Delta airlines to offer yet ANOTHER new business class?

Some time ago I posted about Delta improving its international business class product, although still with cradle seats.

More recently Delta was the very first US airline to announce it was introducing fully lie flat seats in business class. These seats will be familiar to those who know the herringbone configuration that Air Canada and Cathay Pacific have introduced (which is a cheaper version of the seats seen on Virgin Atlantic and Air New Zealand). These seats are being fitted to Delta's new Boeing 777-200LR (long range) aircraft and were to be retrofitted onto its entire international 777 fleet.

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Now Delta has announced yet another design according to Business Traveller as seen in the image above. This version will be retrofitted to the long haul Boeing 767-400 fleet, in a 1-2-1 configuration (which is clearly superior in width to all other airline 767 configurations in business class which are typically 2-2-2 or at best 2-2-1). It looks like a direct rival to United Airlines, nd BMI, all of which have introduced forward facing fully flat bed business class seats (but none come close to outclassing Singapore Airlines new product).

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On top of that the cradle seats are being upgraded for the long haul Boeing 757 fleet!

Delta's press release on the latest Business Elite product (for 767s) is here.

Delta's press release on last Business Elite product announcement (for 777s) is here.

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It looks like finally some US airlines are catching up and surpassing the business class products of airlines elsewhere. No continental European airlines have fully lie flat business class seats. Maybe Delta CAN win premium traffic on the trans Atlantic route off of BA and Virgin Atlantic after all?

Air France and KLM to cram them in the back

Most airlines flying Boeing 777s equip them in economy class in a 9 abreast configuration, either 3-3-3 or 2-5-2. A handful put in 3-4-3 10 abreast configurations, obviously compromising aisle width and seat width to cram in some more seats.



Business Traveller reports that Air France/KLM has announced its configuration for its new fleet of Boeing 777-300ERs (a common type for replacing older Boeing 747s) and it includes a 10 abreast configuration, not something likely to please economy class travellers. However, airlines well know that most economy class travellers are driven by price - very few know about the aircraft they will fly on and the seating arrangements. Sadly this means that airlines that sacrifice space for seats will still win by selling more seats at lower prices. As Business Traveller reports:

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"This new configuration for the B777 is controversial, because although the B747 and the Airbus A380 also feature ten-across seating, they have wider cabins. A B777 has a width of 5.86 metres, whereas the B747 is 6.10 metres wide. On that basis, the A380’s cabin is positively luxurious, with a width of 6.58 metres."

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Nevertheless, I believe that airline passengers should inform themselves about what is on offer, so I have done a survey, simply using the Seatguru website, as to the width and pitch of airlines with Boeing 777s. Some are willing to reduce width and increase pitch, such as Emirates, although this seems to defeat the purpose somewhat.



9 abreast

BA, Continental, Delta, United - 31" pitch, Thai - 31-33", Air Canada, Air France (except 300ER series), Air New Zealand, Alitalia, American, Cathay Pacific, KLM (200 series only) - 32" pitch, Singapore Airlines - 32", 34" (200ER only), EVA - 33" pitch, Korean - 33-35" pitch, ANA, 34" (200 series) 31" (300 series)
Asiana, Malaysian 34"

10 abreast

BA (some 777s) 31", Austrian 32", Emirates 33-34"

EOS to Dubai

The demise of business class only airline MaxJet has seen attention shift to the remaining all business class airlines operating to and from London: Silverjet and EOS.
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Now following Silverjet, EOS the best of the two, is expanding to Dubai. EOS flies from Stansted, whilst Silverjet flies from Luton. However, both now offer compelling alternatives to BA, Virgin Atlantic and Emirates, and both are battling for a market that may only sustain one. Silverjet has 100 seats on a 767, all of an angled lie flat design (similar to what Lufthansa, Air France and Qantas currently use) in a 2-2-2 configuration (like most airlines in business class on a 767). BA’s 767s typically have 180 seats.

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EOS has only 48 seats on a 757, in a 2-2 configuration. Continental Airlines long haul 757s typically have 175 seats. EOS has fully lie flat seats, closer in design to the BA, and new generation United Airlines business class lie flat beds.

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Hopefully both will survive, as both offer something easier and faster than what the big carriers offer from Heathrow

Heathrow Terminal 5 and the subsequent changes

The big forthcoming airline news in London is the imminent opening of Terminal 5. Terminal 5 promises to be a revolutionary experience for airline travellers going to and from London Heathrow airport. BAA's website has a lot of detail about the terminal, which is supposed to allow for quick checkin, security and a more comfortable, spacious experience for travellers. If it proves to be true, then it will be a boon for Terminal 5's only airline - British Airways. However, following the hype of Terminal 5, there are a whole gamut of changes at Heathrow guaranteed to keep any flyers on their toes.

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I have attempted to compile a list of as much as I know that is accurate to date. Happy to have any comments to correct any errors from those who know better about dates and changes. I have listed changes according to airlines below. The changes are primarily by alliance, as the theory is that Terminal 1 becomes the Star Alliance terminal, Terminal 3 the OneWorld terminal, Terminal 4 the Skyteam and all others terminal and Terminal 2 is wound down and demolished to make way for the new Heathrow East Terminal.

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British Airways, Iberia and Qantas

On 27 March BA flights that currently operate to and from Terminal 1 will shift to Terminal 5, except flights to and from Spain, and those operated using Boeing 757 aircraft. Terminal 1 currently mainly services BA domestic and European flights, with selected long haul routes.

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On 30 April BA flights that currently operate to and from Terminal 4, except flights to and from Australia via Bangkok and Singapore will shift to to Terminal 5, this encompasses almost all BA long haul routes.

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On 21 June BA flights to and from Spain, and remaining Boeing 757 operated routes will transfer to Terminal 3. This is because all other OneWorld airlines are progressively consolidating into Terminal 3, and BA codeshares routes to Spain with Iberia. Iberia is shifting from Terminal 2 to Terminal 3 on that date as well.

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On 11 October BA flights to and from Australia via Bangkok and Singapore will shift to Terminal 3 as well, for the same reason. Qantas is also shifting from Terminal 4 on the same date.

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Remaining OneWorld airlines

All other OneWorld airlines are to consolidate at Terminal 3, which is to get a progressive upgrade after the completion of Terminal 5. American Airlines, Cathay Pacific, JAL and Royal Jordanian are already located there. On 21 June, Finnair will relocate from Terminal 1 to Terminal 3. From 11 October, all OneWorld airlines will be operating from Terminal 3.

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Star Alliance

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With BA vacating Terminal 1, Star Alliance airlines are intended to move progressively to that terminal, with a major upgrade of the terminal planned over the next 12-18 months. BMI, South African Airways, Asiana and LOT all currently fly to and from Terminal 1. On 29 March US Airways will commence flights to and from Terminal 1.

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On 5 May, Air New Zealand and United are both expected to shift from Terminal 3 to Terminal 1.

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On 25 October, Lufthansa, Austrian Airlines, Swiss, TAP Portugal and Croatia Airlines are all expected to shift from Terminal 2 to Terminal 1.

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There is no timetable for Air Canada, SAS, Air China, ANA, Thai or Singapore Airlines to vacate Terminal 3 at present. The current understanding is that Singapore Airlines does not plan to shift to Terminal 1, as there are no airbridges at Terminal 1 capable of handling the Airbus A380.

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Skyteam airlines

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With BA vacating Terminal 4, it too will also get refurbished for a new life being the home of the Skyteam alliance of airlines, plus almost all other airlines unaffiliated with other alliances. Continental Airlines, China Southern Airlines and Northwest Airlines will commence flights from Terminal 4 on 29, 29 and 30 March respectively, with Delta on 26 October, but none of them currently fly to Heathrow. KLM is the only Skyteam airline currently flying to and from Terminal 4.

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On 11 October, Korean Air will shift from Terminal 3 to Terminal 4.

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On 18 October, Aeroflot, Air France, Alitalia and Czech Airlines will shift from Terminal 2 to Terminal 4.

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All other airlines

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Well there is a enormous range of changes, but here are some general rules:

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On 18 October, all remaining airlines in Terminal 2 that are not OneWorld or Star Alliance will shift to Terminal 4. Terminal 2 will then be closed.

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With the exception of Brussels Airlines, all airlines in Terminal 4 not mentioned above remain there. Brussels Airlines shifts to Terminal 3 in October apparently.

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Only BA and Finnair are leaving Terminal 1, no other airlines are moving from Terminal 1.

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Around half of the non-aligned airlines at Terminal 3 are remaining the rest are going to Terminal 4.

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So there you have it. This is subject to change, and with more airlines joining alliances it may mean even more realignments at Heathrow. However, it does mean that there will be new experiences for probably the majority of travellers through the airport, and hopefully for the better. Terminal changes at Heathrow will undoubtedly cause enormous confusion in the next year!

United slowly rolls out new business and first class

United Airlines pleasantly surprised its top end paying passengers late last year announcing a new first and business class which includes fully lie flat bed seats in business in a configuration not completely dissimilar to BA. Besides Delta with its diagonal lie flat bed design, no other US based carrier has introduced fully lie flat beds in business class. Details of the upgraded first and business classes are here. This should mean that at least one US carrier has a product that can start to be competitive with European and Asian airlines, as long as its soft product and lounges can also be brought up to scratch.

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However the rollout has not been fast. So far only one Boeing 767 and one Boeing 747 have been refurbished, with a second 767 about to be rolled out, and they appear to be concentrated on the Dulles to Frankfurt (IAD-FRA) route, and the occasional domestic US route. However, United will spend the next 18 or so months rolling out the new seats on its long haul 747s, 777s and 767s, with priority on routes to Europe, Asia and Australia (where it has the most serious competition). United says that it plans having 12 767s upgraded by September 2008 and 15 747s upgraded by December. Boeing 777s clearly come last with 50% upgraded by March 2009!

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The current United long haul first class seat is reasonable, but the business class is an old fashioned cradle seat, akin to the seats Air NZ now only has on its 767s, and Lufthansa used to have. As I fly United maybe once every couple of years, I look forward to reconsidering it as an airline worth trying on long haul international routes once more, but clearly I'll be looking for 767 flights first.

All BA 747s now equipped with Next Generation New Club World

Just to report that according to Flyertalk, all of BA's long haul Boeing 747 fleet is now equipped with the upgraded Club World seating, which is a generation ahead of its then leading edge fully lie flat long haul Club World seats.

What this means is that if you check in advance, you can be sure that flying on a 747 service you will have next generation New Club World.

The Boeing 777s are next to be upgraded, although at present none have been.

New Zealand's first A380 services

Business Traveller reports that Emirates will start flying Airbus A380 whalejets to Auckland from February 2009. Apparently flights EK412/EK413 (using Airbus A340s) which currently fly Dubai-Sydney-Christchurch will be redirected through to Auckland, but using new A380s.

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It is highly likely these A380s will be in the long haul lower density configuration (Emirates is planning three different A380 layouts, one will be in a high density two class "cram them in" option, probably for shorter flights to South Asia from Dubai). Emirates promises to rival Singapore Airlines in all classes, but we will have to wait and see. One of the biggest problems of Emirates is that it has different products depending on the aircraft. On its Boeing 777s it crams 10 seats to a row, whereas Air NZ, BA and Singapore Airlines fit 9, although it offers greater seat pitch than any of the others in 777s. On its A340s its seat pitch is tight, but it is the standard 8 in a row.

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A bigger question is whether Emirates is adding a flight to Auckland, replacing one, or is terminating flights to Christchurch as a result, as it is not clear.

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Other airlines flying to NZ that have ordered the A380 are far less likely to fly them to NZ:

- Singapore Airlines flies 777s to Christchurch and Auckland, with a 747 service daily to Auckland. However its latest timetable drops the 747 flight from the middle of the year replacing it with a 777-300ER. It is unlikely SQ will put the A380 on services to NZ;

- Qantas has ordered A380s, but its only large aircraft route nowadays is Melbourne-Auckland-Los Angeles with 747s, partly because most fully laden 747s can't fly non stop Melbourne-LAX.

- Thai, Malaysian, Korean are all highly unlikely to fly A380s to NZ, as none fly their largest aircraft to NZ (747s) now.

Rebirth of airline service blog

Finally I have some time to do something about THIS little blog.

I am refreshing it, with the primary intention of reporting on major changes in international airline product standards. This will have a particular bent towards services to and from the UK and to and from Australia and New Zealand, being the countries I am most closely associated with.

The intention is to report on three types of changes:

1. New hard products: Airline seats, new classes (disappearance of classes) and new/upgraded lounges.
2. Major soft product upgrades: Catering, on board service, landside and airside services at airports, inflight entertainment.
3. Updates on rollout, new airlines or closure of airlines, joining of alliances, new aircraft.


So I hope this blog becomes informative and I fully intend to update it as regular as need be.