don't get to just forget about the JVs whenever its beneficial to you.FWAAA said:EXACTLY! Another example of DL over-promising and under-delivering. Airlines stretch the facts and lie when they want to maintain their "dominant" position.
Yes, WT, I realize that a 747 is more capacity than LAX-TYO demands and more capacity than can be flown profitably (anybody with a brain and a heartbeat knows that now and knew it then), but Delta simply lied to the DOT to win the route case. Not the first time and probably not the last time. Ma Delta lies as well as any other airline to win route cases. Would DL have won LAX-HND had DL been realistic with the proposed equipment? We'll never know for sure, but I doubt it.
So again, Airbus lies.WorldTraveler said:I worked the diversions that couldn't stay aloft even 9 1/2 hours. Calculate a flight plan for a 5300 mile and tell me how many hours it needs to stay along. Unless you worked in Flight Control, as a pilot, or in Operations (above or below wing) you have no idea how the plane actually did in real service.
Find me a flight that stayed aloft on A310-300 for more than 10 hours with standard passengers (which would mean a 10.30 hour or more flight) let alone the 12.5 hour flights that are common on DL 767-300ERs.
The A310 is simply no comparison to the 763ER.
The simple fact is that DL, not me, dumped the A310s. The economics didn't work and neither did the performance.
The fact that Airbus did as good of a job on the 330 and DL has bought it says volumes about the improvements Airbus made.
Thats false.737823 said:And DL tried both DTW and SEA and they didn't work, LAX doesn't exactly look like a stellar performer. The reason DL was awarded LAX over AA is when they applied in May 2010 they filed to use the higher capacity 744s over AAs low density 772s, and of course DL quickly adjusted capacity to 772 then 332 and now 763s.
Josh
but you said it wasn't done on the 310. It was. The L12 did fly it for a short amount of time.WorldTraveler said:dawg,
apparently we aren't communicating on the same wave length. I KNOW DL flew LGW-DTW. I was a passenger on it.
and, I said before AA did anything that DL would fly the route just enough to mean the route doesn't go dormant.
AA can kick and squeal all it wants but until the 91st day comes and goes with no DL SEA-HND flight. there is no basis for any action on anyone's part.