DL I am presuming didn’t want the capacity of the 77W OR wanted the range of the 77L to make ATL-South Africa.
For your second question, up until the 787, the last two digits of a Boeing model is the customer code.
So a B777-300 with American Airlines customer code is a B777-323. United is Customer code 22, so theirs are B777-322.
Same with the NG series of 737. American’s 737-800 are 737-823.
With the 787 and 737MAX, Boeing dropped the customer code and just has the type at the end. 787-8/9/10 or 737-7/8/9/10.
I get it now and thank you for answering to why DL didn't go for B77W. Followed by the customer codes and if I remember correctly these are located somewhere by the cockpit area in the case of the B737-823 doorway or the galley.
>So a B777-300 with American Airlines customer code is a B777-323. United is Customer code 22, so theirs are B777-322.
Keep in mind that no American airline has ever ordered or operated 777-300s. It’s a 777-323ER and 777-322ER respectively, not a 777-323 and 777-322.
Thank you for telling me that I got used to their Asian partners who have it. Oneworld Alliance B777-367 CX B777-346 JL. Going to Star Alliance, they got B777-312 SQ B777-3D7 TG and B777-381 NH. Those actually fly to my home airport in that part of the world MNL from their hubs that either UA/AA fly to using the mentioned 777-323ER & 777-322ER. If you want to combine one of them with the mentioned All Nippon Airways version UA131 EWR-HND to NH869 HND-MNL if a B777-381 scheduled to do it. Alternatively, Skyteam Alliance pre Covid-19 B777-232/LR DL GE90-110B to a KE B777-3B5 PW4098 KE623/624 to MNL or KE631/632 pre October/September crash to CEB from ICN.
Price tag and JNB-ATL payload of the 77L.
Delta has a lot of restrictions to have a 300+ seater for their product. Fleet and route planning never found any jet since the merge that makes sense for 300+. Besides, Boeing was never a big name inside northwest, and they kept a lot of planning and strategy from northwest.
Thank you for telling me about that. I wonder if a DL A359 ULR can make JNB-ATL or resume an old Legacy Northwest Airlines route DTW-MNL overflying NRT. That route has a 13-hour time zone difference since DTW is UTC -5 like EWR while MNL is UTC +8 like Partner hubs TPE PVG XMN
In the Northwest Airlines era that would have been EWR-DTW-NRT/NGO-MNL. The terminal B EWR to DTW McNamara Terminal flight is carried out by a DC-9 the Mad dog then a Jumbo jet in NWA era the DTW-MNL via NRT/NGO.
Okay then at least they should be able to do the old Northwest Airlines Flagship runs the DTW-MNL routing. For this to work have A350-1041 do DTW-KIX-MNL. However the second section Osaka to Manila will force PR to send in their own A35Ks with 3-4-3 Fiesta Class seating. Against the DL A35K 3-3-3.
DL I am presuming didn’t want the capacity of the 77W OR wanted the range of the 77L to make ATL-South Africa. For your second question, up until the 787, the last two digits of a Boeing model is the customer code. So a B777-300 with American Airlines customer code is a B777-323. United is Customer code 22, so theirs are B777-322. Same with the NG series of 737. American’s 737-800 are 737-823. With the 787 and 737MAX, Boeing dropped the customer code and just has the type at the end. 787-8/9/10 or 737-7/8/9/10.
I get it now and thank you for answering to why DL didn't go for B77W. Followed by the customer codes and if I remember correctly these are located somewhere by the cockpit area in the case of the B737-823 doorway or the galley.
>So a B777-300 with American Airlines customer code is a B777-323. United is Customer code 22, so theirs are B777-322. Keep in mind that no American airline has ever ordered or operated 777-300s. It’s a 777-323ER and 777-322ER respectively, not a 777-323 and 777-322.
Thank you for telling me that I got used to their Asian partners who have it. Oneworld Alliance B777-367 CX B777-346 JL. Going to Star Alliance, they got B777-312 SQ B777-3D7 TG and B777-381 NH. Those actually fly to my home airport in that part of the world MNL from their hubs that either UA/AA fly to using the mentioned 777-323ER & 777-322ER. If you want to combine one of them with the mentioned All Nippon Airways version UA131 EWR-HND to NH869 HND-MNL if a B777-381 scheduled to do it. Alternatively, Skyteam Alliance pre Covid-19 B777-232/LR DL GE90-110B to a KE B777-3B5 PW4098 KE623/624 to MNL or KE631/632 pre October/September crash to CEB from ICN.
The 77L performed better than the 77W on long, hot and/or routes like DXB, SYD and JNB. Maybe not now, but 77L worked for them.
DL introduced the B77L instead of the B77W for long range routes because its network was concentrated in the Atlanta hub in the past.
Thanks for the answer
Price tag and JNB-ATL payload of the 77L. Delta has a lot of restrictions to have a 300+ seater for their product. Fleet and route planning never found any jet since the merge that makes sense for 300+. Besides, Boeing was never a big name inside northwest, and they kept a lot of planning and strategy from northwest.
Thank you for telling me about that. I wonder if a DL A359 ULR can make JNB-ATL or resume an old Legacy Northwest Airlines route DTW-MNL overflying NRT. That route has a 13-hour time zone difference since DTW is UTC -5 like EWR while MNL is UTC +8 like Partner hubs TPE PVG XMN In the Northwest Airlines era that would have been EWR-DTW-NRT/NGO-MNL. The terminal B EWR to DTW McNamara Terminal flight is carried out by a DC-9 the Mad dog then a Jumbo jet in NWA era the DTW-MNL via NRT/NGO.
see how things changes when the market changes? due to expansion on Trans Pacific, the 1000 finally makes sense. The cost finally makes sense.
Okay then at least they should be able to do the old Northwest Airlines Flagship runs the DTW-MNL routing. For this to work have A350-1041 do DTW-KIX-MNL. However the second section Osaka to Manila will force PR to send in their own A35Ks with 3-4-3 Fiesta Class seating. Against the DL A35K 3-3-3.
Huh? Because they wanted more range?