Earlier this year, we finally saw the introduction of Delta One Lounges, a long overdue development for the airline that claims to be the most premium in the country. These are dedicated premium lounges that are better than Delta Sky Clubs, and are intended to compete with American Flagship Lounges and United Polaris Lounges.
In June 2024, we saw the opening of the Delta One Lounge New York (JFK), and in October 2024, we saw the opening of the Delta One Lounge Los Angeles (LAX). There’s now an exciting update, as the next location has opened its doors.
In this post:
Delta One Lounge Boston now open
The Delta One Lounge Boston (BOS) is officially open as of today, Wednesday, December 11, 2024, making it the next outpost of Delta’s premium lounge network.
The new Delta One Lounge Boston is connected directly to the new(ish) Delta Sky Club in Terminal E, near gate E13. You actually access the Delta One Lounge through the Sky Club, so think of it as a lounge within a lounge. While the Delta Sky Club is open daily from 5AM until 1AM, the Delta One Lounge is open daily from 2PM until 9PM, so has much more limited hours, reflecting Delta’s afternoon and evening bank of long haul flights.
The Delta One Lounge Boston is the smallest in the network — it’s just 6,700 square feet, with seating for 121 guests. As a point of comparison, the Delta One Lounge Los Angeles is 10,000 square feet, with seating for over 190 guests, while the Delta One Lounge New York is 40,000 square feet, with seating for over 500 guests.
The Delta One Lounge Boston is described as being inspired by Boston’s maritime past, with a custom-designed sail ceiling and a nautical-inspired bar. The ceiling and bar shape pay tribute to the USS Constitution, or “Old Ironsides,” the world’s oldest commissioned naval warship still afloat, which resides in Boston Harbor.
As it’s described, the color palette also pays homage to Boston’s academic heritage, with maroon shades and rich leather, evoking the city’s classic learning institutions.
The lounge has a seafood-inspired menu, curated by chef Ed Brown. You can expect elevated takes on seafood classics, like lobster rolls, octopus carpaccio, crab cakes, cod milanese, and more. Guests receive a three-course, fine-dining experience in less than an hour. There are also signature bar snacks, plus local Boston desserts.
The Delta One Lounge has its own private restrooms, while the shower suites are shared with the Delta Sky Club.
Here’s how Delta’s VP of Sky Club and Lounge Experience describes the latest network addition:
“No two Delta One Lounges are alike – with each new space, we strive to create something truly special and distinct to the host city, while never compromising on service or quality. We want guests of this Delta One Lounge to feel like VIPs at the city’s finest private dining establishment, one that draws inspiration from the history and culinary traditions of Boston.”
It’s interesting to note that the Delta One Lounge Boston doesn’t have much in the way of amenities, but instead feels more like a huge restaurant. I’m curious to see how crowding is managed, given the lounge’s small size. There will potentially be more guests than seats, so perhaps there will be a heavy emphasis on enjoying a nice meal, and then guests will be encouraged to hang out in the Sky Club?
With this lounge now being open, there are confirmed plans for two more lounges to be part of the network. The Delta One Lounge Seattle (SEA) is expected to open in early 2025, while the Delta One Lounge Salt Lake City (SLC) is in the works, but has no official opening timeline yet.
Delta One Lounge Boston menu & drink list
Above, I’ve covered the basics of the food and beverage concepts at the Delta One Lounge Boston. To go into a bit more detail, Delta has also shared the menus and drink list in the lounge, which I’ll post here.
Below you can find the Delta One Lounge Boston menu (sorry for the quality — it’s what Delta shared with me).
And below is the Delta One Lounge Boston drink list, including some of the premium options available for purchase.
Delta One Lounge Boston access rules
The Delta One Lounge Boston has the same access requirements as existing Delta One Lounges. There are essentially three sets of passenger who get access to Delta One Lounges:
- Same day departing or arriving Delta One ticketed passengers (this is the name of Delta’s premium business class experience); it doesn’t matter if you paid cash, redeemed miles, or upgraded
- Delta 360 members departing or arriving on a same day Delta first class ticket
- Same day departing or connecting passengers on flights operated by select Delta partners in first or business class; this includes passengers on Air France, LATAM, KLM, Korean Air, and Virgin Atlantic
Given that all of those airlines depart from Terminal E at Boston Airport, there are potentially quite a few people with access to this lounge (though not all airlines depart over the lounge’s opening hours). This is a huge lounge access upgrade for any premium SkyTeam passengers departing in the evening, given that the Air France Lounge Boston isn’t exactly luxurious.
As far as guesting policies go, guests aren’t allowed for those eligible for access, with the exception of Delta 360 members. Delta 360 members eligible for access may bring their immediate family (spouse or domestic partner and children under the age of 21), or up to two companions, for an entry fee of $100 or 10,000 Delta SkyMiles per person.
Note that while Delta Sky Clubs have a three hour access rule (whereby you can only access the lounge within three hours of departure, unless connecting), that doesn’t apply at Delta One Lounges.
Bottom line
The Delta One Lounge Boston is now open, connected directly to the Delta Sky Club in Terminal E. It’s by far the smallest lounge in the network, spanning just 6,700 square feet, with seating for 121 guests. The lounge does look beautiful, and is essentially just one huge restaurant. If you have an eligible flight through Boston, this is probably worth looking forward to…
What do you make of the new Delta One Lounge Boston?
The wine list needs an upgrade!!!
Menu looks pretty good, I'm tempted to book myself a ticket just to try it out! What blew me away was the liquor and wine selection, very impressive! Diplomatico rum, all of the tequilas (besides the Classe Azul, yuck! They couldn't get a Cazcanes or Volcan De Mi Tierra as the "reserve"?), and the whiskey selections are very well curated! Reserve spirits are also very well priced! The wines are nice, but the paid stuff...
Menu looks pretty good, I'm tempted to book myself a ticket just to try it out! What blew me away was the liquor and wine selection, very impressive! Diplomatico rum, all of the tequilas (besides the Classe Azul, yuck! They couldn't get a Cazcanes or Volcan De Mi Tierra as the "reserve"?), and the whiskey selections are very well curated! Reserve spirits are also very well priced! The wines are nice, but the paid stuff like Opus One, Laurent Perrier Grand Siecle, and Silver Oak are all priced very close to local retail prices!
Charging for the wines is below what you expect.
The hours of 2-9pm are a major middle finger to Korean air. Their daily boston-seoul flight leaves around lunch time(11/12 ish).
Tim Dunn really went gangbusters on this one. The food looks good but the lounge is too small. And that’s not even an attack on Delta — who knows perhaps there wasn’t any additional space — but just the facts
not sure what "gangbusters means here" but I spend most of my time correcting falsehoods; we have people arguing that DL is smaller from the Northeast to E. Asia by continually including all of Asia because they can't accept that DL is indeed larger from the eastern US to East Asia which most certainly includes SE Asia.
DL doesn't currently serve South Asia or the Middle East so no one would expect them to...
not sure what "gangbusters means here" but I spend most of my time correcting falsehoods; we have people arguing that DL is smaller from the Northeast to E. Asia by continually including all of Asia because they can't accept that DL is indeed larger from the eastern US to East Asia which most certainly includes SE Asia.
DL doesn't currently serve South Asia or the Middle East so no one would expect them to win any contests involving those two regions.
And then we have the people that want to continue to believe that DL loses money in BOS, SEA and every other coastal hub but still ends up as the most profitable airline in the US.
Strangely, they never are able to explain where every other airline manages to lose money or why those airlines couldn't come up with 4 hubs that generate as much profit as DL does.
One thing is certain... DL is not going backward in BOS and it is every other carrier that is retreating, just as in NYC.
I think the truth is somewhere in the middle. I don’t agree with the imbeciles in this forum that constantly blab at Tim without adding any value of their own.
But I also think that Tim sometimes stretches a little in defense of Delta. My recent experiences have been poor and gettingpoorer. I had breakfast at the LaGuardia lounge yesterday where I had a hard time finding a single place to sit and the food...
I think the truth is somewhere in the middle. I don’t agree with the imbeciles in this forum that constantly blab at Tim without adding any value of their own.
But I also think that Tim sometimes stretches a little in defense of Delta. My recent experiences have been poor and gettingpoorer. I had breakfast at the LaGuardia lounge yesterday where I had a hard time finding a single place to sit and the food was so terrible that I couldn’t finish it.
I started playing around with one world and have done a British Airways status match. I honestly think that one world lounges are so far superior to sky team, with a possible exception of the AF business class lounge at CDG
It’s not even close
Erik,
I have never denigrated anyone's personal perception of how and why they prefer any carrier.
I do add a much larger factor to business aspects of the airline product model - and that is why I am biased toward Delta which is still the most profitable U.S. airline and the highest market cap airline in the world.
While I don't disagree that Delta is not operating at some of its historic...
Erik,
I have never denigrated anyone's personal perception of how and why they prefer any carrier.
I do add a much larger factor to business aspects of the airline product model - and that is why I am biased toward Delta which is still the most profitable U.S. airline and the highest market cap airline in the world.
While I don't disagree that Delta is not operating at some of its historic levels of service, the U.S. airline industry and service companies as a whole are still trying to overcome the disruptions that came from covid and the resultant loss of quality that few service companies have overcome.
I also note, accurately, that Delta still sits at the top of a slew of customer service rankings both from government and private sector analysis which means that Delta isn't any worse relative to its competitors than a lot of people think.
You mention LGA which is still an airport in transition for Delta and a major contributor to Delta's bottom line that they have to get right given the large number of business travelers that pass through DL's facilities there.
I personally think that DL spent time during covid trying to see how the industry and DL specifically would fare post-pandemic and is now trying to accelerate their improvements and projects even as other companies including United are seeing significant benefits from their strategies.
Delta has long been conservatively run and also has a history of seeing the big picture and acting on it long before its competitors. You mention oneworld, and while that might be true, AA is the weakest of the big 3 in the US esp. w/ business travel - and their finances show it. There is no end to the revenue gains that DL has made at the expense of AA, including in Boston where AA took its foot off the gas in an attempt to cuddle up to B6 and DL charged ahead with a lead from which they probably cannot be displaced if only because of the space constraints at BOS.
specific to this D1 lounge, it still is the first US carrier premium business lounge at the airport and is part of the largest group of lounges at BOS.
That isn't siding w/ DL any more than it is siding w/ facts. Even though BOS is DL's most recent hub (discounting that DL is the product of a merger with Northeast which was a BOS based airline), BOS has grown faster than any other hub. DL has figured out what it needs to do to win in New England.
The entire Delta One lounge concept is less than six months old and the BOS D1 lounge will be a solid performer for a company that has already done very well in a city where it, once again, has benefitted at its competitors' expense.
9 paragraphs for Tim to pat himself on the back for his own stupidity.
No surprise to anyone
LAX Delta One lounge is great, but why do they not have dedicated showers for these? Bit of a bother to switch between lounges to shower.
And I concur that they don't fully nail the premium aspects like many competitors do.
Oh well...
Charging for good wine in the Delta One lounge is absurd.
Presumably, the Delta One lounge access rules will change once ala carte or unbundled airfares are launched. But that aside, if Delta can actually deliver a three-course meal in under an hour then I wonder if the airline will offer an incentive to skip in-flight meal service. For example, eat in the lounge and save $100 on the airfare. I don't know why anyone with time to spare would skip eating in the lounge for...
Presumably, the Delta One lounge access rules will change once ala carte or unbundled airfares are launched. But that aside, if Delta can actually deliver a three-course meal in under an hour then I wonder if the airline will offer an incentive to skip in-flight meal service. For example, eat in the lounge and save $100 on the airfare. I don't know why anyone with time to spare would skip eating in the lounge for a mediocre in-flight meal on extremely short transatlantic flights from Boston.
Does anyone know if SAS business class passengers will be able to enjoy themselves in the lounge?
As of now, SAS is not in the Delta JV and therefore would not qualify. Given how small and underwhelming the lounge is though, I don't think you're missing out on that much.
I see some comments about how this lounge is smaller than others, less impressive than JFK/LAX, etc. Delta, for better or worse, builds to need. Boston is an emerging long haul destination for Delta, but obviously much smaller than JFK or LAX. So the lounge will be smaller. And in terms of stuff like amenities, Delta will share some between D1 and SkyClubs where appropriate - for example I think the showers at LAX are...
I see some comments about how this lounge is smaller than others, less impressive than JFK/LAX, etc. Delta, for better or worse, builds to need. Boston is an emerging long haul destination for Delta, but obviously much smaller than JFK or LAX. So the lounge will be smaller. And in terms of stuff like amenities, Delta will share some between D1 and SkyClubs where appropriate - for example I think the showers at LAX are all in the regular SkyClub.
I also think I said this earlier in this post - this all shows how the D1 Lounges are an integrated part of an overall lounge strategy. The main benefit of Delta One Lounges is increasing overall lounge capacity at peak time periods. When all of the D1 flights out of Boston are boarding, the lounge is available for those customers so they free up space for additional cardholders at the regular SkyClub. Rather than just open up another SkyClub, it makes sense to differentiate with Delta One given the competitive space
Just an update on the SEA D1 lounge. When at Seatac a couple days ago, there was an advertisement saying the new Sky Club and D1 lounge would open in "Spring 2025." Given this wording, I would assume it is not opening in the next 3 months. The new SEA Sky Club was originally included on the list of clubs opening this year ("Late 2024"), and then when the D1 club was announced, it was said to open in "early 2025." Not too surprising that the openings are delayed.
there are several comments about the Boston metro or the airport or the city so it is worth noting that the Boston generates the 8th highest GDP among US metros, approximately 25% of NYC but half of LA, the 2nd largest metro by GDP. The metros within a position or two of Boston are within 10%. There is a lot of wealth spread among several large metros that are still not the top 3.
Boston...
there are several comments about the Boston metro or the airport or the city so it is worth noting that the Boston generates the 8th highest GDP among US metros, approximately 25% of NYC but half of LA, the 2nd largest metro by GDP. The metros within a position or two of Boston are within 10%. There is a lot of wealth spread among several large metros that are still not the top 3.
Boston Logan serves the largest metro that does not already have a US airline premium business class lounge. Boston is also the largest metro that is served by a single primary airport, similar to what DL has at ATL, DTW, MSP and SLC as well as SEA.
and remember that this is the 4th DL lounge at BOS - on top of 3 SkyClubs. I would strongly bet that BOS ranks pretty high in a ranking of lounge space relative to number of flights by carrier.
MHT & PVD say hello
Both in other states and even though part of New England, both airports are considerably smaller than BOS which is why I said that Logan is the primary airport for the region.
Are there airline lounges at either?
" Boston is also the largest metro that is served by a single primary airport, similar to what DL has at ATL, DTW, MSP and SLC as well as SEA."
this was your quote. PVD and MHT are quite well known to serve parts of the BOS Metro area. MHT isn't the WN heyday it once was but BOS isn't like the Delta core hubs. The Delta core hubs don't have really any significant airports...
" Boston is also the largest metro that is served by a single primary airport, similar to what DL has at ATL, DTW, MSP and SLC as well as SEA."
this was your quote. PVD and MHT are quite well known to serve parts of the BOS Metro area. MHT isn't the WN heyday it once was but BOS isn't like the Delta core hubs. The Delta core hubs don't have really any significant airports nearby. PVD and MHT have considerable service by most major carriers.
Not that airline lounges relate to whether BOS has competitor airports nearby, but yes. PVD has what appears to be a priority pass lounge.
City full of human garbage gets lounge from an airline that is human and mechanical garbage. A match made in hell.
notable that Cranky Flier told you that you were on the verge of being banned from that site because of your incessant trashy comments
If he tries to ban me from there, that would be one site. How many have you been banned from? And you ban-evaded at every single one of them, if I'm not mistaken.
I am telling the truth about Delta. This annoys you because I'm not falling in line with the group think about the Widget and it jeopardizes your self-image as an opinion leader. Too bad. Enjoy the kicking I'm going to continue to give Delta and you across multiple sites.
how, if ORD is your home, do you even have time to be on DL? and for that matter, what airlines do you actually fly if your home is ORD?
If you are loyal to an airline that does their job, your home is not an airport but their airplanes.
You smell very much - and not fragrantly - of being a United employee.
I have repeatedly said that anyone has the right...
how, if ORD is your home, do you even have time to be on DL? and for that matter, what airlines do you actually fly if your home is ORD?
If you are loyal to an airline that does their job, your home is not an airport but their airplanes.
You smell very much - and not fragrantly - of being a United employee.
I have repeatedly said that anyone has the right to an opinion but CF and me and a whole lot of people can figure out that someone that has nothing but trash comments about others and nothing positive or objective, they really do add nothing of value.
the gall it must take for Tim to talk to others about being banned when Tim HAS been banned by Cranky already. Is banned (along with IP addresses and writing style, no less) from Airliners.net. And has been repeatedly threatened with a ban by Lucky and, to a lesser extent, Gary Leff.
How ironic you're trying to take any high road given your own long history of being banned under multiple user names, "Tim".
The Hypocrisy out of you really can't be matched.
jane,
considering I just posted a reply to a Cranky article today, you clearly are wrong.
Not the only thing you are wrong about.
all behind a fake user name
Yes. And you have been banned by Cranky in the past, as you’re well aware. Don’t try lying about it now.
And fake user name? Tim Dunn is a fake name. If it were your real one, it would be quite easy to prove it but it isn’t.
So we’re all your stupid a.net names that got you banned there as well as the myriad names you use to reply to yourself on these blogs.
First of all, the handle is a joke. I have a job that requires constant travel. It just seems like I'm at ORD more than my residence. If you were at least partially human, you might have got that.
I am not a United employee. I am just an enthusiastic customer, a 1K, and a credit card holder. But you keep believing in your conspiracy theories.
“City full of human garbage “?
Get help dude - seriously
I’m sure you would have designed something better ? Why didn’t you submit plans ? All talk and no action.
Have to agree it’s just a nice restaurant with the tables by the windows being the show stoppers, after the meal you’ll end up back in the other lounge to well….lounge!
Looks a bit underwhelming to be honest.
Also those large long tables don't seem practical unless you're traveling in a large group of 8 or something. I can't imagine anyone will want to actually sit at those.
Also the 2pm to 9pm only time correctly matches my assessment below how I suspected the smaller and fewer banks of Delta One lounge eligible flights at BOS would affect opening hours.
Given how SEA is supposed to be a similar model as BOS, I would suspect that the Delta One lounge will be primarily focused on the noon bank of Delta One flights to early evening.
Underwhelming compared to the normal SkyClub at E? I mean, that SkyClub is probably the best in the country so it's super hard to really be much better than that.
It's underwhelming compared to the JFK and LAX Delta One lounges.
The SkyClub is great and easily accessible with a credit card. The new Delta One lounge addition is not and I wouldn't be very happy to pay D1 prices for that.
@Ben
There’s no such place as “Boston Airport”
It’s Boston Logan International, or Logan Airport.
That’s like calling JFK “New York Airport”
How many airports does Boston have to have caused such confusion?
I've given up on BOS as my connection to Europe. It makes sense geographically, but the excessive time to get from DL's domestic gates to the international terminal makes it unappealing. Last Spring 14 passengers from my flight into BOS missed the AMS flight because of the stupid connection issue.
DL originally asked to put an FIS (customs and immigration) in its facility at terminal A but the airport wanted all int'l flights that weren't pre-cleared to arrive at E. While that adds a level of complexity to DL's operation, let's not forget that there are multiple airports that offer similarly spread-out domestic and int'l operations. AA and UA's ORD hubs are the best example and they are spending an enormous amount of money to...
DL originally asked to put an FIS (customs and immigration) in its facility at terminal A but the airport wanted all int'l flights that weren't pre-cleared to arrive at E. While that adds a level of complexity to DL's operation, let's not forget that there are multiple airports that offer similarly spread-out domestic and int'l operations. AA and UA's ORD hubs are the best example and they are spending an enormous amount of money to create an FIS and terminal that is connected to terminals 1 and 3. It is a given that there are many people that avoid ORD for connections and have missed connections.
IAD is still a mess of an airport w/ antiquated terminals. PHL is aged and rundown. CLT operates way beyond its capacity. US airports are in desperate need of expansion but airlines can only afford so much.
DL is working w/ Massport on several solutions including connecting terminals A and B which will give DL access to more domestic gates on B where a number of airlines underutilize their gates. AA is one of the worst but is not adjacent to Terminal A so Massport will have to move some airlines around to allow DL to continue to grow.
Air Canada is rumored to be the first to be relocated and their gates will give DL more space.
DL is also talking to Massport about a train connecting Terminal E and A. There is already a walkway that passes through the parking garages and has moving sidewalks between the two terminals. It can take 10 minutes to walk at a brisk pace but requires reclearing security at E on outbound international flights if you arrive at A.
DL is the largest carrier both international (like SEA) as well as in total flights (not like SEA).
Let's remember taht DL's growth at BOS has come as fast as it has because of B6' problems including B6' attempts at TATL which have involved massive cutbacks.
Massport and DL will figure out the solution for DL to keep growing at BOS. And I would strongly bet they will have a cheaper and faster solution than CLT, IAD or ORD will have.
I'm sure if Delta wants to pony up for large capital improvements that benefit primarily them, without similar ROI for massport or the traveling public, then massport would be happy to oblige. However knowing Delta, they're likely trying to get the commonwealth to pick up the tab for most of it. The commonwealth was already burned bad by Delta in the early to mid 2000's and they still remember.
no company wants to pay for more than it has to - United is spending massive amounts of money on new terminals.
AA and UA have argued endlessly about the price of the ORD new terminal.
well-run businesses and governments are represented by shrewd negotiators.
DL has accomplished what it has because it is bringing a lot more international service to BOS, a city that played second fiddle to the big NYC hubs....
no company wants to pay for more than it has to - United is spending massive amounts of money on new terminals.
AA and UA have argued endlessly about the price of the ORD new terminal.
well-run businesses and governments are represented by shrewd negotiators.
DL has accomplished what it has because it is bringing a lot more international service to BOS, a city that played second fiddle to the big NYC hubs. DL used the same strategy at SEA.
No, Massport doesn't make current decisions based on what happened a quarter century ago during one the worst crises for the US industry up until that time.
They do make decisions based on growing the airport with as many airlines as possible - but there is a point at which one carrier becomes the dominant airline and it is much harder for other carriers to compete in part because of hub efficiencies which DL is creating at BOS just as it has at SEA.
Bussing passengers between A and E is expensive and DL has to factor that into the equation. Let's remember, though, that there were plenty of people that were convinced that B6 would get the majority of new E gates that were built - and yet DL has taken a very significant share of E gates as well as support facilities including lounge space. It is precisely because of DL's growth that a number of carriers including AA are underutilizing their gates so badly.
BOS is one of the physically tightest large airports in the country. DL's terminal A sits on top of an interstate tunnel. There is only so much that any airport can do but BOS esp. has to think creatively.
but BOS is a huge market in a wealthy part of the country.
They and DL will figure it out but everything has growing pains.
Let's not forget that BOS as a hub was largely built during and post covid making it one of the fastest growing hubs.
DL does derive a good chunk of their superior financials from their better management team, strategy, and execution. However another large chunk of that better than peer financial performance comes from the stranglehold they have on ATL and DTW/MSP. I mention this because while they need to be close to those governments and agencies because of how much business they have there, they are sometimes too close and try to use that connection to unfairly...
DL does derive a good chunk of their superior financials from their better management team, strategy, and execution. However another large chunk of that better than peer financial performance comes from the stranglehold they have on ATL and DTW/MSP. I mention this because while they need to be close to those governments and agencies because of how much business they have there, they are sometimes too close and try to use that connection to unfairly keep out competitors. Especially around Atlanta. The question is whether those governments/agencies/airport authorities are doing right by the traveling public, particularly in regards to O/D pricing.
As for the decisions in the early to mid 2000's, if a counterparts has burned you before, yoy remember for a LONGGG time.
I thought and hoped some of the new E gates would be used for NEW(currently unserved by any airline) international service, for instance Austrian(launched), Etihad(launched), SAS(launched on a321), EVA(publicly stated they're considering), and Finnair. As well as increased flights on Qatar and potential expansion with Lufthansa.
IMO Delta does little medium to long haul out of Boston. London, manchester(took over from VS), Paris, Amsterdam, Athens, a few times a week to MXP/FCO, TLV(4x weeks I think before suspension), and Sao Pablo(either DL or Latam). No asia flying. Not to mentioned no asia flying out of JFK either.
As well, it makes sense that Boston plays second fiddle to the NYC airports because while it's still relatively wealthy like NYC, it's a fraction of the size. City size alone is 8m vs 650k, idk metro area pop off the top of my head. As well people in CT, Albany, and arguably Springfield have a similar hike to get to either NYC or BOS.
As for more support space, I'm happy they're opening a D1 lounge but I would have preferred an Amex, Cap1, or plaza premium lounge.
Massport assigns gates based on usage and aircraft size. There are alot of airlines that are moving to or adding A321NEO or 737MAX service. DL's service from BOS to Europe is all on widebodies. Different gates serve different purposes.
There isn't a single foreign airline that has not been able to get gates for service it has proposed.
As for DL's average fares from ATL, DTW, MSP and SLC, actual facts and data show...
Massport assigns gates based on usage and aircraft size. There are alot of airlines that are moving to or adding A321NEO or 737MAX service. DL's service from BOS to Europe is all on widebodies. Different gates serve different purposes.
There isn't a single foreign airline that has not been able to get gates for service it has proposed.
As for DL's average fares from ATL, DTW, MSP and SLC, actual facts and data show that other airlines get higher average fares from their hubs even on a stage length adjusted basis.
DL's hubs are far more efficient and lower cost which has a far bigger difference in how profitable those hubs are. ATL, DTW, MSP and SLC charge far lower costs per passenger to the airlines than AA and UA's hubs on a cumulative basis. ATL is the global standard for hub efficiency in every regard.
And every time people like you make the argument you do, I remind you that the US domestic airline industry was deregulated at the same time for every carrier. DL has simply made better decisions regarding its hubs and has made tough decisions like closing some hubs and opening others which AA and UA have not or to anywhere near the same degree.
You got it right that DL is the best-run US airline and consistently one of the best-run in the world; not perfect but always at the top of the list. Part of DL's industry leadership comes from thinking much further ahead than its peers and being prepared to seize opportunity when it arrives.
DL's growth in BOS is a function of the latter more than anything else. It will take time to get all of the pieces put together but DL has already build more of a global presence at BOS than any US airline ever has.
And DL does have JV partner service from BOS to ICN on KE. whether DL adds its own service to Asia remains to be seen but their Asia/Pacific growth is about ready to grow much faster than it ever has.
Sorry tim
Delta says their profits come from their core hubs in their own investor day.
Find a new talking point, dumbass
Your own airline thinks you’re stupid
The only dumbass is you, Jules.
NO, Delta didn't say that its 4 interior US hubs are its ONLY profit. It says they provide the MAJORITY of its profit.
Atlanta alone is more profitable than AA's entire network and half of UA's hubs.
You aren't capable of figuring out that Delta still manages to be the most profitable airline in the US even with 4 hubs that you think lose money.
Given...
The only dumbass is you, Jules.
NO, Delta didn't say that its 4 interior US hubs are its ONLY profit. It says they provide the MAJORITY of its profit.
Atlanta alone is more profitable than AA's entire network and half of UA's hubs.
You aren't capable of figuring out that Delta still manages to be the most profitable airline in the US even with 4 hubs that you think lose money.
Given that the US airline industry was deregulated at the same time for all of the industry, how is that AA and UA have just pathetically underperforming domestic systems?
DL is the largest US airline based on capacity flown on mainline aircraft and also generates by far the largest profits.
Is it possible - not it is a certainty - that you are incapable of admitting that Delta has completely outstrategized its competitors including in the US market.
It is precisely because DL has added hubs at JFK, LGA, BOS, SEA and LAX post deregulation that DL is in the leadership position it is in. and on the verge of opening a new hub in AUS.
go crawl under a rock. every time you show up, you prove you are incapable of either understanding or discussing facts. You provide absolutely nothing to the conversation.
Always amazing you take what I said and find 5+ things in there that I didn't say to somehow respond with...
But, no one understands how your mind works so I won't start attempting now.
I simply say what Delta says in their own investor days and somehow we're now talking about Austin? lol
Get a grip, buddy. I understand the reasons behind Delta's profitability. You don't seem to understand. Of course they do...
Always amazing you take what I said and find 5+ things in there that I didn't say to somehow respond with...
But, no one understands how your mind works so I won't start attempting now.
I simply say what Delta says in their own investor days and somehow we're now talking about Austin? lol
Get a grip, buddy. I understand the reasons behind Delta's profitability. You don't seem to understand. Of course they do a good job overall but your take is rather laughable, as usual.
Seems you spent your weekend in the comment section of better writers, per usual. You need some hobbies
Julie,
you are incessantly fixated with me instead of the topic at hand.
Pro tip - get over your need to trash me and focus on the subject and you might find that you actually see less of me.
I did all kinds of things this weekend, btw.
@Scott
When you mentioned Austrian, Etihad etc were you talking about Atlanta? I didn’t know EVA air was talking about coming to Atlanta!
@Antony Austrian and Etihad have already commenced flights to Boston. Austrian is 6x weekly and etihad while starting in March at 4x weekly has increased to daily as of oct/Nov. As for Eva, one of their top execs said that they were looking at BOS, IAD, and DFW for their next north American destinations.
Great. Then learn to refute what Delta actually says at their investor days vs what you wish they said. I couldn't care less about you. You're the one that replies with six new unrelated topics and the usual weird insult to others.
when do you think we will ever have the beds /couches like London Gatwick for travelers who want to take a nap or want to stay overnight. many many seniors like me would love to have a place to rest and would be willing to pay for it!!
That’s what hotels are for. Airports are not your living room.
I suspect if you install such facilities that are good enough to avoid being subject of complaints, you'll get new complaints about "stolen business" from the airport hotels.
It will be interesting to see how this BOS lounge works.
The LAX one is already much smaller than JFK, the BOS one is even smaller than LAX. And I believe the BOS one will also serve as the model for SEA since they have similar square footage.
It'll be something dining focused that connects to the main SkyClub. But I'd be curious to know if they manage to fit other interesting amenities in their.
I'd also add that BOS and SEA have far smaller and fewer banks of D1 flights, so the hours will also be interesting since the majority of D1 flights out of SEA are in the midday for TPAC and then early evening for TATL. Both partners and Delta included.
Given the lack of domestic D1, there wouldn't be much use of the D1 lounge otherwise during the day. And I don't see Delta operating an...
I'd also add that BOS and SEA have far smaller and fewer banks of D1 flights, so the hours will also be interesting since the majority of D1 flights out of SEA are in the midday for TPAC and then early evening for TATL. Both partners and Delta included.
Given the lack of domestic D1, there wouldn't be much use of the D1 lounge otherwise during the day. And I don't see Delta operating an expensive lounge setup just for the small handful of Delta 360 passengers either.
And passengers connecting onto D1 flights don't really matter either. There's only one or two timeslots of flights that can reasonably connect to East Coast for TATL.
LAX is the only domestic market on which DL regularly uses Delta One for all flights.
DL's international bank at BOS is spread over multiple hours and even more so for Air France and Virgin Atlantic and Korean.
The lounge will not be crowded but will run quite full during the summer.
Keep in mind that DL has 4 lounges at BOS including 2 Sky Clubs in the A Terminal and a fairly...
LAX is the only domestic market on which DL regularly uses Delta One for all flights.
DL's international bank at BOS is spread over multiple hours and even more so for Air France and Virgin Atlantic and Korean.
The lounge will not be crowded but will run quite full during the summer.
Keep in mind that DL has 4 lounges at BOS including 2 Sky Clubs in the A Terminal and a fairly large Sky Club right next to the D1 lounge.
No other carrier comes close to having as much lounge capacity at BOS as DL has.
When I flew Air France business out of BOS last year I purposely decided to visit the sky club since it was nicer. The attendants INSISTED that I didn’t have access to skyclub. I had to explain that 1. I was on a business class ticket, and 2. I was also a skyteam elite plus.
That’s enough to deter the average traveler so I’m strongly assuming they’ll play these cards.
Pretty funny that Delta is adding a new regular SkyClub to ATL's Terminal D, but has yet to finalize plans for a Delta One lounge there
Terminal D is a domestic concourse and there were 2 small Sky Clubs. The airport is rebuilding and widening the concourse as part of DL's desire to convert old gates to a similar style as the wider gate houses they have on concourses A and B.
DL operates international flights (arrivals and departures) out of both concourses E and F. If they open Delta One lounges, it will likely be on both concourses. There isn't...
Terminal D is a domestic concourse and there were 2 small Sky Clubs. The airport is rebuilding and widening the concourse as part of DL's desire to convert old gates to a similar style as the wider gate houses they have on concourses A and B.
DL operates international flights (arrivals and departures) out of both concourses E and F. If they open Delta One lounges, it will likely be on both concourses. There isn't a large amount of space available.
DTW is likely the next DL hub that will see a DL 1 lounge. MSP probably has space but opening every other hub before cracking the ATL solution is, I believe, the real issue.
It will not be in both Concourses.
It's coming in late 2025 / early 2026.
"Earlier this year, we finally saw the introduction of Delta One Lounges, a long overdue development for the airline that claims to be the most premium in the country."
Or without snark: Earlier this year, we saw the introduction of Delta One Lounges, a long overdue development for the airline.
Agreed, not really sure why the snark is necessary
Because DL likes to advertise how it is the "most premium" in the country, but heretofore has not offered the same level of premium services on premium-heavy routes as AA and UA. I appreciate the snark.
see the reply below which is where I intended to post it
You can add Korean Air to the list of partner flights leaving from Terminal E. Though the LATAM and Korean Air flights leave in the morning, so that will contribute less to the crowding. Most of the year round transatlantic flights leaves between 6pm and 9:30pm, so it will be crowded then. And given how short some of those flights are (like DUB), it would be nice to get a proper meal on the ground...
You can add Korean Air to the list of partner flights leaving from Terminal E. Though the LATAM and Korean Air flights leave in the morning, so that will contribute less to the crowding. Most of the year round transatlantic flights leaves between 6pm and 9:30pm, so it will be crowded then. And given how short some of those flights are (like DUB), it would be nice to get a proper meal on the ground to maximize sleep.
I think there will be a lot less connecting traffic in this lounge compared to JFK. Sure, some people may cross security to go to the lounge, and take the airside bus over to the domestic gates. But I think many would prefer to be closer to their gates.
It is nice to see the speed that they are opening these lounges. After United debuted the ORD Polaris lounge, it took them over a year to open the next one. AA was faster (4 Flagship lounges in the first year).
you must be new here.
It is not a surprise that Ben routinely throws dings at Delta either because he has a personal vengeance or as I like to believe, he just wants to wind up some readers to generate page clicks.
The reality is that Delta Sky Clubs have long been viewed as higher quality than AA or UA's domestic lounges - something Ben himself acknowledges.
The real story is that DL has...
you must be new here.
It is not a surprise that Ben routinely throws dings at Delta either because he has a personal vengeance or as I like to believe, he just wants to wind up some readers to generate page clicks.
The reality is that Delta Sky Clubs have long been viewed as higher quality than AA or UA's domestic lounges - something Ben himself acknowledges.
The real story is that DL has opened 4 Delta One lounges (with BOS and SEA) in less than 6 months and will expand to SLC, marking DL 1 lounges in hubs.
DL will likely have more Delta One lounges in a few years than AA or UA.
And the real question is how much benefit DL can get from its Delta One lounges.
Delta has generated a revenue premium to the industry for years mostly across the Atlantic and is starting to see a revenue premium to Asia/Pacific.
If business class lounges matter, none of the data that has been released about international revenue premiums reflects having any Delta One lounges open.
People who mock how long it took DL to get DL 1 lounges open might find themselves wishing DL hadn't invested in these lounges if they really do what AA and UA supposedly get from their lounges.
On Flyertalk, they are talking about Delta trying to improve their net promoter scores. I think the Delta One lounges' main benefit is really reducing overall lounge crowding at peak times and therefore helping the experience for everyone. The D1 lounge experience itself will help on the higher end, as will stuff like upgrading wine back to 2018/2019 levels will help in D1 in the air as well.
Anthony is absolutely right. You can have a nice lounge in an airport but none of that matters if you can’t reliably get a seat which is made worse when there’s a line out the door. Delta’s NPS scores were falling which lit a fire under the airline to rush these openings at their coastal hubs and prioritize them over their core hubs.
Their A350s without premium economy is another reason for the NPS...
Anthony is absolutely right. You can have a nice lounge in an airport but none of that matters if you can’t reliably get a seat which is made worse when there’s a line out the door. Delta’s NPS scores were falling which lit a fire under the airline to rush these openings at their coastal hubs and prioritize them over their core hubs.
Their A350s without premium economy is another reason for the NPS drop, but sadly Delta is taking their time on that as some of these aircraft’s are approaching a decade in age.
Jeremy is right.
The ex-Latam A350s were bought during the pandemic and most of them have only been in service in their current configuration for 2 years with DL, nowhere near a decade. and they are being retrofitted now.
Jeremy is right, that’s he why rebutted your comment.
Age of aircraft is publicly available data, those ex-LATAM A359s are approaching a decade.
They chose to induct the aircraft without a retrofit and then put a leisure configured aircraft without premium economy and a subpar business product on trunk routes. Surprise, surprise NPS tanked.
marketing lie,
the ex-Latam aircraft have been parked for half of their life.
And I'm not even sure what your point is. United has the oldest and least fuel efficient widebody fleet among major global airlines but you are more interested in twisting the fact that DL has been operating its entire fleet of ex-Latam aircraft for 2 years and a few were inducted a year earlier.
In case you missed it -...
marketing lie,
the ex-Latam aircraft have been parked for half of their life.
And I'm not even sure what your point is. United has the oldest and least fuel efficient widebody fleet among major global airlines but you are more interested in twisting the fact that DL has been operating its entire fleet of ex-Latam aircraft for 2 years and a few were inducted a year earlier.
In case you missed it - which you haven't but choose to ignore it - not a single major cabin modification for any airline has been scheduled and completed within 3 years post covid.
AA's 777W cabin refurb is pushed back.
UA Polaris took 8 years to install across its fleet.
multiple foreign airlines are waiting for certification and delivery of new seating products.
And DL is still taking delivery of more new widebodies than every other US airline COMBINED.
Good thing that DL didn't put its trust in Boeing to deliver aircraft.
feel free to post us the actual NPS numbers not just for DL but also for AA and UA.
You can't because you read something negative which isn't backed up by data and you run with it because you are that kind of person.
Tim Denial.
You seem to have forgotten that Delta is still in the process of retrofitting their business product on its outdated A330ceo and A350 fleets. So that would be 8 years and counting since the initial rollout and likely to take a decade whereas their competitors could do more aircraft in less time. In fact, Delta has removed more 777s (18) from its fleet with the current Delta One product than they have...
Tim Denial.
You seem to have forgotten that Delta is still in the process of retrofitting their business product on its outdated A330ceo and A350 fleets. So that would be 8 years and counting since the initial rollout and likely to take a decade whereas their competitors could do more aircraft in less time. In fact, Delta has removed more 777s (18) from its fleet with the current Delta One product than they have retrofitted on their 763s and 359s (0). I know publicly verifiable information is often hard for you to understand.
None of that changes the fact that Delta has had a double digit drop in NPS across the Atlantic since 2019. If you have the data to show otherwise, than provide it. But you can’t.
Everyone is free to have an opinion, but the facts are the facts regardless of your opinion on them.
Tim Denial,
UA has 787-10s that are more efficient than any aircraft in Delta’s fleet. And Delta’s A330-200s are less fuel efficient than any of UAs widebodies.
It’s been 8 years since Delta’s initial rollout and yet none of the 763, A330ceo, and premium economyless A350s have been retrofitted. It's easily going to exceed a decade for Delta to complete the retrofit and it’s likely Delta quits and gives up on the 763 entirely. That’s...
Tim Denial,
UA has 787-10s that are more efficient than any aircraft in Delta’s fleet. And Delta’s A330-200s are less fuel efficient than any of UAs widebodies.
It’s been 8 years since Delta’s initial rollout and yet none of the 763, A330ceo, and premium economyless A350s have been retrofitted. It's easily going to exceed a decade for Delta to complete the retrofit and it’s likely Delta quits and gives up on the 763 entirely. That’s more time for less aircraft than their stronger competitor.
NPS over the Atlantic for Delta are down double digits since 2019. Feel free to provide data proving otherwise, but you can’t.
Your ego and identity is so attached to Delta’s mediocrity that you constantly to resort to lies to defend your arguments instead of using data and facts,
Huh “Long” been viewed? Lmao the NY lounge opened 6 months ago and the LA one opened 2 months ago. No one’s long viewed or compared those lounges with Polaris or Flagship and Flagship serves far more premium liquor than any Delta One lounge.
While the food and bev. initially has been impressive, almost every US airline product gets downgraded with time - Polaris once had dessert carts and wine flights, AA used to serve...
Huh “Long” been viewed? Lmao the NY lounge opened 6 months ago and the LA one opened 2 months ago. No one’s long viewed or compared those lounges with Polaris or Flagship and Flagship serves far more premium liquor than any Delta One lounge.
While the food and bev. initially has been impressive, almost every US airline product gets downgraded with time - Polaris once had dessert carts and wine flights, AA used to serve $200 champagne in-flight, etc. Delta has been no different and these lounges are brand new. Most likely they will settle to comparable counterparts once the dust settles.
Jeremy, can you read? Tim said the SkyClubs have long been viewed as better than the United and Admirals Clubs.
Jeremy talked about D1 lounges and said the longest has not even been open 6 months which is true.
Ben's own site along with others has long acknowledged that Sky Clubs overall are better than AA or UA's standard domestic lounges.
Jeremy then goes on to talk about in-flight products rather than what is offered in lounges = and then makes a prediction, not a statement of facts.
Jeremy is correct that the D1...
Jeremy talked about D1 lounges and said the longest has not even been open 6 months which is true.
Ben's own site along with others has long acknowledged that Sky Clubs overall are better than AA or UA's standard domestic lounges.
Jeremy then goes on to talk about in-flight products rather than what is offered in lounges = and then makes a prediction, not a statement of facts.
Jeremy is correct that the D1 lounges are new. AA is not improving theirs while UA is building as fast as DL - but still experiences significant crowding.
Even if DL and UA split just 50% of the international premium traffic that AA carries, there is still enormous growth for both.
DL has much bigger upside in international traffic growth. that is simply fact.
Tim - Since you mentioned it…Yes, United took 8-years to standardize their ENTIRE wide body fleet. How long will it take Delta to do the same?
Just curious….
we have down this road before, burger king.
Delta, like nearly all other global airlines, does not try to have a single business class seat across its entire widebody fleet.
Emirates, Air France, Lufthansa, JAL, Singapore... etc... they ALL have multiple business class products.
United is one of the only if not the only global airline that has a single business class product
Problem is that Polaris wasn't class leading at the time United finished...
we have down this road before, burger king.
Delta, like nearly all other global airlines, does not try to have a single business class seat across its entire widebody fleet.
Emirates, Air France, Lufthansa, JAL, Singapore... etc... they ALL have multiple business class products.
United is one of the only if not the only global airline that has a single business class product
Problem is that Polaris wasn't class leading at the time United finished rolling out Polaris. Delta had Delta One Suites on its 339s and 359s for years.
American is on the verge of rolling out a business class product with doors - but United won't be anywhere close.
And, since you aren't smart enough to figure it out, UA will not retrofit all of its existing widebody aircraft over the same night - which means that UA will have at least two different business class products at the same time.
in other words, you are a hypocrite from not only the perspective of what UA is now but what it will be in the future.
20 787-10s can't make up for the scores of 777s that are far less fuel-efficient.
and the 787-10 can't fly the vast majority of UA's own heavily California centered Pacific network, let alone what real airlines like Delta operate from throughout the US to Asia.
You dodge and deflect because you can't answer the core question.
Delta doesn’t just have one product on its entire fleet, it has an entirely different product on nearly each of their wide body types.
The 763, 764, 330ceo, ex-LA 350, 330neo/350.
In fact the only type that under went a full retrofit was the 777s that they spent hundreds of millions on to then immediately retire and then fly for Air India.
The 787-9...
You dodge and deflect because you can't answer the core question.
Delta doesn’t just have one product on its entire fleet, it has an entirely different product on nearly each of their wide body types.
The 763, 764, 330ceo, ex-LA 350, 330neo/350.
In fact the only type that under went a full retrofit was the 777s that they spent hundreds of millions on to then immediately retire and then fly for Air India.
The 787-9 not just 787-10s are also more fuel efficient than any of the 359s that Delta’s is taking deliveries. You don’t remove 31 seats while adding 0 additional premium seats unless the plane is consistently payload restricting on longer missions. DL 332 are also more fuel inefficient than the 772s.
Delta is number 5 in flights across the Pacific and doesn’t even serve as many Pacific destinations as Air Canada, yet alone United. They don’t even serve any flights from the Northeast/Eastern Canada to Asia unlike American, Air Canada, and United.
Delta is a small bit player in the Pacific both in size and profitability compared to its competitors.
It is you Tim as the hypocrite who cannot accept reality, facts, and data.
Wow you just brought a gun to Timmy Boy’s knife fight!
See Ben's latest article about business class seats. There are multiple airlines that have very different types of business class seats.
Delta is larger than AC from the Eastern US to E. Asia than Air Canada is from Eastern Canada.
The fact that you try to throw India and DXB in w/ East Asia simply proves you know you are wrong or are just plain ignorant.
Delta is larger than AC in TPAC...
See Ben's latest article about business class seats. There are multiple airlines that have very different types of business class seats.
Delta is larger than AC from the Eastern US to E. Asia than Air Canada is from Eastern Canada.
The fact that you try to throw India and DXB in w/ East Asia simply proves you know you are wrong or are just plain ignorant.
Delta is larger than AC in TPAC as a whole.
But this sudden interest in AC is simply to deflect from the reality that Delta is significantly larger than United from the eastern US.
No one is fooled by your dodge and weave tactics.
United's TPAC system is much more heavily concentrated in California than Delta's.
Delta's TPAC system is growing faster than United's and will grow even further with the approval of the KE-OZ merger.
and this discussion is about BOS.
DL is the largest airline to Europe. UA is larger TATL because it serves India and the Arab Middle East which DL does not serve. DL and UA will both be back in Israel soon - likely by the summer of 2025.
BOS is DL's 3rd east coast TATL hub behind JFK and ATL which gives DL a much larger TATL east coast position than UA or AA.
UA tried and failed to compete in the BOS TATL market while AA has a minimal presence on its own metal. DL and its JV partners dominate BOS.
As hard as it is for you to grasp, DL and UA actually do a pretty good job of competing where the other does NOT operate and in claiming ground where the other does not operate on its own metal.
DL is stronger from the eastern US while UA is stronger from the western US across both the Atlantic and Pacific as well as domestic. DL's JV with Latam makes it the strongest player from NYC to S. America and from California which proves how it is rearranging market strength with its JVs.
BOS is the primary airport for all of NE. IAD competes with multiple airports including DCA and BWI for domestic passengers which makes it harder for UA to grow in the domestic markets that feed international flights.
DL has far more growth potential on its international network than UA does on its network.
Again, riddled with fallacies which is why others commenters constantly question your credibility. And they’re right, you have none regardless of how many times you try to dodge and weave the facts and data.
And yes, I’ve read Ben’s article today that says Delta has one of the worst business class products. It’s something all 3 of us can agree on.
DL is smaller than UA across the Atlantic. AF/KLM is a much smaller player...
Again, riddled with fallacies which is why others commenters constantly question your credibility. And they’re right, you have none regardless of how many times you try to dodge and weave the facts and data.
And yes, I’ve read Ben’s article today that says Delta has one of the worst business class products. It’s something all 3 of us can agree on.
DL is smaller than UA across the Atlantic. AF/KLM is a much smaller player and valued at a fraction of either LH Group or IAG. VS is a much smaller player than Air Canada and the former hasn’t turned a profit in nearly a decade.
DL is behind both AA and UA in size and profitability to Latin America even aided with two JVs. DL serves no South American destinations from outside the East Coast unlike American, Air Canada, and United.
IAD for UA is 50% larger than DL in BOS and B6 is 20% larger than DL at BOS.
DL doesn’t serve Asia from the Northeast and is smaller than UA in the East Coast or Air Canada from Eastern Canada. DL is also trailing its competitors in the #5 in flights to the Pacific
As much as it is hard for you to accept or comprehend, yes South Asia is in Asia.
It’s also a nice reminder that DL has fallen in profitability to UA in Asia and Latin America since 2019.
thank you for confirming in front of all the world that my assessment is correct: UA fanatics (not fans but fanatics) are the most arrogant and irrational bunch of people on the planet.
You prove why you are their leader because you are incapable of admitting that every company has strengths and weaknesses. You like all of the other UA nuts are completely incapable admitting a single UA weakness so you resort to lies and...
thank you for confirming in front of all the world that my assessment is correct: UA fanatics (not fans but fanatics) are the most arrogant and irrational bunch of people on the planet.
You prove why you are their leader because you are incapable of admitting that every company has strengths and weaknesses. You like all of the other UA nuts are completely incapable admitting a single UA weakness so you resort to lies and manipulations in your need to take down a competitor that everyone else understands is better.
No one has ever argued that DL currently serves the NE to Asia market - either E. or S. Asia. They have before and they will again. You will weep the day that DL begins service to both regions because it will mark the last network advantage that UA has in NYC over DL.
You distort and lie about AC because you can't admit how weak UA is from the eastern US to E. Asia.
You also highlight that AC clearly is more valuable to Star than UA since they manage to serve BOM-FRA directly competitive with LH while UA is left not serving BOM at all.
DL has seats that are on Ben's best and worst lists. UA, notably, has no seats on Ben's best list despite the incessant crowing we hear about how great UA is.
UA is simply not more profitable than DL on its international network. Scott Kirby has simply realized that there is no way he can close the profit gap w/ DL as long as UA does stupid stuff like dumping capacity into China and the S. Pacific, the most recent is why DL managed to be profitable over the winter of 2023-24 while UA lost money.
thankfully UA has leaders that while the most arrogant in the industry, do know how to run a business - something UA has lacked for decades. they also admit at least in private while any competent analyst like me has said for years about DL and UA.
There are vestiges of why UA has failed for so long that are still left - and you are example #1.
Grow up.
If UA can make as much money flying international routes as they claim, Delta can as well. and DL will take a chunk out of UA's hide as DL grows - esp. across the Pacific.
Delta isn't giving up its domestic leadership because UA suddenly realizes that its decades only reliance on small regional jets not only is not financially sustainable but is the very reason why UA does not have the lucrative credit card deal that DL has - and which AA is on the verge of chasing with its new Citi deal.
DL and UA are tough competitors to each other. Some people - which clearly doesn't include you - are capable of seeing the strengths and weaknesses of each and don't need to lie.
Yesterday you call me an AA employee, today I’m a UA fanatic, and tomorrow you’ll say I’m something else at Air Canada.
You can’t stand that most commenters disagree with your takes and not because your comments are pro-Delta but because they’re false and inaccurate.
If you changed your tune and said how great another airline is, everyone would still disagree with you.
United is larger from both the Northeast, East Coast,...
Yesterday you call me an AA employee, today I’m a UA fanatic, and tomorrow you’ll say I’m something else at Air Canada.
You can’t stand that most commenters disagree with your takes and not because your comments are pro-Delta but because they’re false and inaccurate.
If you changed your tune and said how great another airline is, everyone would still disagree with you.
United is larger from both the Northeast, East Coast, and systemwide to Asia than Delta. Air Canada is larger from Eastern Canada to Asia than Delta is from the Eastern US. Air Canada serves more destinations in Asia from Toronto (not just Vancouver) than all of Delta. And United is more profitable and larger than Delta in both the Pacific and Latin America. Delta doesn’t serve Asia from the Northeast, and doesn’t serve South Asia, Southeast Asia, the Middle East, China outside Shanghai, Hong Kong, and numerous other destinations. Air Canada, American, and United all serve over 100 international destinations unlike Delta.
These are facts regardless of it upsets you.
UA doesn’t need to rely on regionals the same way Delta does which is why they don’t have a regional as a wholly own subsidiary. Newsflash, Endeavor was second only to Spirit in total loses.
Clearly you’re blinded because while you’re not many things, you’re also not a competent analyst.
You must have had a blast listening to the Air Show team completely rip apart Delta on their latest podcast. But most of it probably flew over your head as a mental midget.
"Air Canada is larger from Eastern Canada to Asia than Delta is from the Eastern US"
for the umpteenth time, we are talking about East Asia.
And AC flies to BOM which UA can't seem to figure out how to do.
"And United is more profitable and larger than Delta in both the Pacific and Latin America."
feel free to tell us where UA lost money, then, since UA made $2 billion less than...
"Air Canada is larger from Eastern Canada to Asia than Delta is from the Eastern US"
for the umpteenth time, we are talking about East Asia.
And AC flies to BOM which UA can't seem to figure out how to do.
"And United is more profitable and larger than Delta in both the Pacific and Latin America."
feel free to tell us where UA lost money, then, since UA made $2 billion less than DL last year and year to date is at $500 million less than DL.
Despite your fabrications, UA is not more profitable, not across the Pacific, not across the Atlantic, not to Latin America and certainly not domestically.
You are pathologically incapable of admitting that anyone else does better than United even though the evidence overwhelmingly says otherwise.
As for the Air Show, Brett said it best and most accurately in saying that when Delta falls, the world will know - but that not only hasn't happened but is not likely to happen.
They spent plenty of time talking about Bastian vs. Hauenstein but not one of them predicted DL's downfall.
UA is #2 looking up and always will be
No, Tim. For the umpteenth time, we’re talking about Asia. It was originally the Manila route announcement that got you in full tantrum mode.
Since you don’t understand the Philippines is in SE Asia. If we’re talking about East Asia, why are you bringing up the fact that Delta doesn’t serve India? That’s right because India is in South Asia.
So yes, Air Canada still is larger from Eastern Canada to Asia than Delta is...
No, Tim. For the umpteenth time, we’re talking about Asia. It was originally the Manila route announcement that got you in full tantrum mode.
Since you don’t understand the Philippines is in SE Asia. If we’re talking about East Asia, why are you bringing up the fact that Delta doesn’t serve India? That’s right because India is in South Asia.
So yes, Air Canada still is larger from Eastern Canada to Asia than Delta is to Asia from the Eastern US as much as you want to shrink the goalposts to fit your agenda. Also Delta doesn’t serve Asia from the Northeast or South America outside the East Coast like American and United.
And yes, United is larger and made more than Delta across the Pacific and Latin America, it’s publicly available data. They made a full digit more than Delta in the Pacific and made as much domestically per ASM.
Delta is falling, otherwise they wouldn’t be having the discussion. Simple as that as hard for you to believe.
You’re a pathological liar incapable of anything factual or objectivity in your desperation to stay mediocre.
Wow, that is tiny! Given the overcrowding issues we've seen in the larger lounges, I'd be nervous about the situation here. Agree that it'll be interesting to see whether they lean heavily into the sit-down dining experience, particularly given that the dining hours in JFK are so restrictive; as a practical matter you don't get access unless your flight departs in the afternoon!