In early 2023, Delta announced that it would start flying to New Zealand for the first time ever. While this was initially supposed to be a seasonal service, Delta has now decided that this will be operated year-round, which is an exciting development. This announcement complements Delta’s summer 2024 transatlantic expansion.
In this post:
Delta adds New Zealand flights as of October 2023
As of October 28, 2023, Delta will launch a new flight between Los Angeles (LAX) and Auckland (AKL), using an Airbus A350-900. The flight will operate daily for peak season (late October through late March) and then 3x weekly in shoulder season (late March through late October). In shoulder season the route will operate westbound on Mondays, Wednesdays, and Fridays, and eastbound on Wednesdays, Fridays, and Sundays.
The flight will operate with the following schedule:
DL65 Los Angeles to Auckland departing 11:00PM arriving 7:55AM (+2 days)
DL64 Auckland to Los Angeles departing 2:00PM arriving 6:00AM
The 6,504-mile journey will be blocked at 12hr55min westbound and 12hr eastbound. Delta intends to use one of its ex-LATAM Airbus A350s for this route, featuring 339 seats. This includes:
- 30 business class seats, in a 2-2-2 configuration
- 63 extra legroom economy seats (not premium economy), in a 3-3-3 configuration
- 246 economy seats, in a 3-3-3 configuration
As far as Delta’s long haul destinations out of Los Angeles go, this service complements flights to London, Paris, Sydney, Tahiti, and Tokyo.
Here’s how Justin Erbacci, CEO of Los Angeles World Airports, describes this new route:
“LAX continues to grow its global network of destinations that are connecting Angelenos to every corner of the globe, and Delta’s addition of nonstop service from Los Angeles to New Zealand is in lockstep with the airline’s commitment to expand and improve service to our region. Coupled with Delta’s international additions to Sydney and Tahiti, this is another exciting result of the ongoing and strong collaboration between LAX and Delta Air Lines as we connect more people across the Pacific and beyond.”
How this fits into service between USA & NZ
New Zealand has become an increasingly popular tourist destination for Americans, and we’ve seen a ton of expansion of transpacific flights between the United States and New Zealand. Delta is the last of the “big three” US carriers to fly to New Zealand:
- American flies seasonally from Dallas to Auckland, and in late 2023 will resume its seasonal Los Angeles to Auckland flight
- United flies year-round from San Francisco to Auckland, and in late 2023 will resume its seasonal Los Angeles to Auckland flight; United is also adding a seasonal San Francisco to Christchurch flight in late 2023
Interestingly, until earlier this year, there were no plans for any US airline to fly between Los Angeles and Auckland. Then Delta announced it would add seasonal service, so both American and United copied. Now Delta is going year-round. Let’s see if American or United copy that.
Air New Zealand continues to be the carrier with the most service between Auckland and the United States, as the airline flies to Chicago, Honolulu, Houston, Los Angeles, New York, and San Francisco.
I’m curious to see how service between the United States and New Zealand evolves over time. Los Angeles to Auckland has historically been a tough market for US airlines, since it’s not exactly a fortress hub for any US airline. But airlines also like to all compete with one another, so somehow we’re going from no LAX to AKL flights from a US airline, to all three carriers being in the market.
Delta in general has some challenges in the South Pacific. In 2022, Virgin Australia dumped Delta in favor of United. Meanwhile United has connectivity thanks to its partnerships with Air New Zealand and Virgin Australia, while American has connectivity thanks to its partnership with Qantas.
Bottom line
Delta will start flying to New Zealand for the first time as of late October 2023. The airline will operate the service year-round with Airbus A350s — it’ll be operated daily in peak season, and 3x weekly for the rest of the year.
It’s amazing how we’re seeing the US to NZ market transform, with all three US carriers now planning on serving this route in the coming months.
What do you make of Delta’s new service to Auckland?
Hmm .... NZ, AA, UA and now DL all flying to LAX? Surprise ~ but that is NOT the only competition. Add in FJ operating AKL-NAN, connecting to LAX/SFO/YVR, via NAN. Further, HA serving AKL-HNL and allowing connections to everywhere. QF now operating AKL-JFK in competition with NZ, then also AC to YVR. And then there are a few Pacific Island operators Air Tahiti Nui etc, that can operate via alternate points.
Frankly, with a...
Hmm .... NZ, AA, UA and now DL all flying to LAX? Surprise ~ but that is NOT the only competition. Add in FJ operating AKL-NAN, connecting to LAX/SFO/YVR, via NAN. Further, HA serving AKL-HNL and allowing connections to everywhere. QF now operating AKL-JFK in competition with NZ, then also AC to YVR. And then there are a few Pacific Island operators Air Tahiti Nui etc, that can operate via alternate points.
Frankly, with a total population of 5 million people in New Zealand, the AKL-LAX route will ultimately be completely over-served and will undoubtedly result in one of the following situations:
1. - an outright fare war between carriers on the NZ-West Coast US routes, to try and win 'dominance' / market share. Incredibly destructive, and may not succeed for any carrier.
2. - seasonal withdrawal(s) of one or more carriers, in order to prevent an outright fare war. Potentially rationalizes market share and may maintain pricing levels.
3. - complete withdrawal of one (or more) competitors in this market, in order not to lose a shed-load of money.
4. - Intervention of the NZ Government to regulate / stabilize a potentially collapsing market or national carrier.
I am of two minds in terms of DL's announcement of this service. I also understand why it has been done the way it has.
Firstly, DL is at a competitive disadvantage in the NZ market. It is hardly known to the population of NZ, compared to AA and UA which have previously served the NZ market intermittently since the 1970's.
Secondly, DL will have very little - to no - feed in AKL, including from SkyTeam partners flying into AKL (from Asia). SkyMiles - as a loyalty program - is equally unknown to most New Zealanders.
Perhaps, DL has deliberately chosen to place an older LATAM A350-900 on the route? This would follow the path used in SYD, after DL lost the Virgin Australia share, following the VS bankruptcy. Within a few weeks, DL took a 'leap of faith' in the SYD market and decided to upgrade SYD to a newer A350-900 DeltaOne model with the enclosed J Cabin. Fortunately, that paid off ~ but AKL is not SYD! If DL follows the same path, it will be a vow of support and competitiveness to the AKL market.
However, if the market becomes over-saturated, using an older, less competitive frame would allow DL to back out of the market, while maintaining some credibility in the marketplace. It could 'exit' temporarily, acknowledge an 'uncompetitive' product and then return at a later stage, if desired. Hedging bets, in other words.
I suspect that AKL may prove to be a challenging spot for competition and co-operation. Don't forget, DL may actually find some support and rapport with LATAM serving AKL-SCL
Two points:
- Delta has never used these ex-LATAM A350s on SYD; it has been on the “regular” Delta A359s with D1 Suites ever since they transitioned from the 77L
- DL will be using the “regular” A359 with D1 Suites on AKL starting this coming Southern winter season
No thanks If it’s business class then it needs to be a premium carrier- Ive flown DL once round trip ex SYD and both flights were lousy - not doing that again
Delta is fine for domestic flights, but if the price is better I'm not flying Delta internationally in business-class on my own money. I actually enjoy wine that costs more than the wine at the gas station.
any idea what days it will fly in shoulder season?
It will go to 3x weekly during the off-season with a Mon/Wed/Fri service from LAX-AKL and Wed/Fri/Sun northbound AKL-LAX
the real gist of what has happened is that Delta, using the exact same ex-Latam A350-900 model is seeing strong enough demand for all of its classes to extend the flight to year round status even before it launches.
LAX has wanted a carrier that would build LAX int'l in addition to domestic leadership. AA had its chance and blew it. DL is giving it a chance and still has several more obvious longhaul routes...
the real gist of what has happened is that Delta, using the exact same ex-Latam A350-900 model is seeing strong enough demand for all of its classes to extend the flight to year round status even before it launches.
LAX has wanted a carrier that would build LAX int'l in addition to domestic leadership. AA had its chance and blew it. DL is giving it a chance and still has several more obvious longhaul routes it can add from LAX.
Adding in the A350-1000s will give Delta the operating economics to compete with anyone including the "high end" Asian airlines.
And the simple reason why the ex-Latam aircraft work to develop markets is because it has the lowest cost per seat mile of any widebody in the US carrier fleet. Delta picked them up cheap, they have almost as many seats as UA's 777W but burn $20,000 less in fuel on a 12 hour flight. While the 787-10 has better fuel burn, it costs a lot more to acquire. The cost equation will change once Delta sinks $10 million to retrofit the cabins but for now, the ex-Latam aircraft are perfect for dominating a market where costs and capacity matter far more than a super premium experience.
And 2/3 of the business class seats on the ex-Latam aircraft do have direct aisle access. TO think that someone wouldn't fly an aircraft because they are in the 1/3 of business class seats that have direct aisle access is beyond ridiculous.
"Adding in the A350-1000s"
What A350-1000s? It's been talked about for years, but has it ever been confirmed they're doing anything more than just due diligence in acquiring those?
Delta execs are supposedly going back to France within a month.
It has been known for months when Delta would have to make a deal or have interruptions in its supply of aircraft when its current orders end in a couple years and that time to order is likely this fall.
the rest of the industry will not be thrilled the day Delta orders the A350-1000 because it will give Delta a massive capability and cost advantage.
I flew the ex-Latham A350 in business, with my wife, from Athens to Atl earlier this year and loved it. The seats are more spacious than most of the other business class arrangements and the service was outstanding.
NZ is a vacation/leisure destination for many and thus the 2-2-2 arrangement will not matter as much as it might on other routes.
Except Delta is using the ex-LATAM planes in a variety of markets. For over 10 years Delta's strongest marketing claim was that every business-class seat outside of the 757 wasn't just lay-flat, it had direct aisle access. That's been eroded by the ex-LATAMs. Plus, you have the issue of 3x3x3 in economy. I also believe there's no wifi and no premium economy. Right?
No, customers aren’t refusing to fly an aircraft just because there’s no premium economy, 1/3 of business class seats don’t have aisle access and every business class seat has an adjacent passenger. They’re refusing to fly it because 3 other carriers that fly this route offer premium economy, direct aisle access and without requiring seat mates for every business class passenger, which DL does not. All while having 0 partners in the South Pacific.
If...
No, customers aren’t refusing to fly an aircraft just because there’s no premium economy, 1/3 of business class seats don’t have aisle access and every business class seat has an adjacent passenger. They’re refusing to fly it because 3 other carriers that fly this route offer premium economy, direct aisle access and without requiring seat mates for every business class passenger, which DL does not. All while having 0 partners in the South Pacific.
If DL cared so much about developing markets with ex-LATAM configured aircraft, it could save a hundred million or more dollars by choosing to keep the existing cabin.
I can only imagine how the amazing revenue metrics and yield for DL given the premium nature of this highly lucrative business route just like it is for Tahiti and HNL-HND. They should go double daily and add additional routes from other hubs.
> the ex-Latam aircraft are perfect for dominating a market
You've gotta be high to think DL is going to dominate this market.
Anyone want to wager that some Delta executive or board member wanted a way to fly to New Zealand? Or maybe Delta picked up the US mail contract.
Wonder if AA will respond in kind by going daily year round with AKL-LAX. AA long haul network remains predictably anemic but they seem to be investing more in the QF JV to maintain parity at LAX with the huge influx of seat to AKL
No thanks, I’ll pass. For such a long flight, I would pick an actual premium airline!
#NoMoreDelta
Soon you'll be able to fly Delta's subpar business-class to AKL for only 2,500,000 SkyPesos per person each way! Better get on those Delta AmEx sign-ups!
Will any points and miles enthusiasts fly overseas with US airlines? Unless they write take home reports about the journeys. The Big Three have a chokehold on domestic travels but I do not think that they have a competitive edge on global routes.
As a Delta diamond, I've been flying Air France and even Aeromexico to Europe in business-class since 2022. Delta's hard and soft products aren't worth it. They want me to spend $35,000 for diamond but cater wine that retails for more than $10 in business-class. Absurd.
I meant ... don't cater wine that retails for more than $10.
That’s exactly what I do! Only change now is that I won’t credit anything anymore to Delta Skymiles or use Amex!
I wouldn’t say they have a competitive edge vs foreign airlines, but UA Polaris is a perfectly nice way to get to Europe or Asia. You can do worse. And not all foreign carriers are sunshine and roses.
What is Delta thinking? The 2 x 2 x 2 business-class configuration between Los Angeles and Auckland simply isn't competitive. Anyone spending their own money should fly Air New Zealand or United.
Air New Zealand's business class isn't competitive. The seat is terrible. DL opting to put the LATAM A350 on the LAX-AKL shows it is chasing leisure, not premium traffic.
Air New Zealand has a much better soft product.
You also can't access a Sky Club on an economy or comfort plus ticket. I would consider flying through Hawaii or Tahiti if I couldn't afford business-class or didn't have the miles for an award-redemption.
I also highly recommend looking at Fiji Airways, connecting. I found RT J for ~$5K per person. DL/UA were looking for over $12K roundtrip for all dates in the vicinity. LAX-NAD-CHC
It's not inferior to Air New Zealand's 787 business class in my view. Admittedly you don't have direct aisle access from every seat, but for what is primarily going to be a leisure route for Delta, it's not a big deal.
Maybe, but Air New Zealand has a much better soft product. Delta's hard and soft product is not competitive.
And considering the fact that you can't access a Sky Club on an economy (Delta's main cabin) or extra-legroom economy (comfort plus) ticket, I would consider flying through Hawaii or Tahiti if I couldn't afford business-class or didn't have the miles for an award-redemption.
Curious that they chose the ex-Latam airplanes to operate this route with the inferior 2-2-2 business class