JohnJ From United States of America, joined Jun 2000, 1725 posts, RR: 2 Posted (3 years 3 months 1 day 2 hours ago) and read 6009 times:
About the only glimmer of good news to come out of Memphis recently, Southwest under their AirTran banner will add service from Memphis to Chicago, Orlando and Baltimore this summer - from the Memphis Commercial Appeal:
Southwest said in a release that it would operate twice a day service between Memphis and Chicago Midway and once a day to Orlando and Baltimore/Washington.
The flights are in addition to AirTran's five daily roundtrips between Memphis and Atlanta.
Tdan From United States of America, joined Nov 2011, 502 posts, RR: 3
Reply 7, posted (3 years 3 months 1 day 1 hour ago) and read 5776 times:
Quoting alggag (Reply 3):
Don't they only have two gates to work with? That would only allow them to run about 20 flights
...and the airport has about 50 empty other gates! In all seriousness, it's just a matter of time before DL doesn't renew many of the A gates, particularly when the B construction is done. WN will be in there with its own metal before too long.
We will ride this thunderbird, silver shadows on the earth, a thousand leagues away our land of birth... -Captain Bruce
type-rated From , joined Dec 1969, posts, RR:
Reply 9, posted (3 years 3 months 1 day 1 hour ago) and read 5708 times:
Back around the time SO & NC merged to make RC, the city greatly expanded MEM. Even with DL & RC in full swing there were tons of open gates. This must have been around 1977-78 or so. Everytime I have been through there since there have always been tons of gates open.
diverdave From United States of America, joined Mar 2010, 547 posts, RR: 0
Reply 11, posted (3 years 3 months 1 day 1 hour ago) and read 5650 times:
Quoting Tdan (Reply 7): ...and the airport has about 50 empty other gates! In all seriousness, it's just a matter of time before DL doesn't renew many of the A gates, particularly when the B construction is done. WN will be in there with its own metal before too long.
ScottB From United States of America, joined Jul 2000, 7502 posts, RR: 31
Reply 12, posted (3 years 3 months 1 day 1 hour ago) and read 5631 times:
Quoting type-rated (Reply 9): Back around the time SO & NC merged to make RC, the city greatly expanded MEM. Even with DL & RC in full swing there were tons of open gates. This must have been around 1977-78 or so.
And the airport looks like it's still stuck in the 1970's. Gray brick, low ceilings, and narrow hallways. It wouldn't work as a hub with many aircraft larger than a DC-9 or A319.
selmer40 From United States of America, joined Jan 2013, 158 posts, RR: 0
Reply 15, posted (3 years 3 months 1 day ago) and read 5356 times:
Quote: It wouldn't work as a hub with many aircraft larger than a DC-9 or A319.
In the late 80s, before the improvements we have now, The Memphis NW/KL hub operated with large airplanes-at various times a 747, DC-10s, a 763, a MD-11, a A330, 753s, 752s, 722s, A320s as well as the mentioned DC9s and A319s. With five banks of flights and about 225 departures a day most of the airport's gates were well used.
Flaps From United States of America, joined Feb 2000, 1513 posts, RR: 6
Reply 17, posted (3 years 3 months 23 hours ago) and read 5137 times:
Quoting ScottB (Reply 12): And the airport looks like it's still stuck in the 1970's. Gray brick, low ceilings, and narrow hallways. It wouldn't work as a hub with many aircraft larger than a DC-9 or A319.
MEM is no worse than CLT in that regard. CLT does fine with what it has and so does MEM.
PSU.DTW.SCE From United States of America, joined Jan 2002, 8122 posts, RR: 26
Reply 23, posted (3 years 3 months 4 hours ago) and read 3582 times:
Quoting Cubsrule (Reply 10): Please list the dozens of markets. You are far overestimating the number of WN stations in cities with comparable size and location to MEM that are that small. LBB, CRB and ALB aren't really peers.
What would drive MEM to be any different than cities like:
BHM, LIT, SDF, or OKC.
Those markets are within about 15-20 flights per day on average (maybe up to 25 during peak days). They all are connected to the major WN connecting cities/focus cities/hubs-but-we-don't officially call them hubs markets
Anything beyond 15-20 flights requires going into more O&D focused routes when either a) WN is not a significant player or has limited resourced in some of the larger O&D markets (NYC, BOS, DCA) or b) routes are long-and-thin (LAX, SFO)
WN is not going to be flying routes like from MEM to places like SAT, MSP, PIT, ALB
Quoting MSYtristar (Reply 21): The only other cities that could realistically be added from MEM are HOU, DEN, and maybe LAS.
ATL, BWI, MDW, MCO, HOU, DEN, LAS would allow for easy connectivity from the majority of the WN network.
I can see MEM being a 15-20 flight per day station, but nothing more.
Exactly what I'm thinking. WN is going to focus on their focus cities from MEM. DL relies on RJs as it is even with the power of a connecting hub to make some of these routes and offers even less capacity per day than WN could if they operated just 1 737 on the route.
Cubsrule From United States of America, joined May 2004, 24483 posts, RR: 22
Reply 24, posted (3 years 3 months 4 hours ago) and read 3571 times:
Quoting bobloblaw (Reply 22): I mostly agree, but when DL finally pulls the plug on MEM, there will be someone who flies LAX. It might still be DL to enhance LAX hub or it might be WN.
I also think MEM will get a DAL flight or two once 2014 rolls around. There's a possibility, though I don't know how strong, that MEM will get connected to one or more of what I'll call "medium-sized medium-haul" stations. I'd put MSY, MCI, SAT, AUS and perhaps TPA in that category.
If we are talking about 8 to 12 destinations, that's probably closer to 30 flights than 15 to 20.
I can't decide whether I miss the tulip or the bowling shoe more
: CLT in a state of disaray? Poor, poor CLT and their complete lack of airline service, which has only about 600 daily US flights a day... Altho, I do
: Well, D and the original part of E are only about 10 years old and IIRC B and C got facelifts around that time. Not brand new, to be sure, but certai
: Well, this is a big deal then. MEM-MDW depends upon the code share. This is the first route they have announced in 18 months or so that expected code
: This is far from scientific, but just as example of why MEM won't see anywhere close to the service it has now when DL closes up shop.... According to
: I doubt the MEM hub was using an A330, an MD-11, or a 753 in the late 1980s. The MEM hub was always heavily reliant on smaller regional aircraft. I t
: While indicative, there's definitely a level of stimulation in various markets which would occur with the introduction of lower fares. There's a good
: Well..."in the late 1980s," the A330 had yet to make its first flight. Same with the MD-11 and 757-300 but NW did use a 747-200 on a MEM-MSP roundtri
: They did. Almost immediately after the RC/NW merger NW started bringing in DC-10s on the DTW route. I believe there are photos in the database of Nor
: When were there ever FIVE banks of flights a day in MEM? I am asking that honestly.....I always thought the NW MEM hub existed, mostly, of a three ba
: MEM was historically a 3 bank hub that relied heavily on DC-9, 727, and turborprop aircraft. As 727s were phased out the A320 took its place. MEM got
: My timetables for July 1986 and July 1987 show a fifth bank at 10 PM. A few exanples of departure times in the July 1987 timetable are-- to BHM 9.10a
: Apples and oranges (I feel like I've said that a lot in this thread). DL doesn't give a rip about COU. At least for now, DL is the carrier of choice
: I use to fly BOS to MEM on NW 757's -more than a few times- during the mid 1990s.