Timeline For Delta 777s With New Business Class Suites & Premium Economy

Late last year Delta introduced their new business class suites on the A350. Delta became the first US global carrier to introduce business class suites with doors, which are now available on a growing number of routes. I had the chance to fly Delta’s A350 between Detroit and Beijing, and had a nice flight. While not as good as Qatar Airways Qsuites, it’s still one of the world’s best business class seats.

As of now Delta only has these seats on their A350s. Delta has nine A350-900s in their fleet, with a further 16 set to be delivered in the coming years. The next plane to get these new suites will be the 777-200, which Delta has eight of in their fleet. We learned about Delta’s plans for these reconfigured 777s last May.

Specifically, these planes currently have the following seat counts:

  • 37 Delta One seats
  • 36 Comfort+ seats
  • 218 Main Cabin seats

Once reconfigured, the planes will have the following seat counts:

  • 28 Delta One Suites
  • 48 Premium seats
  • 220 Main Cabin seats

As you can see, we’re seeing a significant reduction in the number of business class seats (Delta One), the introduction of a huge premium economy cabin (Premium Select), and the elimination of extra legroom economy (Comfort+). The most surprising thing about this reconfiguration is that Delta is maintaining a nine abreast configuration in economy, making them one of the few airlines where that’s the case. The entire plane will have five more seats than before, though they could have easily had 25+ more seats than before.

Most airlines are squeezing as many seats into economy as they can, given that they don’t see much of an ROI for a more spacious cabin, since most people are buying on price. So it’s surprising to see Delta maintain a 3-3-3 configuration, especially as they’re eliminating Comfort+. They could have just as easily gone 10 abreast and kept Comfort+, and probably had a greater seat count.

Anyway, we’ve known that Delta planned to reconfigure their 777 with the new seats this summer, and it looks like seats are now on sale for the first 777-200 with the new seats. Specifically:

  • Between July 2 and July 20, 2018, Delta will operate the reconfigured 777-200 on alternating days between Detroit and Beijing
  • As of March 31, 2019, Delta will operate the reconfigured 777-200 daily between Los Angeles and Sydney

I imagine there are other routes with the new seats that will be added between this July and next March, but it seems this is just a preliminary filing that’s subject to change.

The seatmap is roughly what you’d expect. Business class consists of eight rows, and is entirely between doors one and two. That’s a pretty dense configuration — airlines with reverse herringbone seats in that section can typically fit at most 28 seats in this section as well).

Then behind the second set of doors is Premium Select, in a 2-4-2 configuration.

Then there’s economy, in a 3-3-3 configuration.

Bottom line

Over the coming months we should see Delta start to reconfigure their 777s with a new business class product and premium economy. The bad news is that the business class cabin will be smaller, which is not good for those looking to redeem miles or upgrade. The further bad news is that there’s no more Comfort+, so the economy experience will be less comfortable for elite members traveling in economy.

The good news is that the new business class product is great, and economy is in a generous nine abreast configuration, which frankly I find a bit puzzling.

Comments

  1. My guess is they couldn’t fit 10 seats in a row with their current seats, and they are not planning on getting new seats cuz that costs $$.
    C’mon it’s Delta

  2. I think you unintentionally mixed up the seating specifications – put me in a spin for a second. Current configuration is the one with Comfort+ and the new configuration will be the one with Premium Select.

    I presume this will only be for the 8 772ERs at this point? DL also has 10 772LRs.

  3. I don’t know what’s Delta’s argument for not going 3-4-3 in Economy. However, in those situations where I have to fly Economy, I do find myself increasingly booking away from 777s. Even at the cost of not flying preferred airline, alliance and shortest flight.

  4. As a Delta elite I am not in agreement with these reconfigurations and the idea of Premium Select as a whole. If I fly today with any given Delta widebody, be it a 767, a330 or 777 I get a free upgrade to Comfort+ 90% of the time. From all I know there are no complimentary upgrades possible to Premium Select, so a major benefit if THE benefit of flying Delta will go away more and more. That´s bad. What will Delta do for Elites in economy going forward?

  5. The argument for not going 10-across in coach is easy if you look at where the 777s operate. They’re already pushing the envelope for total capacity on the plane and don’t need to add extra weight for ULH missions that the planes tend to fly.

  6. I think this wii pay off for Delta. Comfort + is a fake non upgrade. I won’t fly Econ on 10 abreast 777s so all else equal, this is a win and I will buy Economy on DL just for the 9 wide. If you can score an upgrade to PE for cheap, even better.

  7. This configuration along with the A350 is why I prefer Delta. I will never fly on a 777 in economy with a 3-4-3 configuration which is downright nasty for long flights unless you are on the small side. Much smarter than UA’s Polaris 777.

    With that many PE seats, the cost of flying in that cabin will not be a huge upcharge. Would like to see Comfort+ stick around but maybe upgrade costs for elites will be modest.

  8. I know Delta just switched not so long ago from A330 to B777 for the SEA-HKG flight. So does this mean Premium Select for those flight in the near future?

  9. The dumbing down of America.

    To view all of these comments, its amazing how everyone justifies terrible , horrible products. Not only are the passengers smashed into these sardine cans, there is virtually non-existinant service, even in their “business” cabin.

    Add to this, the teeming masses that will pack into these planes.

    Fly foreign carriers and be better off.

  10. Whatever Delta’s reason(s) may be for eschewing the much loathed and reviled 10-abreast, 3-4-3 economy cabin configuration on their Boeing 777s, we should be happy and not look the proverbial “gift horse in the mouth”!

    That, or maybe someone at Delta high enough up in management has either flown, or understands from basic decency and common sense, that the densified configuration on 777s for ULH missions is sadistic and impractical – say unlike Dougie at American who admits he doesn’t fly his airline’s horrible and crappy densified new 737-8 MAXes, and has yet to be seen seated among the unwashed masses in the economy sections of any of his airline’s increasingly crappier (even dilapidated) planes!

    Not only will I NOT book any flights on those atrocious, “densified” flying abominations for myself, I’ve already booked six family members (with several more possible) on Delta’s trans-Pacific alliance partner, Korean Airlines, specifically to ensure they AVOID the despicable and immoral 10-abreast 777 economy cabins to/from Manila later this year.

    I have yet to fly a densified 777 in economy – and won’t. Especially after flights aboard a densified, nine abreast 787 earlier this year. It’s a horrible configuration for 2-3 hours, let alone many more than that, with aisles so ridiculously narrow that even when carefully trying to avoid others’ feet, legs, elbows, shoulders, or even heads, while walking theough the aisles to use the loo or simply stretch my legs (as one should) it still was impossible to avoid unpleasant and undesired contact with many other passengers.

    The 787 is a “dream” ONLY when one is a premium cabin, and a Nightmare if it’s a “densified” one with the hated and reviled 9-abreast economy section.

    The same applies to the 777 if it’s a 10-abreast, “densified” beast!

    I’ve been aboard a 9-abreast 777, and those awesome versions of the 777 in economy ARE a “dream” even if it doesn’t have the sexy, cool, but alas, VERY misleading marketing moniker (“Dreamliner”) behind it that Boeing uses for its so NOT a dream if in economy 787s! 😉

  11. They are not going 10 abreast is because they can’t do it with their current seats. They will just refresh their current seats in economy with new upholstery. LOL

  12. I don’t understand the point of having the door on the suites. Privacy is lost with anybody standing up nearby or walking by.

  13. PS: Very close friends (a family of 3) booked their upcoming trip to visit family in Belarus on Turkish Airlines via IST specifically to AVOID the atrocious and despicable densified 10-abreast 777s flown by other airlines, based on itineraries they asked me to research and recommend.

    Another family member flew to/from Johannesburg on Delta via Atlanta earlier this year, too…

    …while in late October last year, I also booked a family member to/from Asia on Delta via MSP hub specifically so that they would AVOID being squished in a teensy-weensy Y seat for 12+ hours aboard a 10-abreast densified 777.

    I don’t just say it! I firmly believe it: “densified” Boeing widebody 777s and 787s are BEST AVOIDED for any flights longer than 3-hours (maximum).

    And anyone that asks me to recommend flights/airlines, or to assist them booking flights, knows this: I’m going to make a compelling case that they avoid these two planes if they’re flying in economy.

    At a minimum, I don’t believe they’re appropriate for long haul missions in terms of practicality and comfort.

    And until I see real world test evacuations done by humans using contemporary demographics (elderly, infants, disabled, etc. pax) including realistic human behaviors (e.g., bringing personal belongings and/or with carry on bags and device cables blocking rows/aisles, etc.) instead of bs computer simulations using long ago obsolete criteria, I’m not convinced these atrociously (and immoral) densified Boeing 777s and 787s are even safe. However, this is a matter of personal opinion – NOT a documented fact.

    So, again, whatever Delta’s reason(s) for NOT joining the airline industry’s “Race to the Bottom” by packing in an additional 25 (or seats) using 10 teeny, tiny (child sized) seats per row in economy for its 777 cabin refresh, let’s celebrate – instead of knock – that rare occasion of late when an airline actually is NOT screwing those pax who elitists’ nowadays tend to view with scorn, contempt and disdain as “deserving to be screwed” simply because they’re “too poor” or “too cheap” to pay for seats on the “happy half” of the airplane where ~15% of the cosseted passengers hog/consume 50% of the available cabin real estate including the extra special, privileged ones who must have personal airborne “McMansions” er…private suites they fly while the other 85% of pax have to subsidize their comforts by being packed cheek by jowl like cattle into sub-human class in the remaining 50% of the despicably densified plane!

  14. RE: I don’t understand the point of having the door on the suites. Privacy is lost with anybody standing up nearby or walking by.

    It’s as much a physical barrier as it is a symbolic one to convey a literal separation from others, as it is to project a sense of power and status.

    I suppose someone will argue otherwise, but as you noted, it’s not as if others when standing can’t see in – and literally look down at those who are actually believing the “illusion” that they have privacy despite being sealed inside of an airplane miles above the ground and surrounded by hundreds of others!

    It’s really more about the status and illusion of “power” than anything else… 😉

  15. The door. The cramped footwells. The same celebrity driven menus served by disinterested crew. With US based carriers pre 9/11 travel, especially in business class, was probably more enjoyable then than now despite every configuration possible. I slept fine in a “recliner” when business class was such a step up from main cabin. Road warriors bring their own food regardless of class of service.

  16. Adding seats to the 777-200 increases capacity which is not good for increasing price. Decreaing business class seats and adding more standard economy seats seems to undermine the claim that business class subsidized coach.

    The delta 777-200 is in great need of new business-class seats. The delta “suite” is not the greatest thing since sliced bread. The best attributes of that seat are color, video screen and door a distant third. In all ither respects the “suite” is just an ordinary at best business seat. Having flown it four times, I find the lack of secure storage disappointing. Tge seat is also very cramped for room which is the exact opposite of what the term “suite” implies.

    I hope delra does not use these aircraft without C+ seats on the 16 to 17+ hour flights between ATL and JNB.

  17. I respect anyone’s opinion regarding comfort in the air, since the bottom line is it is totally subjective. I personally don’t have a problem with any seat width since I’m happy to sleep face up and don’t need to turn. Leg room is more important for me. As I say, subjective. So as long as pitch is reasonable for the class, a 10 abreast 777 is fine for me. Subjective, as I said.
    However when it comes to ill informed criticism, bordering on scare mongering, regarding safety I take the opposite view. This is matter for fact, and is objective. Howard Miller should check his facts before engendering such fears. I am referring to the successful evacuation of EK521 at DXB from a 3-4-3 config 777 where no loss of on board life was lost, despite the aircraft being engulfed in flames as it crash landed attempting a go-round. True one life was regrettable lost. That of a ground based fire fighter.
    And returning to the subjective, how about doors on biz with Delta so the crew can ignore you more easily!

  18. I think Delta has taken a very pragmatic view on seating configurations optimising revenue productivity and passenger experience.

    Delta has 296 seats on their 777-2s compared to American’s 3 class refreshed version that has 273 and UA with 292. The key difference in the configuration is the no of business class seats with UA and AA going in for 50 and 37 seats versus 28 at Delta.

    Presumably American and UA are offering more upgrades to elites while offering a sub par experience to the rest. With travel budgets being slashed its hard to imagine too many routes that will consistently see 50 seats fill up in biz. Delta on the other hand has taken a smarter view by right sizing premium cabins and offering stronger product. Instead they have chosen to offer paying passengers a bigger bang for their buck by having a more humane economy class and a viable upgrade option in premium economy.

    It also must be said that premium economy is the most profitable cabin for many carriers and Delta has obviously worked the numbers and seen this as an opportunity for their 777s that fly mostly on 10 hour+ missions where customers will be more likely to pay a minimal extra for comfort in both economy and premium economy.

    Delta has easentially chosen to disrupt the archaic old boys club where they have chosen to give appease their paying passengers in economy versus giving filling large premium cabins with upgrades. In terms of rational economics, this makes way more sense and I suspect many airlines in the future will catch onto this.

  19. @Johnny,

    I do respect your difference of opinion.

    However, I also specifically noted:

    1.) I was not convinced of the safety of the densified cabin configurations for the 777s and 787s because they have relied upon computer simulations using obsolete criteria that dates back decades, instead of using updated criteria to reflect both real world demographics for passengers (elderly, infants, disabled, etc.), as well as the real world habits of human beings that now often seek to bring as much carry-on baggage as possible aboard with them to avoid additional charges for checked bags, as well as the proliferation of all manner of electronic devices and cables, many of which stretch across rows from the seats in front of them.

    Further, while I am very much aware of EK 521 at DXB, one need not look any further than last week’s emergency evacuation of a smoke filled Delta Air Lines flight, where flight attendants and others specifically mentioned that there were numerous instances of passengers taking personal belogings with them as they were exiting the plane.

    Finally, while I did note that I remain skeptical of the validity of computer simulations using long ago obsolete criteria/parameters to certify safety in the present versus real world tests using humans in conditions that better reflect the habits of today’s flyers, I ONLY said, I’m not convinced yet, if only because I believe flyers should have every reason to be concerned that tests that have been used to date are woefully out of date, and quite frankly, that alone should be reason enough for ALL of us to be concerned.

    Would we still use antiquated criteria for building codes and fire suppression to issue Certificates of Occupancy for newly constructed skyscrapers?

    Would we still be using the same criteria and safety parameters from the 1960s, 70s and 80s to establish automobile (or other motor vehicle) safety as is being done for aircraft evacuations done by computer simulations where conditions can be manipulated while real world unintended/unforseen consequences cannot necessarily emerge as they might during an actual emergency?

    Fact is, we don’t for those two examples. So, why do aircraft enjoy preferential treatment, and get a free pass from being subjected to updated tests using contemporary parameters and current social/travel habits?

    And this is not subjective opinion.

    Fact is, Flyers Rights (an advocacy group), and others, including at least two Federal court rulings (this month for the most recent one), also believe updated tests must be done to determine the safety of seat sizes, row pitch, demographics, current travel habits, etc., towards determining the safety of current aircraft.

    If such tests are done, and they prove beyond a shadow of a doubt these densified cabin configurations are safe – then so be it – densify away, I guess.

    But they have not been done. And we should all be wary if the industry is unwilling to do just that – or runs an obfuscation campaign to drag and stall, say the way tobbacco companies did with smoking for decades, or the way the automobile industry did for decades, too, first for seat belts, and later for air bags, just to name two prominent examples where industry “dragged and stalled” because it knew if definitive tests were done, and the truth was known, they’d have to do things differently, and better, for consumers.

    2.) I did specifically state my concerns regarding the safety of densified aircraft in general, and Boeing’s 10-abreast 777s and 9-abreast 787s in the original comment above, were a personal opinion, and NOT a documented fact.

    So, again, I never made any claim whatsover I was speaking with force of authority as that of an expert in civilian airliner safety, and indeed, was just expressing a personal opinion given the opinion of a well known, and respected, advocacy group that has done its homework, and believes there is sufficient, credible research indicating insufficient testing and data exists for flyers to have the conclusive proof they need, and indeed are entitled to have, in placing their, and their loved ones’ lives in the hands of our airlines and the leading aircraft manufacturers – especially when they seem to offer a bunch of excuses defending obsolete tests and criteria devised decades ago instead of simply proving any “doubting Thomas’s” wrong by running updated tests to definitively prove their aircraft in these (despicable and shameful) densified configurations (airline executives NEVER seem to fly themselves) are, in fact, safe.

    Which, by the way, and as already noted, is something a Federal court thus far, also agrees.

    So, why not bring on the updated tests, and let’s clear the air on this matter?!?

    That’s NOT fear mongering. It’s basic common sense – something that seems to be in short supply these days.

  20. A 9 abreast 787 or 10 abreast 777 is only viable with a 17 inch aisle. I think this needs to be recalculated based on the density of passengers and number of exits to see if it’s enough or not. Of course one needs to consider the increasing personal items and more importantly overhead bin space which is limited meaning a number of items are kept under the seat.

  21. A nine-abreast configuration in Y isn’t “puzzling” for an airline that continues to make improvements to its product all classes of service. Now all DL widebodies will have among the widest Y seats in the industry. Welcome news, for sure!

  22. @ Howard Miller +1

    Could not have said it better regarding airlines filling economy cabin like a cattle bin, and the “elite flyer” community’s carelessness toward the people traveling in coach/economy, or let’s get fancy Y/B/M/H/Q/V/X etc…. I like how you keep it to the point and introduce practicality to your argument. Would like to see you write for a blog.

    I have been flying for work/personal for the last ~25 years. I was fortunate to fly either charter or domestic business class for work.
    Nevertheless, all of my revenue personal travels have been strictly in Y (domestic) or Y/Y+ (international). I do enjoy the hobby of points/miles, especially those “sweet spot redemptions”, to enhance my international travels into business class with occasional upgrades and redemptions.

    I enjoy reading OMAAT because it offers perspective from/for all kinds of travelers. I enjoy reading Lucky’s adventures in luxury travel, as I am sure I am not the only one that pretend to be and live through him. However, if this blog was only about business class, first class, and hotel suites, I would have abandoned from further reading. I get it, most people in the hobby are in it for luxury travel, but we have to understand that “frequent flyers” are a huge minority when it comes to just plain “all travelers” on a given day. And guess where those people are flying in?
    Yup, Coach/economy/Y/cattle bin/sardine can. Not everyone can afford to pay to fly in first/business, or values their points differently when it comes to redemption. I especially appreciate Travis’ (albeit less frequent) and Mike’s (he is still a blogger here right?) posts because they represent what the majority of travelers encounter when they are planning their itineraries. It’s great when people see and successfully lock down a $1500 round-trip business class ticket to Guangzhou/Auckland/Dubai/Zurich/Timbuktu…. But the reality is that $1500 is still a lot of money for some people if coach is only $500. For a family of 4 or more, that adds up.

    Going 10-abreast in coach is an absolute atrocity in every way. I unfortunately experienced it first hand when CI had great fare years ago between LAX and TPE. The seat was so small and uncomfortable, I ended up standing for most of the flight and didn’t bother to use the return portion of the ticket. The configuration is also hard for flight attendants, as the narrow aisles makes it hard for them to push carts during meal service.

    Is Delta doing something stupid here for their financial bottom line? Why do we care? and I doubt it. The Delta one product will cost and make more than its predecessor, and the decrease in seats means less awards and that’s also cutting cost. Lucky hit it right on the point that premium economy is where money will be made. There are more premium economy seats now than comfort+ before. The revenue mark-up itself on premium coach is going to be a lot higher than that of an comfort+ upgrade. Premium coach is a bigger seat that’s wider, not just more legroom as it was on the comfort plus. It is a much different product and there is good demand on those in long haul. I fly on BR and CX premium economy often and the fare difference averages to be about ~$600 (depending on season) round-trip on a transpacific flight. In contrast, I booked my cousin last year on Delta economy from Shanghai and LAX, and paid ~$110 each way. With the new configuration, you are looking at a very conservative calculation of $12,000 in revenue increase per flight. With the Chinese airlines capacity dumping and price slashing, there is definitely no way an extra 25 seats in coach would make up that revenue difference. It’s all about product differentiation for them to attract those flyers that can’t afford biz and don’t want to travel in coach. Whatever they can sell in coach is just gravy. If they go ten abreast, they would have to slash prices, and since there is no way to compete with the under cutters, they can keep their coach prices higher to attract those that are willing to pay a bit more to get a more comfortable flying experience. Heck, let’s not annoint Delta a good Samaritan yet! Like one poster said, it might just simply be too expensive for them to swap seats right now.

    Side note on sweet spot economy seats of the past. Those old BR 747 upper decks with the 36 inch pitch seats vs the normal 33 downstairs.
    Not a lot of people knew their existence (pre seat guru and online check-in days). They had row numbers in the 80s and 90s, so people thought they were in the back of the plane and avoided them.

    Sorry if I rambled all over the place, its a good thing I don’t blog~

  23. The article and comments as a whole is more strange and weird than Delta not doing 10 across…

  24. I can’t stand the way US airlines are covered on this blog.

    Delta is one of the only airlines keeping 9-abreast seating on the 777, this is inherently a good thing for customers. Delta is redesigning their aging 777 business class product with one that is known to be much better, this is inherently a good thing for customers. Delta is replacing Comfort+, something that is often ridiculed for not being true premium economy, with a real and true premium economy, this is inherently a good this for customers.

    Yet how is it presented here? Less business class seats is bad. 9-abreast seating is weird. Sucks that Comfort+ is going away. Seriously???

    Can’t help but wonder how this would be reported about foreign airline…

  25. Agree with Dean.

    A major airline keeping 9-across in Economy and introducing PE is great news. If they think they can make it work, maybe the race to the bottom is not inevitable?

  26. @Sir Travel Alot,

    Thanks for the shout out – much appreciated!

    Between ~1999-2004 I was a frequent, bylined contributor of commentary, analysis and author of downloadable comprehensive data reports for Holly Hegeman’s excellent industry newsletter (now celebrating its 20th anniversary), PlaneBusiness Banter, that the legendary/visionary David Neeleman, Founder of JetBlue & Brazil’s Azul (just to name but two of his many airline industry related extraordinary achievements), told me in person at analyst conferences I attended during those years were among his favorite reads! (David said he’d stay up into the wee hours of the morning poring over those data heavy reports and accompanying analysis – and on an occassion or few, also referenced them during the Quarterly calls with Wall Street analysts and reporters who cover the industry for newspapers and trade publications! 🙂 )

    RE Delta Boeing 777 cabin refresh: Yes, and as I also noted, we should be celebrating – and rejoicing – the rare occasion these days when ANY airline, much less one of the Big 3 USA Oligopolists (or “Triopolists” as noted Columbia University law professor and acclaimed Anti-Trust expert, Tim Wu called them in a recent NY Times Opinion piece) is NOT doing something to degrade/worsen air travel that flyers know as the “Race to the Bottom”.

    Lastly, and separately, I also wanted to briefly note that on March 25th in comments posted on OMAAT’s sister publication, View From the Wing, I correctly predicted the news reported by CNBC earlier this morning (these comments were written at approx 7:45am EDT) that Alaska Airlines would pull most of its NYC transcons to/from LAX & SFO (they’ll be down to 2x daily later this year) and largely retreat to its pre-Virgin America Pacific Northwest (SEA, PDX) service pattern.

    Well, looks like that’s already happening – just as I predicted nearly two months ago…

    …along with the leasing out of Virgin America’s LGA slots (to Southwest), which was announced a couple of weeks ago.

    So yes, I’ve always loved writing/researching about the airlines, and would welcome an opportunity to do this work professionally again if any publications/blogs/consulting firms are interested! I have a LinkedIn page and can be reached via messaging there 😉

  27. @Sir Travel A Lot:

    Apologies for the incorrect spelling of your screen name. There’s no edit function, and I did not see the error until after my comment earlier today was posted…

  28. PS: I suppose some Wall Street analysts and M&A peeps are already salivating over the prospect to do a deal between Jetblue and Alaska Airlines…

    …to which I would reply: ONLY WITH SOME SERIOUS (as in not just “window dressing”) SLOT/GATES/FACILTIES DIVESTITURES AT JFK & LGA Airports, along with other meaningful anti-trust remedies that will allow SOUTHWEST to become a viable competitor at these two airports, plus either divesting ALK’s two gates at Dallas Love Field to Delta Air Lines so it can implement its long ago announced plan to introduce service to key hubs/gateways and focus cities, or demanding as a condition of any regulatory approvals that a combined JetBlue/Alaska Airlines maintain a substantial and robust schedule fully utiliIizing Alaska’s two gates at DAL, with MAINLINE JETS only for not less than five (5) to seven (7) years after commencing operations with single operating certificate AND strictly/expressly prohibiting PERMANENTLY, without exception, sale of those two gates and any slots/facilities at DAL to Southwest, any subsidiaries or code-share partners (regional or otherwise, owned or affiliated in any way, shape or form) absent expansion of DAL to allow for ten or more additional, non-Southwest, gates.

    Enough with the desperate lack of competition, better known, and now agreed upon by a leading Anti-Trust expert at Columbia University, Tim Wu, as well as a recent academic study by the University of Virginia, as an OLIGOPOLY.

    MORE COMPETITION IS **DESPERATELY NEEDED** – not further concentration of the already dangerously, and toxically so, over concentrated airline industry.

    If someone’s cooking up a deal between Alaska Airlines and Jetblue that Alaska’s pullback from LAX/SFO transcons would certainly suggest, and likely already has “$$$-signs” dancing around several Wall Street M & A peeps’ heads dreaming of their 3rd or 4th vacay home, Bridgehampton Estate, yacht, or Manhattan “Super Tall” high-rise on “Billionaire’s Row” (that’s 57th Street overlooking Central Park to non-New Yorkers!), etc., be advised that there better be some serious and meaningful Anti-Trust remedies as part of any proposed deal…

    Otherwise, FUGHEDDABOUDIT!

    Just sayin’ 😉

  29. Oh, and a renewed, written, COMMITMENT on both of these two formerly great to cut out COMPLETELY the bs shennanigans of the Oligopolists (or “Triopolists” as Anti-Trust expert, Tim Wu, referred to our desperately non-competiting on anything other than who can screw passengers more [especially coach/economy pax] and get away with it) to degrade/worsen/collude with winks, nods, code-words like “Capacity Discipline”,etc., are doing that flyers know as the airline industry’s “Race to the Bottom”.

    An IRON CLAD, non-revokable contract with ALL flyers to NOT DENSIFY, AND TO STOP RIPPING OFF AND ABUSING FLYERS is a MUST for any deal to fly.

    A great way to earn flyers trust would be to bring back the dynamic duo of David Neeleman and Dave Barger to pilot any merger between Alaska Airlines and Jetblue!

    Offer Tilden and Hayes golden parachutes, and bring in a team that has some real cred at having flyers’ backs, and who, can be believed when they say their mission is to “Bring Humanity Back to Flying”…

    …not the let’s fudge the facts folks that say that they’re increasing legroom in a press release when they’re actually CUTTING 2” & 3” of pitch from rows as they densify their Airbus A320s!

    What a load of crap that pap is!

    Seriously…big time eye roll! 😉

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