ER757 From Cayman Islands, joined May 2005, 2941 posts, RR: 7 Posted (3 years 10 months 4 weeks 1 hour ago) and read 3396 times:
I was always curious as to why AF turned over SEA/CDG to DL since I know the load factors were consistently very good on the flights. Now that the holidays are over and everyone's back to work I finally had a chance to talk with my contacts at Port of Seattle. What I was told is that it was due to cargo - or more specifically lack of cargo. Apparently AF was never able to garner a decent chunk of the Seattle to Europe air freight market which they were counting on in order to fill up the bellies on those flights. It makes sense they might have a rough time with CV and MP flying several freighters a week along with BA, who have been flying to SEA forever having ample capacity on their 744's. Those carriers would be able to offer lower cargo rates due to the extra capacity or so it would seem. Then there's LH who have always been aggressive when it comes to air cargo. What I wasn't able to find out is whether DL figures they can get the cargo revenue on the SEA/CDG flight or if it just isn't that important to them. Since this info didn't come to me from AF themselves, I can't say for certain it's valid, but I will say that my sources at POS have been consistently reliable in the past and I've no reason to doubt them as a result.
BigGSFO From United States of America, joined Jun 2005, 3011 posts, RR: 6
Reply 2, posted (3 years 10 months 4 weeks ago) and read 3120 times:
Well I think under the ATI/JV provision DL has to operate a certain percentage of the transatlantic flights. So perhaps the shift to DL has to do with that, as well as right sizing the aircraft to maximize yields in the market.