Delta Air Lines has just started welcoming guests at an exclusive new check-in facility at Los Angeles International Airport (LAX), which is part of the carrier’s investment in the airport.
In this post:
Delta’s new premium check-in facility at LAX
Delta’s new premium check-in facility at LAX is located on the arrivals level of Terminal 3. It’s interesting that this facility is located on the arrivals level rather than the departures level, but I suppose there’s often less traffic on the lower roadway, so that could turn out to be an advantage, depending on the time of day (though I suspect the real reason it was built there was due to available space).
Often there’s not much value to premium check-in facilities unless you’re checking bags, but this is one that eligible travelers will want to check out.
For those who actually need to see an agent, the check-in facility is staffed by elite services check-in agents. There’s also a sitting area with refreshing towels, light food, and beverages available.
For those who just want to breeze through security, this facility has a private TSA screening lane, offering direct access to the Delta Sky Club.
The check-in area also has artwork from two local artists, in partnership with ArtLifting, a social enterprise that “champions artists impacted by disability and housing insecurity.”
This is the only dedicated Delta One check-in facility that Delta has anywhere. Admittedly that’s probably at least in part because LAX is actually a competitive airport, unlike so many of Delta’s other hubs, including ATL, DTW, MSP, SLC, etc., where the airline doesn’t really have to try.
This isn’t the first time that there has been a Delta One check-in facility at LAX, as I also remember using one nearly a decade ago. However, that was eliminated years ago, and also wasn’t as impressive as this new facility.
Who is eligible to use the Delta One check-in facility at LAX?
Delta One is the name of Delta’s “premium” business class, to differentiate it from domestic first class or short haul international business class. So, who is eligible to use the Delta One check-in facility at LAX?
- All Delta 360 members (which is Delta’s invitation-only status), regardless of where they’re flying, or in what cabin
- Anyone traveling on a same day Delta One ticket, whether directly from LAX, or from another airport via a connection; this would include those traveling nonstop to New York (JFK) in business class, as well as anyone on a same day long haul Delta business class ticket
- Anyone traveling on a same day SkyTeam first or business class ticket on a transoceanic route
This looks great, but…
This is probably the most impressive airline check-in facility you’ll find anywhere in the United States. I can’t think of another check-in facility that offers food and drinks, has a private TSA checkpoint, and offers direct access to the lounge. This even puts to shame American’s Flagship First Check-In at LAX, which is intended to be more exclusive (since it’s not open to standard long haul business class passengers).
The catch is that the experience quickly goes downhill once you get through security. While the new Delta Sky Club LAX looks great, it’s pretty consistently at capacity. My dad recently used it prior to a flight, and had to wait at the door for nearly an hour. And of course once you actually get into the lounge, it’s more crowded than many gate areas.
Delta is in the process of opening Delta One Lounges at JFK and LAX, and they’re expected to open in 2024. Then we’ll finally see an elevated lounge experience for those who are in business class, rather than just anyone with a premium credit card.
I’d say that for the time being, that’s a pretty significant disadvantage compared to the lounges offered by competitors, including American Flagship Lounges and United Polaris Lounges.
Bottom line
A new Delta One check-in facility has opened at LAX. It’s located on the arrivals level of Terminal 3, and offers a space to grab a snack and drink, a private TSA checkpoint, and direct access to the Delta Sky Club.
This sounds to me like the most impressive airline check-in facility you’ll find at any airport in the United States, so well done Delta. It’s just a shame that it’ll likely be another year or more before the Delta One Lounge LAX opens.
What do you make of the new Delta One check-in facility at LAX?
Does anyone know if I can use the new Delta One check in if I"m flying Delta One from LAX to Boston? Online I'm seeing LAX to JFK as the only domestic route.
We fly Delta One nonstop from LAX to BOS!
The new Delta One check in facility at LAX is FANTASTIC!
Ben, do you know if you can use this new Delta One check-in lounge if you have oversized baggage to check in (for example, a bicycle or musical instrument)? Or do you have to go to the main departures level for that?
At LAX all of the international flights leave from one terminal but if the Delta One is not linked to that terminal it's kind of useless for those.
At LAX all of the international flights leave from one terminal
That's even REMOTELY true, lol.
I see virtually no value in a "premium" check-in area. I do not check bags, and I always use mobile check-in. It's exceedingly rare that I need to interact with an agent on any US carrier. I appreciate the dedicated TSA line, but CLEAR and precheck really do render that redundant for me most of the time at LAX (diff story at ATL).
I suppose there are some high spending inexperienced travelers out there, but...
I see virtually no value in a "premium" check-in area. I do not check bags, and I always use mobile check-in. It's exceedingly rare that I need to interact with an agent on any US carrier. I appreciate the dedicated TSA line, but CLEAR and precheck really do render that redundant for me most of the time at LAX (diff story at ATL).
I suppose there are some high spending inexperienced travelers out there, but this seems like a lot of money to spend on something that really doesn't matter to most. At least they have DL's classic $9 sparkling wine waiting when you get there?
I mean, is it really so difficult for you to envision people who are going on longhaul trips, for possibly extended periods of time, electing to check a bag?
people who are going on longhaul trips, for possibly extended periods of time, electing to check a bag?
Right? It's not like this is the check-in for people going to Vegas or the Bay... this is for the Sydney, Auckland, Tokyo, London, Paris, etc premium passengers.
Seems sorta common sense that many/most of them are going to be checking bags.
Always one who complains about every improvement. Never satisfied
Same as those who complained about the old terminal 3 at LAX and then complain about construction when millions is spent to rebuild it.
I don't think I was complaining, it still just seems like a lot of money that could have been better directed to something more useful. Aren't most business travelers flying to SYD, AKL, TYO, LHR, and CDG carrying on? Maybe I'm just odd, but seriously, who checks bags?
As said above, it's kind of weird that you're struggling so much with the notion that people flying to other continents, possibly for weeks at a time, might just be checking bags. Very weird in fact.
Like fixing the connection between T3 and Bradley would be nice. Got screwed over connecting last month because the airline decided last minute to move the flight to Bradley from T3 and had to take the inter terminal bus.
There is no connection to "fix"... the connector is still being built, and it's actually running about 18mo ahead of schedule.
That, and gate changes happen. Did you make the flight; were you accommodated if not? Unless your answer to both is "no," then not sure what you're evening whining about.
They've literally been working on building that exact connection to TBIT. You realize Delta can do more than one things at one time, right?
NO! We're not going to a meeting, we're spending 3+ weeks. So the carry on bag only is absurd in our case. We check bags all the time, even domestic. To each his own, relish it.
I was there on Opening Day (Wednesday) and had an opportunity to speak with the Delta executives who flew in for the occasion. It's probably worth noting a few things. First, as with JFK, Delta One Dining will be pushed back into next year. Delta One Dining would be best compared to Flagship First Dining as opposed to the Flagship Lounge. While Delta One passengers currently use the "regular" SkyClub, dining will take a step...
I was there on Opening Day (Wednesday) and had an opportunity to speak with the Delta executives who flew in for the occasion. It's probably worth noting a few things. First, as with JFK, Delta One Dining will be pushed back into next year. Delta One Dining would be best compared to Flagship First Dining as opposed to the Flagship Lounge. While Delta One passengers currently use the "regular" SkyClub, dining will take a step up next year. Second, Opening Day was also the opening of the T3 SkyClub's interior seating expansion as well as the exterior patio expansion. I was there early afternoon and the SkyClub was at perhaps 25 percent of capacity. I have been at that SkyClub many times. While I've been there when there's been abundant attendance, I've NEVER had to wait to get in. Maybe I'm lucky. Third, I'm in AA Flagship Lounges sometimes a dozen times a year and I can say in good conscience that the new SkyClubs are unquestionably superior to Flagship Lounges.
So just to clarify, unlike at JFK, where there will be a separate DL One Lounge, DL will only offer DL One Dining at LAX as an extension of the Skyclub. Also, did the executives you talked to mention when the new DL One Check in and security lane will open at JFK? Flying DL One in December, so while I will miss the DL One lounge (really pissed about that) I hope to at least experience the new check in.
So just to clarify, unlike at JFK, where there will be a separate DL One Lounge, DL will only offer DL One Dining at LAX as an extension of the Skyclub. Also, did the executives you talked to mention when the new DL One Check in and security lane will open at JFK?
One other data point that validates the importance of this D1 lounge to DL at LAX is that DL has told its pilots that its 350 pilot crew base at LAX will more than double over the next couple years. They have already loaded LAX-CDG as an A350 and have said that the A350 will replace the A330 in other markets. Given that DL has 16 A350s due for delivery in the next 3 years...
One other data point that validates the importance of this D1 lounge to DL at LAX is that DL has told its pilots that its 350 pilot crew base at LAX will more than double over the next couple years. They have already loaded LAX-CDG as an A350 and have said that the A350 will replace the A330 in other markets. Given that DL has 16 A350s due for delivery in the next 3 years and conversion including the 9 ex-Latam A350s that don't have a DL-standard configuration and are being used for transatlantic, high volume routes. DL will be growing over the Pacific - and DL's CEO has a preference for building LAX to grow in Asia.
The A350 is the most economical aircraft available to fly the Pacific.
ICN-LAX will come along w/ more cities in Asia and the S. Pacific.
The D1 lounge is part of DL's strategy to sustainably become the largest longhaul carrier at LAX including across the Pacific.
If UA can do it at SFO, DL can do it at LAX.
Right… because delta is the first to try making LAX a pacific hub. Only problem is they’re actually in a worse place at lax vs aa and ua to do it. Though it is telling that Delta is moving toward growth in lax and less for Seattle. Says a lot, really, given AA’s stated push there when Asia opens back up.
Delta has:
1. Worst west coast network vs UA and OneWorld (and yes,...
Right… because delta is the first to try making LAX a pacific hub. Only problem is they’re actually in a worse place at lax vs aa and ua to do it. Though it is telling that Delta is moving toward growth in lax and less for Seattle. Says a lot, really, given AA’s stated push there when Asia opens back up.
Delta has:
1. Worst west coast network vs UA and OneWorld (and yes, you have to take aa/as together at lax given reciprocal benefits on the networks makes most pax indifferent in terms of loyalty between the two. Used to include JetBlue in this but that seems up for debate at the moment
2. The worst JV partners at lax since the major destinations are Sydney, London, and Tokyo. Delta, at least, has a JV partner in London (barely)
3. The smallest frequent flier program penetration in SoCal vs UA and AA
4 the absolute last to the business class lounge game. And hell, AA’s partners can use the QF lounges in tbit, better than a future delta lounge or flagship lounge.
Let’s just not pretend anything delta is doing in lax is groundbreaking, new, or breaking the mold. They aren’t the first to try to be the leader in LAX and they won’t be the last. But, just like AA most recently, delta isn’t going to get any more gates from LAWA aside from the tbit already promised ones and that’s what prevents anyone from “winning” in LA.
Pretty checkin area though. Sad that their customers go straight to waiting in line for the sky club…
your comments are not only loaded w/ bias - ignoring facts - but are intentionally factually wrong.
After the DOJ won a case against the NEA, it is incredible the number of AA fans - maybe they are really all just you - that keep arguing that AA/AS should be treated as one. AA and AS from a financial standpoint at the airline passenger ticket level are simple codeshare partners. Period. The alliance relationship is...
your comments are not only loaded w/ bias - ignoring facts - but are intentionally factually wrong.
After the DOJ won a case against the NEA, it is incredible the number of AA fans - maybe they are really all just you - that keep arguing that AA/AS should be treated as one. AA and AS from a financial standpoint at the airline passenger ticket level are simple codeshare partners. Period. The alliance relationship is nowhere near what any carrier has with a foreign JV partner. There is no revenue sharing or joint capacity planning. AA and AS buy seats from each other on a one seat at a time basis.
AA and DL serve precisely the same 2 transpacific destinations on their own metal right now. DL will be adding AKL while AA will not. DL will add ICN; AA is not even flying to HKG - an alliance but not JV partner.
If you actually counted the number of JV partner seats on AA, DL and UA partners out of LAX, you would find that the balance actually is nowhere near as in AA or UA's favor as you think.
in terms of capacity and revenue on the west coast, it is UA first and DL second... and UA's position at SFO is not as solidly ahead of DL given that so much of its was supported by China which UA can't re-add
multiple REAL customers here have said that DL's standard Sky Club is better than AA or UA's premium international first class lounges. DL clearly didn't need to have a premium international lounge up to this point and is doing it now as much because it needs to add lounge space and so will invest in a premium international lounge rather than just add more Sky Club space.
you are free to have your own opinions but you aren't free to make up "facts" or use them incorrectly when there are people that really know the difference
Yikes Tim... I hit a nerve...
Per AKL... ummm. Check Google flights on LAX-AKL. You'll find AA on the route seasonally (not here claiming it's as long as DL, it isn't but they serve it from two destinations, not one and AA actually has revenue data in the market to know when to start/stop service at AKL from LAX, DL does not). You'll also find DL on the route only Seasonally despite a launch...
Yikes Tim... I hit a nerve...
Per AKL... ummm. Check Google flights on LAX-AKL. You'll find AA on the route seasonally (not here claiming it's as long as DL, it isn't but they serve it from two destinations, not one and AA actually has revenue data in the market to know when to start/stop service at AKL from LAX, DL does not). You'll also find DL on the route only Seasonally despite a launch of year-round on LAX-AKL. I'm not going to say year-round service is necessary on AA on LAX-AKL, it isn't. The demand is in Northern winter, but AA can, at least, get customers to AKL year-round via partners in NAN, PPT, & most of Australia. They don't need to serve AKL year-round to be relevant to their loyalty base. DL does. They have no partner anywhere in Oceania or the South Pacific. Lest you've forgotten, United took away VA.
Per AA/AS... sad to tell you, but what I said is that AA customers, like most people, care about the value of their loyalty. AA created a mechanism where Alaska's network rewards it. They get miles they get upgrades just like on AA. No one said they have joint venture or even compared it to the NEA. THat's just you trying to find some obscure argument.
And again... what does serving HKG from LAX have to do with anything? Delta doesn't do that? AA's customers probably prefer CX anyway. I certainly would and I'd accrue AAdvantage miles when I fly them. AA doesn't need to fly to HKG; DL needs to fly to ICN because of their pilot contract. There's literally no other reason except Delta corporate has bad negotiators (no offense to the DL ALPA guys; props to you all).
DL & AA may serve similar places on their metal from LAX, but that ignores partnerships at LAX, which you completely ignored and somehow started talking about nonstops to Seoul... AA has JVs to three locations in Australia. Partnerships throughout the South Pacific. A JV partner in Tokyo and London. And we aren't even talking about the behemoth of alliances at LAX: United.
If someone prefers a sky club over Flagship or Polaris lounge, good for them. Delta doesn't seem to know they exist since they're building a lounge to compete with Flagship and Polaris.
Sometimes it's best to just back off, keep on topic to what someone said, instead of trying to redirect to what you'd prefer to talk about.
Good for delta for trying in LAX, but they're hardly the first and they're starting from a worse position at LAX by just about any standard: Partnerships, LAX-specific west coast network, SoCal airports network, and frequent flier base.
Cool it with the dogmatic statements.
Meh, it's not like DL was the first (post deregulation) to try to turn JFK into a major/primary TATL hub either.... but they were eventually the ones to do it right.
Who's to say the same can't happen here?
let's not forget that DL wrote down $1 billion on their 777 fleet, part of which was used to serve LAX to Asia/Pacific but acquired a largely all-new fleet of A350s and A330NEOs, the most cost efficient aircraft on the market (other than the A350-1000 which is expected to come).
AA was heavily committed to LAX to China even as the Chinese government subsidized their airlines. No airline can compete with a foreign government.
let's not forget that DL wrote down $1 billion on their 777 fleet, part of which was used to serve LAX to Asia/Pacific but acquired a largely all-new fleet of A350s and A330NEOs, the most cost efficient aircraft on the market (other than the A350-1000 which is expected to come).
AA was heavily committed to LAX to China even as the Chinese government subsidized their airlines. No airline can compete with a foreign government.
Add in that AA thought it was ok to let QF do the lifting to Australia while DL stayed in and then upped its service.
Or that AA flew LAX-GRU/EZE, long-thin markets that compete against eastern US hubs where AA was stronger) and at best are left to lower cost Latin airlines...
and AA really just chose a lot of bad markets, used the wrong airplanes (what we have seen over and over and over again) and couldn't sell high value tickets like DL and UA can - and it isn't hard to see why DL has overtaken AA in the LAX market and will have a decently larger longhaul operation than any other airline at LAX, perhaps in history
Add in that AA thought it was ok to let QF do the lifting to Australia
How's that any different than DL, who for the entirety of its relationship with VA, never did anything other than a single flight to Sydney?
DL didn't even fly to Australia for years and returned to Australia long before AA and has still increased its flights using larger aircraft. DL's A350s currently seat within one passenger of th enumber on AA's 77Ws which is the largest aircraft in AA's fleet and which has served Australia briefly.
DL carries more traffic from the US to Australia than AA. AA is relying more on its JV partner than DL.
I asked you how is DL offering a single flight and relying completely on its (now former) partner for all other Australian services, different than AA.
Your response was to tell me that DL has 1 less seat per op than AA, and started its single flight earlier.
Simply typing the words "no difference," would've saved you a lot more time. ;)
DL returned service to Australia sooner than AA, DL is using aircraft that seat more passengers, and DL is operating more than 1 flight/day for half of the year.
fair point Concorde, but LAWA has fought back far more determined airlines than the Port Authority ever has. The Port Authority doesn't seem to have an issue with a large plurality dominating traffic at JFK, LAWA has historically never wanted it or allowed it and has made purposeful decisions to make sure it doesn't happen. JFK is largely a slot, not gate issue. As you know, LAX is a gate, not slot issue.
Also DL ADDED an industry leading skip the line feature for its hour long waits at SkyClubs. I’ll wait for you to comment how many airlines in the empire offer this feature.
Tin makes excellent points about AA not launching LAX-AKL and less Medallions reducing SkyClub crowding. You probably didn’t know, but non credit card holding Medallions on international itineraries made up the largest passenger segment for SkyClub access, and it wasn’t even close....
Also DL ADDED an industry leading skip the line feature for its hour long waits at SkyClubs. I’ll wait for you to comment how many airlines in the empire offer this feature.
Tin makes excellent points about AA not launching LAX-AKL and less Medallions reducing SkyClub crowding. You probably didn’t know, but non credit card holding Medallions on international itineraries made up the largest passenger segment for SkyClub access, and it wasn’t even close. One only needs to look at DLs crowding at its premium lounge facilities that don’t allow credit card access.
The industry is a marathon not an amusement park, there are no height, weight or age requirements.
but LAWA has fought back far more determined airlines than the Port Authority ever has.
True... PANYNJ was always more "approachable" (ask Smisek, lol) in many regards, despite having its own nonsense with which airlines must contend.
But that said, the gate issue isn't nearly the impediment for DL as it was prior to its rebuilding of the northside: it's now got 27 permanent gates, 4 priority swing gates, and essentially unfettered access to Bradley's...
but LAWA has fought back far more determined airlines than the Port Authority ever has.
True... PANYNJ was always more "approachable" (ask Smisek, lol) in many regards, despite having its own nonsense with which airlines must contend.
But that said, the gate issue isn't nearly the impediment for DL as it was prior to its rebuilding of the northside: it's now got 27 permanent gates, 4 priority swing gates, and essentially unfettered access to Bradley's now-extended CUTE gates, save during the mid-afternoon Euro rush.
Even disregarding common use (by either carrier), that's "only" a 7-gate differential with UA's operation in SFO.
Bit premature to compare the two, as was done above, but does somewhat illustrate the point that gates@LAX is nowhere near the impediment that slots@JFK are now, for DL at least.
thanks for pointing out the gate difference w/ UA at SFO. I didn't realize how close it was getting.
You are right that DL has access to a whole lot of real estate at LAX -more than any airline ever has had.
The reason why US airlines have done poorly at LAX is because they offer such a low quality and high priced product compared to their Asian competitors - of which LAX has...
thanks for pointing out the gate difference w/ UA at SFO. I didn't realize how close it was getting.
You are right that DL has access to a whole lot of real estate at LAX -more than any airline ever has had.
The reason why US airlines have done poorly at LAX is because they offer such a low quality and high priced product compared to their Asian competitors - of which LAX has plenty.
I am not sure I would compare DL's service to SQ's but I have flown enough carriers to know that DL does compare favorably in some characteristics to even some of the best Asian (including Middle East) airlines.
And the big difference on transpacific routes is aircraft operating costs. DL is clearly committed to operating all new-generation aircraft over the Pacific and the lowest cost models even of those.
And DL does have a track record of getting more corporate contract revenue than AA or UA - and that is the stuff that moves the needle when you are competing w/ foreign carriers.
A dedicated high premium check-in for the most elite corporate accounts and for celebrities will translate into a real revenue difference.
It is very possible that DL at LAX could be close to what UA has at SFO = and DL also has SEA.
@MaxPower
You’re so full of bias. Timotheus is exactly right and he is praised throughout the industry as consistently providing unbiased perspectives.
On SA, he provided excellent financial advice early last year on purchasing calls on WN and puts on UA. Even though all my options expired worthless after taking his advice and hindsight is 20/20, Mr. Bunn always keeps it 100.
DL is in absolute growth mode in LAX, besides existing service in...
@MaxPower
You’re so full of bias. Timotheus is exactly right and he is praised throughout the industry as consistently providing unbiased perspectives.
On SA, he provided excellent financial advice early last year on purchasing calls on WN and puts on UA. Even though all my options expired worthless after taking his advice and hindsight is 20/20, Mr. Bunn always keeps it 100.
DL is in absolute growth mode in LAX, besides existing service in a market in Asia, they also previously announced expansion to their second destination in Asia from LAX and 4th destination overall, null. This complements previous announcements such as PDX-ICN or existing service such as DTW-NGO.
Reminder, no US airline serves their JV partner in Asia from all of its hubs, so it’s not unusual for DL to not fly ICN to SLC, LAX, JFK, BOS, etc.
I came for comments on the new check-in facility. I got everything else but comments on the new check-in facility.
Other than "pics look nice," what kind of commentary did you expect to get, for something that almost no one has had a chance to see or experience yet?
Lucky - I have to disagree with your comment on the SkyClub vs AA and UA.
1) I'd say pound for pound, the SkyClub is at least equal to the AA Flagship Lounge, largely due to the SKyDeck and the special food station they have (I had ramen a few flights ago there). AA Flagship Lounge is good, but kind of generic. And they killed off Flagship Dining at AA, removing some of the uniqueness....
Lucky - I have to disagree with your comment on the SkyClub vs AA and UA.
1) I'd say pound for pound, the SkyClub is at least equal to the AA Flagship Lounge, largely due to the SKyDeck and the special food station they have (I had ramen a few flights ago there). AA Flagship Lounge is good, but kind of generic. And they killed off Flagship Dining at AA, removing some of the uniqueness.
2) With this new check in area, they added capacity of the regular SkyClub
3) UA Polaris Lounge doesn't provide access on transcons, eliminating a big method of access. So the real comparison is the regular UA Club - I haven't seen it, but I would guess the current SkyClub is superior, and the upcoming D1 club will be much better
The one additional eligibility criterion of D1 on LAX-JFK is not enough to justify your claim that a fairer comparison is against United Club.
The Polaris lounge crushes SkyClub.
That’s pretty cool! Reminds me of BA F check-in at LHR with the private security checkpoint. Does the TSA checkpoint include Pre-Check or does everyone have to take shoes off/laptops out?
Even if they won't have a dedicated line, I'd image it'd be like JFK T1, where they don't technically offer PreCheck, but if your ticket shows that you have it, they'll leave you alone about shoes/laptops/etc.
"This is probably the most impressive airline check-in facility you’ll find anywhere in the United States."
True statement. and validates that DL is aiming to provide a best in class experience.
As for the comment about waiting to get into the SkyClub, if you are a platinum or above, you don't wait. Just had a Diamond friend visit the LAX Sky Club and talked about being invited directly in because of his status.
...
"This is probably the most impressive airline check-in facility you’ll find anywhere in the United States."
True statement. and validates that DL is aiming to provide a best in class experience.
As for the comment about waiting to get into the SkyClub, if you are a platinum or above, you don't wait. Just had a Diamond friend visit the LAX Sky Club and talked about being invited directly in because of his status.
The only people that use the Delta one check-in that might have to wait are those flying D1 that have status lower than platinum.
and Delta will be adding a D1 check-in at JFK but that is much harder to do given the terminal set up. Controlling the entire terminal as Delta does at LAX makes it much easier.
There is no need or likely market to do that in ATL, DTW, MSP - any more than AA or UA will do it in DFW or IAH
Actually even those in D1 don’t really have to wait. Even domestic first class gets priority entry if there’s a line. The ones who have to wait are those in economy without high status (which is many, because of credit cards).
While there is a priority line, there is often a wait, its just 10 min instead of an hour. Still completely unacceptable to have to wait in a line to access a lounge when flying Delta One, because there are a bunch of Y customers entering with credit cards. Can’t wait for the new D1 lounges, should be a marked improvement over the Skyclub
once again, my friend who is Diamond had NO WAIT to get into LAX even though there were lines for other customers.
I have never seen a line for Diamonds and above... perhaps they exist but where I have seen lines, it is for the non-priority guests
And all of the noise about SkyClub crowding misses that Delta is building more SkyClub and D1 lounge space than any other airline in the world and...
once again, my friend who is Diamond had NO WAIT to get into LAX even though there were lines for other customers.
I have never seen a line for Diamonds and above... perhaps they exist but where I have seen lines, it is for the non-priority guests
And all of the noise about SkyClub crowding misses that Delta is building more SkyClub and D1 lounge space than any other airline in the world and esp. at JFK which has the worst overcrowding.
And my friend, who had some status carry over during the pandemic, admitted he won't be diamond next year. There are people that have status that they will not have next year and that will alleviate Sky Club overcrowding.
The D1 lounge is part of DL's intention to grow its elite presence, esp. in the NYC and LAX markets.
It’s not Platinum and above, priority access based on status is for Diamond and 360 only. And anyone in D1 or first class, even domestic, and regardless of status, has priority access. I don’t know where entrance from the D1 check-in spits you out, but since everyone coming from there should have priority access, my guess is that you walk right in - or at the very least, you’re sent to the priority access line.
Well that's not totally true. I'm Diamond and still had to wait 15 mins because of capacity issues, but did get in before others in line.