We know that Delta has big growth plans at Los Angeles Airport (LAX), as the airline sees a “once in a generation” opportunity to dominate an airport that has historically seen traffic fairly evenly split between the “big three” carriers.
Well, Delta has just revealed its latest route addition out of the airport, which is service to Newark (EWR). That might not sound that strange on the surface, though competitively the airline will be at a major disadvantage, and I’m trying to figure out exactly what type of consumer this flight is targeting.
In this post:
Delta launches LAX to EWR route as of April 2027
As of April 12, 2027, Delta intends to launch twice daily flights between Los Angeles and Newark. The 2,453-mile flight will operate with the following schedule:
DL732 Los Angeles to Newark departing 7:40AM arriving 4:15PM
DL980 Los Angeles to Newark departing 9:25PM arriving 6:00AM (+1 day)
DL833 Newark to Los Angeles departing 7:30AM arriving 11:05AM
DL2447 Newark to Los Angeles departing 5:25PM arriving 9:00PM
Both daily flights will be operated by “standard” domestic Airbus A321neos, featuring 194 seats, including 20 first class seats and 174 economy class seats.
Here’s how Scott Santoro, Delta’s VP of Los Angeles and West Coast sales, describes this:
“Los Angeles plays a central role in Delta’s network, and this new nonstop service to Newark reflects our commitment to connecting customers across key business markets. By offering twice-daily flights on our Airbus A321neo, we’re delivering more choice, comfort, and reliable connectivity between the East and West Coasts.”
When it comes to competition in this market, this is one that United dominates, with 10 daily flights, mostly with wide body aircraft featuring Polaris business class seats. Interestingly, United’s partner, JetBlue, will shortly be cutting this route, so the only other competitor is Alaska, which operates up to three daily flights.
Let me also emphasize that it complements service from LAX to New York Kennedy (JFK), a market in which Delta operates up to 11 daily flights.
Delta is really trying to build out its LAX hub!
It goes without saying that Delta is at a massive competitive disadvantage flying between LAX and EWR, in terms of frequencies and onboard product. Delta generally performs best financially in markets where it dominates, to or from a fortress hub (as do most US carriers, for that matter).
The market between LAX and EWR is the third highest revenue domestic market in the country, and that’s overwhelmingly thanks to United’s presence there. United dominates Newark.
It’s pretty clear that this route is a lot more about traffic originating at LAX rather than traffic originating at EWR, given what a loyal following United has at the latter airport. Still, the potential demand for this strikes me as rather thin. This is just going after Delta loyalists who insist on flying to EWR over JFK, and who don’t care about product or schedule? Oh, and it’s not even going after those who frequently fly between LAX and EWR, because presumably they’d be loyal to United, since they’d value the product and schedule?
I get the concept of Delta trying to build out a schedule from LAX, though I think the toughest part here on the premium front is that Delta isn’t even flying a plane with flat beds. That’s also why I find this route to be even more questionable than Delta’s new route to Chicago (ORD), because at least there you don’t have a single dominant airline, and it’s not like competitors typically offer a premium flat bed product.
Admittedly the networks of all airlines include a combination of money making routes and money losing routes, with the latter often being part of some larger strategic initiatives. It does seem to me like Delta is currently engaged in quite a few “growth” initiatives that will have questionable results, ranging from its new Austin (AUS) focus city, to whatever you call the situation in Seattle (SEA), to now building up LAX, including a route to Hong Kong (HKG), which is certainly hemorrhaging money.
Bottom line
As of April 2027, Delta plans to start flying between Los Angeles and Newark twice daily, using Airbus A321neos. This is part of the carrier’s initiative to grow its presence at LAX, and become the dominant airline there.
This route might not sound that strange, but Delta is going up against one of United’s strongest routes, with 10 daily flights operated by wide body planes. So two daily flights operated by standard domestic aircraft doesn’t seem like it’s going to steal much market share.
I get the concept of wanting to build out a network, but there’s a very narrow set of circumstances under which anyone not simply looking for the cheapest fare would select Delta in a market like this. And with a block time of over 6.5 hours westbound, this isn’t exactly a cheap flight to operate.
This LAX growth just strikes me as a massive money pit, and it’s not clear to me how Delta will turn this into some big money marker.
What do you make of Delta’s new LAX to Newark route?
Pretty sure this is just about growing their feed for LAX. 2x daily isn't competitive, probably just timed to connect to their longhaul banks at LAX rather than O&D. O&D business travelers will fly JFK-LAX, which is anyways the better route.
@ yoloswag420 -- That's a good theory, but the timings don't really match up with a 7:40AM and 9:25PM departure from LAX, which seems much more about the local market than connections.
MEL lands at 7:33AM, HKG lands at 8AM, HND lands at 11:05AM, and PVG lands at 3:49PM. The only good connection is SYD, which lands at 6:05AM.
Seems more targeted against Alaska which traditionally operates flights at those times, although down often to 1x/day since last summer
@ AAflyer -- Though what upside does DL have going after AS? AS is neither strong at EWR nor at LAX, so competitively there's not much to gain, since this is unrelated to their SEA battle.
If J is priced a lot less than D1 to JFK there may be a decent market for this route
@ JustinB -- Perhaps, but then Delta would largely just be cannibalizing its own premium demand to JFK.
Are these going to be on the 20F or 44F configs? I could see a decent market for the 44F configs until they get the lie flats figured out. It is a true premium route and they could come in a really undercut what UA has been commanding for J (albeit a very different product). It's always crazy to me how little difference AS has on the SFO/LAX-JFK routes in J. Heck, even if they...
Are these going to be on the 20F or 44F configs? I could see a decent market for the 44F configs until they get the lie flats figured out. It is a true premium route and they could come in a really undercut what UA has been commanding for J (albeit a very different product). It's always crazy to me how little difference AS has on the SFO/LAX-JFK routes in J. Heck, even if they have to compete against UAs real PE pricing, I could see them regularly selling out a huge chunk of these seats rather than making it an upgrade fest.
@ AdamH -- It shows the 20F configuration. But even the 44F configuration wouldn't actually make the product more premium for those in premium cabins. Also keep in mind that for UA, a large percentage of EWR-LAX tickets are sold as part of larger itineraries, so it's hard for DL to steal too much market share.
But sTD tells us on the Thought Follower in Travel's post on this subject that LAX-HKG is going better than expected for Ed and Friends!
@ Jeff -- Well since Tim only cares about data and not speculating, I'd love to see his data on LAX-HKG doing well!
yeah harebrained and executive-therapy-by-route-map, but hey if it makes ed feel better about UA's ascendency then who's to say if it's good or bad