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So, When Will DL Start A N/s MEM-JFK  
User currently offlineCoronado From United States of America, joined Jun 1999, 1126 posts, RR: 2
Posted (3 years 3 months 1 week 21 hours ago) and read 4130 times:
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When can we expect to see at one daily Memphis to NYC JFK flight to try and coordinate with some of the international flights from JFK? Taking ground transport from LGA or EWR over to JFK sucks!


The Original Coronado: First CV jet flights RG CV 990 July 1965; DL CV 880 July 1965; Spantax CV990 Feb 1973
9 replies: All unread, jump to last
 
User currently offlinesw733 From United States of America, joined Feb 2004, 6265 posts, RR: 9
Reply 1, posted (3 years 3 months 1 week 21 hours ago) and read 4116 times:

JFK is slot controlled, no? What advantage would DL have of making one of their New York flights a JFK flight, thus using a slot, when a good chunk of DL's international destinations can be served via ATL, or via AMS since they still operate the MEM-AMS flight?

User currently offlineFlyASAGuy2005 From United States of America, joined Sep 2007, 7004 posts, RR: 11
Reply 2, posted (3 years 3 months 1 week 21 hours ago) and read 4093 times:

I never really got this one. It won't hurt to put a correctly timed MEM-JFK/JFK-MEM flight on a CR9. Would much prefer at least a DC9 or 88 but i'm a realist 


What gets measured gets done.
User currently offlinesteex From United States of America, joined Jun 2007, 1564 posts, RR: 9
Reply 3, posted (3 years 3 months 1 week 21 hours ago) and read 4095 times:

DL did add MEM-JFK on a regional aircraft after the merger, but evidently it did not perform well and was eventually phased out.

User currently offlinewashingtonian From , joined Dec 1969, posts, RR:
Reply 4, posted (3 years 3 months 1 week 21 hours ago) and read 4002 times:

That is surprising. I would think it could support at least one flight for the PM rush.

[Edited 2011-01-11 20:20:46]

User currently offlinefoxbravo From United States of America, joined Nov 2003, 2948 posts, RR: 5
Reply 5, posted (3 years 3 months 1 week 12 hours ago) and read 3618 times:

Quoting sw733 (Reply 1):
a good chunk of DL's international destinations can be served via ATL, or via AMS since they still operate the MEM-AMS flight?

I think this is it. It's probably easier for most MEM-Europe pax to transfer via AMS or ATL than JFK, and I don't think one daily MEM-JFK flight would open up many more one-stop connections than are already available through the other hubs.



Common sense is not so common. -Voltaire
User currently offlinesw733 From United States of America, joined Feb 2004, 6265 posts, RR: 9
Reply 6, posted (3 years 3 months 1 week 11 hours ago) and read 3568 times:

Quoting foxbravo (Reply 5):
MEM-Europe pax

ATL also opens up a lot more in terms of Latin America + Caribbean than JFK does in DL's network. just my initial thoughts on why there is no JFK flight.


User currently offlineCubsrule From United States of America, joined May 2004, 22303 posts, RR: 20
Reply 7, posted (3 years 3 months 1 week 11 hours ago) and read 3518 times:

Quoting foxbravo (Reply 5):
It's probably easier for most MEM-Europe pax to transfer via AMS or ATL than JFK,

...and easier has two components, both applicable here.

1) Transiting at AMS or ATL is less of a hassle than at JFK
2) Other things being equal, the total time on most itineraries with an AMS or ATL connection is shorter than those with a JFK connection - though with the need to re-clear security and pick up checked bags twice at MEM, the time difference with AMS on a westbound itinerary may be a bit misleading; it takes a lot longer to get out of MEM coming from AMS than coming from ATL or JFK.



I can't decide whether I miss the tulip or the bowling shoe more
User currently offlinePSU.DTW.SCE From United States of America, joined Jan 2002, 7343 posts, RR: 28
Reply 8, posted (3 years 3 months 1 week 11 hours ago) and read 3480 times:

It was flown with a 76 seater last year, but performance stunk.
Primarily because the route relied exclusively on MEM O&D to connections to JFK-exclusive flights.
Pretty much everything else could better served for MEM O&D by connecting over DTW, ATL, MSP, or AMS.

It tied up a lot of block hours on a 76 seater and a slot at JFK.


User currently offlinecrosswinds21 From Netherlands, joined Jun 2009, 698 posts, RR: 0
Reply 9, posted (3 years 3 months 1 week 5 hours ago) and read 3181 times:

Quoting sw733 (Reply 1):
JFK is slot controlled, no? What advantage would DL have of making one of their New York flights a JFK flight, thus using a slot, when a good chunk of DL's international destinations can be served via ATL, or via AMS since they still operate the MEM-AMS flight?

I think your point makes perfect sense. If the MEM-AMS flight weren't there, then I think that there would be a need for a MEM-JFK flight. Otherwise, like you said, all TATL connections can be served via AMS or ATL and (almost) all domestic connections can be served via ATL, DTW, or LGA.

It's for this reason that I've always though that AA doesn't need its RDU-JFK flights. Domestically, JFK doesn't provide any connections that AA's other hubs don't (unless you count YHZ as domestic) and all TATL destinations can already be flown with one connection via LHR. That's why I think there's good reason that all RDU-JFK flights should be moved to LGA and the JFK slots be used elsewhere.


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