I'm sure I'm not alone in thinking that seasonal in this case means it will never come back. It will go as seasonal in September and never return to service in 2013. Losing the route as it is being done now is a slightly softer blow.
point2point From United States of America, joined Mar 2010, 2782 posts, RR: 1
Reply 8, posted (3 years 1 month 3 weeks 6 days 18 hours ago) and read 15480 times:
I guess, obviously, whether or not it returns will depend on what DL really has in mind for MEM. If in the busy season (summer) DL increases or even adds other domestic flights to MEM during this season, then connections will certainly be more available, and this AMS flight may have a chance to return. However, if there continues to be other cutbacks from MEM, and they continue into the summer season, then I don't think that the flight really has any chance on the O&D here alone.
We'll see, and other DL increases/adds to MEM will be good, but if there are cuts, then it will be a sayounara to MEM-AMS.
FlyASAGuy2005 From United States of America, joined Sep 2007, 7074 posts, RR: 7
Reply 12, posted (3 years 1 month 3 weeks 6 days 17 hours ago) and read 14887 times:
Quoting point2point (Reply 8): I guess, obviously, whether or not it returns will depend on what DL really has in mind for MEM.
Nothing against Memphis but my PERSONAL feelings is that at some point down the road it will be shuttered to nothing more that a large spoke to the likes of RDU/DCA/IND/STL etc etc etc. Honestly, i'd much rather see the mainline a/c being used through MSP and DTW to free up the large RJs for other flying to the likes of JFK and LGA if future expansion out there is warranted.
MSPNWA From United States of America, joined Apr 2009, 2176 posts, RR: 2
Reply 19, posted (3 years 1 month 3 weeks 6 days 14 hours ago) and read 13564 times:
Quoting jetlanta (Reply 17): I was told be a senior planner at another legacy carrier last week that they were going to be loading a significant capacity reduction for the rest of the year and no one yet sees it coming.
Then I think that planner is on the right track. I don't like how these fuel trends are going. Airlines will have to act soon if they want to stay ahead of it.
davescj From United States of America, joined Jun 2007, 2308 posts, RR: 0
Reply 20, posted (3 years 1 month 3 weeks 6 days 13 hours ago) and read 12987 times:
I flew this route only once, but I did prefer changing planes in MEM over ATL. I think part of the problem is that DL drawing down so much in MEM in general. Remember, it was basically a hub for NW. DL has made MEM and CVG both a RJ haven. Most larger flow traffic is routed via ATL or DTW.
I could see RDU being given this route if the build up there continues.
JohnJ From United States of America, joined Jun 2000, 1697 posts, RR: 2
Reply 24, posted (3 years 1 month 3 weeks 6 days 12 hours ago) and read 11930 times:
I was lucky enough to capture most of the various aircraft scheduled on the MEM-AMS route. Unfortunately, the KLM service came in pre-consumer grade DSLR days (I wasn't shooting slides at the time) but I did get the KLM MD-11. I missed the KLM 767, but by the time Northwest rolled onto the route the DSLR age had dawned and I have A.net photos of all the Northwest and Delta planes used MEM-AMS. Here's a couple from the good old days of Fuji ISO 400 print film:
[Edited 2012-02-29 19:57:11]
: I think PIT and DFW are two very different situations from MEM as these are o&d cities on the US side while MEM is a hub (and thus the route is m
: Sadly no shock here. The feed is getting slowly cut and shrunk. Sad to see it go but i think we all saw this coming personally i see EWR-MEM cut as a
: I had to think twice about this before I realized that AMS is a Delta hub. I initially though it strange that DL is operating an international flight
: The MEM-AMS winter reduction is a symptom of this. NW and DL used to compete for traffic in the Southeast, and now it is all combined into a big ball
: "They" meaning DL, or the carrier the senior planner works for? True. I used to work the AMS flight in MEM. Totally anecdotal, but the connecting tra
: The other carrier. You can be sure the same plans are falling into place across the industry with oil above $100/barrel.
: I think that is highly likely unless the city writes a check...and frankly they should or they can kiss Transatlantic service on a passenger aircraft
: Yeah with oil this high, there is certainly going to be significant capacity cuts post-summer. I feel like this industry is always just contracting, s
: This route must have been mixed results. Even EWR-AMS got upgraded to a A332 for the summer... Even though they might claim this route as "seasonal" a
: It was only a matter of time that DL was going to axe this route. DL really cut dehubbed MEM since the DL/NW merger. With their ATL super hub there is
: MEM O&D traffic is terrible for a hub city. Frankly I'm surprised the flight lasted this long. When DL contracts MEM further, cities like AUS ,BNA
: Well, CVG FA's did get the 6 day CDG trip back (which included a CDG-PIT-CDG in the middle) for the spring.
: On a lighter note, MEM-SFO is apparently back for the summer.
: In a way it is sad to see the flight go. MEM has character, the food is great, and the people there seem nice. The problem with the service is that t
: What? I'm not trying to be a jerk, but I'd think that's at the very end of a long lists of reasons.
: I can confirm though that the departure gate for this flight is rather quite cramped, and in the past (in my experience anyway) the evening DCA fligh
: When I was in MEM in January I was shocked how few mainline planes DL had at the gates. no more than a half dozen. Everything was RJ's. So what other
: Having worked there myself, I certainly agree. I'm just saying that "cramped gate space" is not going to generally be a reason to cut a flight like t
: 100% agree Also agree. CVG has more corporate support.
: That and not to mention there was that news article from a local MEM TV station that bashed Delta for raising prices at the airport. Apparently its s
: Local media bashing the hometown carrier (or hub) is a long standing tradition, unfortunately. 'Course, those same outlets will also bemoan any servi
: Maybe my wording didn't make that point clear. What I was trying to get at was this was an issue to me from a customer service perspective. Certainly
: Sad news....but we all saw it coming after the NW take-over by DL. Was hoping this niche would hold as well as Portland - AMS. Flew the route myself a
: I remember seeing the beautiful KLM flight attendants at MEM in their bright blue uniforms. Very neat.
: Ugh, EVERYTHING is contracting, including the hardware. Downsizing aircraft, seat space, airport restrooms, terminal space, security areas, it's horr
: Ok, cool. Makes sense now. Let's just say a "highlight" of working that flight was seeing the crews disembark... Lol. Yep. What about SEA? Not near t
: So where is DL going to be utilizing this aircraft? I'm expecting this is a one frame operation.
: Who knows where DL will utilize this aircraft. More than likely it will just be idle capacity during the winter months. The fleets are not fully utili
: SEA is more of a small focus city for DL. It was not a big city for them pre-merger either. They have NW to thank for their acquired base for FF's. A
: I doubt Delta's cuts have had much impact on Memphis' fares. Most of the flights they've cut were 80 percent connecting passengers.
: Yes, they have. I can't find the link but Delta's fares at MEM have been elevated since the merger by a bit. The local news did a story on it and vid
: The fact that fares have increased - which I do not dispute - in no way proves that the cuts are the cause of those increases.
: Fares in MEM have always been elevated due to (as I understand it) the dominance of NW/DL combined with a relatively weak O&D market that discoura
: Yeah, and fuel has increased sharply since the merger. I guess that is Delta's fault too.
: I always thought fares were high under NW. I ended up driving over to LIT as the fare was much cheaper the couple of times I went to MEM.
: Given that it's just inside their self-imposed 2-class RJ perimeter of 750 miles, I would assume DL would just move the DAL service over to ATL if th
: Generally, as capacity declines on a route, fares will increase. 3 mainline flights a day is plus or minus 400 seats per day to fill. Replacing those
: Yes, but there is more to this than the correlation. It largely has to do with oil and the fact that the RJ's they are using at the MEM hub is high C
: sad to see this route go, and another "decline" in the feather in the cap that is the MEM hub. Hopefully at some point the cutting stops and MEM can s
: Of all the listed cities, i'd probably give you SHV and MSY. The remainin flights are all an hour or less flying time to ATL. The whole "back track"
: Maybe if you are flying at warp speed, but LIT-DFW-LAX is more than 600 miles shorter than LIT-ATL-LAX, and XNA-DFW-SEA is nearly 800 miles shorter t
: Ill post some facts and we can take from it what we want.. AA LIT-DFW-LAX 3/9 - Average trip time for published sellable connections is 7hrs 38mins XN
: There was an an interview with Richard Anderson the other day in the Memphis Commercial Appeal. He's still claiming Delta is sticking by the Memphis h