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Delta Building Up LAX...Again  
User currently offlineJBAirwaysFan From United States of America, joined May 2009, 907 posts, RR: 0
Posted (1 year 1 month 1 week 4 days 7 hours ago) and read 19061 times:

Looks like Delta is taking yet another crack at building up LAX into some sort of focus city with combo of year round and seasonal service to 14 destinations of which 8 are new markets.

http://news.delta.com/index.php?s=43&item=1922

Now I've seen Delta do this in the past and within a year they completely pulled everything back. I personally feel that this is going to be the case again with the exception of a few markets.

The only announcement I'm not terribly surprised to see is the upgrade to 6x mainline on LAX-LAS. It's heavily saturated and competing with RJs on a route that is already filled to the brink with mainline service is probably not the way to go and in order for Delta to make their voice heard in this market probably warrants the upgrade.

So do you think this is a failure in the making? Or could it work this time?


In Loving Memory of Casey Edward Falconer; May 16, 1992-May 9, 2012
163 replies: All unread, showing first 25:
 
User currently offlineQANTAS747-438 From United States of America, joined Jan 2001, 1886 posts, RR: 2
Reply 1, posted (1 year 1 month 1 week 4 days 6 hours ago) and read 18543 times:

Is it that time of the year for "DL to build up LAX" already? Should be interesting to see which cities are cut when DL pulls back again in 9 months.


My posts/replies are strictly my opinion and not that of any company, organization, or Southwest Airlines.
User currently offlineawacsooner From United States of America, joined Jan 2008, 1800 posts, RR: 1
Reply 2, posted (1 year 1 month 1 week 4 days 6 hours ago) and read 18443 times:

DL at LAX = NK at just about everywhere: Build up...reap some profits...cut and run.

User currently offlineslcdeltarumd11 From United States of America, joined Jan 2004, 3094 posts, RR: 0
Reply 3, posted (1 year 1 month 1 week 4 days 3 hours ago) and read 17808 times:

Quoting JBAirwaysFan (Thread starter):
So do you think this is a failure in the making? Or could it work this time?

This question is asked everytime they add to LAX........never know. There will always be people saying this time its for real and this time there serious about LAX. We wont know until time goes by. I don't even know if Delta knows yet it never seems that have a clear plan for LAX


User currently offlineAADC10 From United States of America, joined Nov 2004, 2015 posts, RR: 0
Reply 4, posted (1 year 1 month 1 week 4 days 3 hours ago) and read 17771 times:

Quoting awacsooner (Reply 2):
DL at LAX = NK at just about everywhere: Build up...reap some profits...cut and run.

I doubt DL or NK are profiting much by starting flights then cutting them. They are just testing routes out and discovering if there is enough business or not. It takes a little time for a route to take hold so it is not as if there is pent up demand that is relieved and then they can drop it.

LAX is difficult to break into. It is gate limited by a consent decree so DL would have difficulty adding a significant number of gates. WN is the largest domestic carrier at LAX while UA and AA consider it a hub. Just about every major international carrier flies there, including many superior Asian carriers. The Southern California weather and unobstructed approach allow the four parallel runways to operate at full capacity almost all the time so that a mini hub operation is possible, the limit is the gates.


User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 5, posted (1 year 1 month 1 week 4 days 3 hours ago) and read 17761 times:

Quoting JBAirwaysFan (Thread starter):
So do you think this is a failure in the making? Or could it work this time?

DL has two big international flights, SYD and HND, to support this time vs. other times when they've ventured into the LAX market. DL also has a large investment in the transcon market to JFK to build upon.

The dynamics of their competition is different this time, too. UA is still choking down its merger with CO, and AA is about to exit BK and leap into their merger with US.

I'd give DL better than a fighting chance this time around.



International Homo of Mystery
User currently offlineMercure1 From French Polynesia, joined Jul 2008, 1128 posts, RR: 2
Reply 6, posted (1 year 1 month 1 week 4 days 3 hours ago) and read 17705 times:

What is Delta fetish with Los Angeles? For 20-years now they build up, then drop.

I guess LA customers get dizzy with endless Delta PR to only find that "new" (resumed) flights no longer exist after half year.

Seems they should never have destroyed what Western left them in hindsight as its taking lots of money and time to try to recreate things year after year.


User currently offlineazstar From United States of America, joined May 2005, 597 posts, RR: 0
Reply 7, posted (1 year 1 month 1 week 4 days 3 hours ago) and read 17705 times:

I don't think UA considers LAX a hub. They moved substantial operations to SFO a few years ago, and they are left with a majority of Skywest regional jets to almost all West Coast markets from LAX.

User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 8, posted (1 year 1 month 1 week 4 days 3 hours ago) and read 17659 times:

Quoting AeroWesty (Reply 5):
Seems they should never have destroyed what Western left them in hindsight as its taking lots of money and time to try to recreate things year after year.

IIRC, there wasn't all that much of Western's to destroy as they had already moved much of it to SLC when they opened that as a hub, before the DL/WA merger.



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 9, posted (1 year 1 month 1 week 4 days 2 hours ago) and read 17527 times:

Quoting mayor (Reply 8):
IIRC, there wasn't all that much of Western's to destroy as they had already moved much of it to SLC when they opened that as a hub, before the DL/WA merger.

Just for the record, you clicked on my post for quoting when highlighting text posted by Mercure1, but I don't necessarily disagree with his viewpoint.



International Homo of Mystery
User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 10, posted (1 year 1 month 1 week 4 days 2 hours ago) and read 17259 times:

Quoting AeroWesty (Reply 9):
Just for the record, you clicked on my post for quoting when highlighting text posted by Mercure1, but I don't necessarily disagree with his viewpoint.

If I clicked on your post, why did HIS sentence show up?? Another A.net glitch, perhaps?



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 11, posted (1 year 1 month 1 week 4 days 2 hours ago) and read 17182 times:

Quoting mayor (Reply 10):
Another A.net glitch, perhaps?

No, it's due to how scripting works. I can highlight your text again, then click on anyone else's "Select Text Quoted" button, and it will appear as if they were being quoted. It's called « user error ».  

Example:

Quoting azstar (Reply 7):
If I clicked on your post, why did HIS sentence show up??



International Homo of Mystery
User currently offlineBigGSFO From United States of America, joined Jun 2005, 2887 posts, RR: 6
Reply 12, posted (1 year 1 month 1 week 4 days 2 hours ago) and read 17109 times:

Quoting azstar (Reply 7):
I don't think UA considers LAX a hub. They moved substantial operations to SFO a few years ago, and they are left with a majority of Skywest regional jets to almost all West Coast markets from LAX.

UA does consider LAX a hub. AA considers it part of their "cornerstone." DL probably considers it a focus city but I haven't seen anything that officially classifies it as such (outside of third party reporting).

However it's all subjective - there is no industry or official definition of a hub so it's up to the airlines to call an operation a "hub."


User currently offlinempdpilot From United States of America, joined Jul 2006, 986 posts, RR: 0
Reply 13, posted (1 year 1 month 1 week 4 days 2 hours ago) and read 16881 times:

Though, like most of you I am skepical of how long this lasts giving DL track record. I feel there are a couple things that show this is going to stick.

First, co-locating with AS. This is quite significant as you don't have to clear security to transfer to and AS flight or vise versa. This will increase the number of AS/DL and DL/AS itineraries significantly I think.

Second, They are increasing the PHX, SMF, and OAK markets. This shows that not only are they working but they are working well. Delta wouldn't add an additional flight to these markets if they were failing, they would have held the 4 daily that they have.

Third, The DL Leadership doesn't seem as short term focused as previous leaders. They have shown with their decisions that they are looking at the long haul. They aren't making quick decisions to make a quick buck. Surely there will be times when routes don't work (i.e. DTW-HKG). But you need to take some risks, and I am sure there will be some routes out of LAX that don't work either, but that doesn't mean they will cut tail and run because they are in it for the long haul.

For what it's worth, I think AA recognizes this too, with a few of their most recent changes in LAX. They added PHX around the same time as DL. I think AA realizes that this isn't the DL build up of old.



One mile of highway gets you one mile, one mile of runway gets you anywhere.
User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 14, posted (1 year 1 month 1 week 4 days 2 hours ago) and read 16880 times:

Quoting AeroWesty (Reply 11):

Ok....got it....never had that happen before.



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 15, posted (1 year 1 month 1 week 4 days 1 hour ago) and read 16470 times:

Quoting azstar (Reply 7):
I don't think UA considers LAX a hub.

They mention it on their PR.

Also they are the biggest airline at LAX in enplanements.

For activity, even if you want to discount the ~100 UAX flights, they still have nearly 90 mainline flights also. LAX is bigger then IAD for example in such regard.

Quoting mayor (Reply 8):
there wasn't all that much of Western's to destroy as they had already moved much of it to SLC when they opened that as a hub, before the DL/WA merger.

According to departflights.com, at time of DL merger WA had 163 departures from LAX.

One big loss for Delta at LAX, was subsequent Skywest switching from Delta to United. That took with it a dozen+ communities and feed opportunity.



From the desert to the sea, to all of Southern California
User currently onlineaaway From United States of America, joined Oct 2003, 1507 posts, RR: 14
Reply 16, posted (1 year 1 month 1 week 4 days 1 hour ago) and read 16391 times:

AeroWesty has the right idea. Not only have:

Quoting AeroWesty (Reply 5):
The dynamics of their competition is different this time.
DL has, to a degree, parlayed AA's LAX playbook into what appears to be a winning venture. The Skyteam and unaligned international partners have increased DL's traffic. AS has been valuable - particularly for the SYD flight. Just synergistic momentum.

Quoting AADC10 (Reply 4):
LAX is difficult to break into. It is gate limited by a consent decree so DL would have difficulty adding a significant number of gates.
LAX is about 10 gates below that threshold due to gate closures/retirements that are grandfathered into that community agreement. Considering DL's current fleet mix at LAX, they could, in theory, add back the 3 gates decommissioned in T-5.

But, with LAWA's gate usage clause, the current 16 gates (13 in T5, 3 in T6) should suffice for now.

To digress a bit, I've always felt that DL miscued at LAX with the NW merger. DL obtained NW's interest in T-2 and quite possibly could've locked up T-3, which was in play at the time.

Quoting mayor (Reply 8):
IIRC, there wasn't all that much of Western's to destroy as they had already moved much of it to SLC when they opened that as a hub, before the DL/WA merger.

From the time WA began building up LAX (circa 1983), approximately 25 mainline flights were added. That peaked at, IIRC, 85 weekday, peak season (Summer, 1985) mainline departures. At the time of the merger, WA was still at about 75-80 such departures.

The growth at SLC came at the expense of DEN and MSP.





[Edited 2013-03-06 16:58:06]


With a choice between changing one's mind & proving there's no need to do so, most everyone gets busy on the proof.
User currently offlinecommavia From United States of America, joined Apr 2005, 11116 posts, RR: 62
Reply 17, posted (1 year 1 month 1 week 4 days 1 hour ago) and read 16355 times:

I think DL stands a better shot this time around than previous attempts.

I think some of their more "marginal" LAX flying is likely to struggle going forward - just as it did in attempts past - but the "core" local western U.S. markets (e.g., PHX, SEA, SFO, LAS, SAN, etc.) that have a strong local component to/from LAX and/or a strong onward connecting component to transcons/NRT/HND/SYD/CDG/partner flights are likely to survive.

I do question the need for quite as much capacity and frequency as DL is currently putting into some of these markets, and think some will come down as 50-seaters are puled out of the network and 70-90-seaters are backfilled, but I suspect that some level of flying on these routes is likely to remain.


User currently onlineMIflyer12 From United States of America, joined Feb 2013, 783 posts, RR: 0
Reply 18, posted (1 year 1 month 1 week 4 days 1 hour ago) and read 16204 times:

Quoting commavia (Reply 17):
I do question the need for quite as much capacity and frequency as DL is currently putting into some of these markets, and think some will come down as 50-seaters are puled out of the network and 70-90-seaters are backfilled, but I suspect that some level of flying on these routes is likely to remain.

I don't follow your 50-seater reference in the context of this LAX flying. A Bloomberg piece noted that all DL LAX flying is on 2-cabin aircraft - meaning no 50-seaters.

http://www.bloomberg.com/news/2013-0...s-to-compete-against-american.html


User currently offlineUALAX From United States of America, joined Feb 2004, 145 posts, RR: 0
Reply 19, posted (1 year 1 month 1 week 4 days ago) and read 15665 times:

I'm curious as to how this will affect UA. After all UA has a much larger operation at SFO and UA could reduce or cancel intra-West flights from LAX in favor of its San Francisco operation.

User currently offlineJBAirwaysFan From United States of America, joined May 2009, 907 posts, RR: 0
Reply 20, posted (1 year 1 month 1 week 4 days ago) and read 15409 times:

Something I just thought of. Did DL try to build up LAX post NW merger already or is this the first time they did it after?


In Loving Memory of Casey Edward Falconer; May 16, 1992-May 9, 2012
User currently offlinecommavia From United States of America, joined Apr 2005, 11116 posts, RR: 62
Reply 21, posted (1 year 1 month 1 week 4 days ago) and read 15129 times:

Quoting MIflyer12 (Reply 18):
I don't follow your 50-seater reference in the context of this LAX flying. A Bloomberg piece noted that all DL LAX flying is on 2-cabin aircraft - meaning no 50-seaters.

What I was referring to is the huge number of 50-seaters that DL is planning to pull out of their system over the next few years. I suspect that some of that capacity will be backfilled by precisely some of the 2-cabin CR7s and CR9s now flying in and out of LAX on some of these extremely high-frequency routes DL is now operating with DCI.

Quoting UALAX (Reply 19):
After all UA has a much larger operation at SFO and UA could reduce or cancel intra-West flights from LAX in favor of its San Francisco operation.

UA is already a shadow of what it once was at LAX, and has majorly shifted west coast emphasis to SFO in the last decade. It's actually rather amazing when you look at it in certain individual markets - on lots of the big or biggish western U.S. routes UA used to dominate or be strong in from LAX - like LAS, PHX, SLC, SJC, TUS, SMF, ABQ, etc. - AA (and in some cases also DL) are now larger than UA.

To be sure - UA is still a huge force in the LAX market, but the gap between it and its competitors (especially AA) has dramatically closed since 9/11. And post-merger, before any network optimization/rationalization, AA will - for the first time in at least decades - be larger at LAX than UA.


User currently offlinemia305 From United States of America, joined Mar 2013, 314 posts, RR: 0
Reply 22, posted (1 year 1 month 1 week 4 days ago) and read 15058 times:

If DL can do it more power to them. On transcon flts they will be competing with AA
to NY which has a better product in my opinion and to a lesser extent UA. What else
is there left that isn't saturated with competition.


User currently offlineyellowtail From United States of America, joined Jun 2005, 5882 posts, RR: 2
Reply 23, posted (1 year 1 month 1 week 3 days 23 hours ago) and read 14913 times:

I have been saying this for some time.....and this time I give them a better shot. DL now has a decent NYC base and to complement that it needs LAX.

I say more C and S. American stuff is coming for LAX. Certain cities in that region have very good traffic from the West Coast and DL now has that feed in place to make it work.

Also with DL and AM now very tight, they can do more Mexico stuff and get the feed/loyalty they need on the mexican end

Quoting AeroWesty (Reply 5):
I'd give DL better than a fighting chance this time around.

Agree

Quoting mpdpilot (Reply 13):
Third, The DL Leadership doesn't seem as short term focused as previous leaders.

Agree. They really think outside the box and are at least willing to try things.


In all of this, do not discount the fact that the AV CM marriage is not going well in Star. Sooner or later, one is goign to bolt....presumably to Skyteam. Whichever it is will give DL a much better presence in that region...



When in doubt, hold on to your altitude. No-one has ever collided with the sky.
User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 24, posted (1 year 1 month 1 week 3 days 23 hours ago) and read 14714 times:

Quoting yellowtail (Reply 23):
In all of this, do not discount the fact that the AV CM marriage is not going well in Star. Sooner or later, one is goign to bolt....presumably to Skyteam. Whichever it is will give DL a much better presence in that region...

Is this just wild speculation? AV just joined Star, at some considerable expense. And, isn't CM partly owned by United (Continental)?


User currently offlinedavescj From United States of America, joined Jun 2007, 2292 posts, RR: 0
Reply 25, posted (1 year 1 month 1 week 3 days 23 hours ago) and read 15102 times:

It would be interesting to see if T5 and T6 could merge and have more gates, or a better/more effective use of gates.

I do wonder if LAX will ever find a way to get more gates into the system.

Dave



Can I have a mojito on this flight?
User currently offlinecosyr From United States of America, joined Jul 2012, 334 posts, RR: 0
Reply 26, posted (1 year 1 month 1 week 3 days 23 hours ago) and read 14789 times:

Quoting davescj (Reply 25):
It would be interesting to see if T5 and T6 could merge and have more gates, or a better/more effective use of gates.

Maybe after Terminal 3 is rebuilt...if they ever start that project. I assumed that AS moving to 6 would start things rolling, but so far nothing.


User currently onlineMSPNWA From United States of America, joined Apr 2009, 1825 posts, RR: 2
Reply 27, posted (1 year 1 month 1 week 3 days 22 hours ago) and read 14697 times:

I'm interested to see what the new AA will be able to do at LAX. To me that could be the carrier that provides the strongest challenge to DL's expansion.

User currently offlineProst From United States of America, joined Oct 2012, 630 posts, RR: 0
Reply 28, posted (1 year 1 month 1 week 3 days 22 hours ago) and read 14513 times:

DL, I imagine, is also trying to support the VS LHR flight as well as its own NRT, SYD, and HND flights. Although I haven't checked the flight timings to see how well the connections look.

User currently offlineDeltal1011man From United States of America, joined Sep 2005, 9071 posts, RR: 12
Reply 29, posted (1 year 1 month 1 week 3 days 21 hours ago) and read 14172 times:

Quoting JBAirwaysFan (Thread starter):
I personally feel that this is going to be the case again with the exception of a few markets.

you do know that Delta busted 100 flights a day nearly two years ago right? This isn't new, Delta has been in the 30% growth number at LAX the last 4-5 years(pretty much post merger)

And only two markets have been dropped, BDL/FLL (but MIA flight started) and one was announced but pulled before it started. (DEN)

Quoting LDVAviation (Reply 24):
And, isn't CM partly owned by United (Continental)?

I don't think UA has any CM shares anymore. IIRC CO sold them off pre-merger....but i could be wrong.

Quoting Prost (Reply 28):
DL, I imagine, is also trying to support the VS LHR flight as well as its own NRT, SYD, and HND flights.

They are, but when looking at the area that DL is lacking the most, its by far the west coast.

New York and LA are two very, very important markets. DL/AA/UA will all have a large presence in both.



yep.
User currently onlineRyanairGuru From Australia, joined Oct 2006, 4684 posts, RR: 4
Reply 30, posted (1 year 1 month 1 week 3 days 21 hours ago) and read 14071 times:

Quoting aaway (Reply 16):
AS has been valuable - particularly for the SYD flight.

Are you sure? AS and QF codeshare, and indeed AS is a partner in Qantas Frequent Flyer

Quoting LDVAviation (Reply 24):
Is this just wild speculation? AV just joined Star, at some considerable expense. And, isn't CM partly owned by United (Continental)?

Precisely. CM aren't going anywhere, United won't let them. It's not for nothing that their livery is just an stylized version of Continental's, and AV know perfectly well that CM existed when they joined Star.



Worked Hard, Flew Right
User currently offlineProst From United States of America, joined Oct 2012, 630 posts, RR: 0
Reply 31, posted (1 year 1 month 1 week 3 days 21 hours ago) and read 14057 times:

According to wikipedia (I know, I know)


In May 2008, Continental Airlines sold its remaining 4.38 million shares of Copa Airlines for $35.75 a share, for net proceeds of approximately $149.8 million.[8]


User currently offlinequestions From Australia, joined Sep 2011, 671 posts, RR: 1
Reply 32, posted (1 year 1 month 1 week 3 days 21 hours ago) and read 14030 times:

1. Are there any known plans for DL to add additional intl routes ex LAX?

2. How might DL's ownership/partnership with VS help it succeed this go around?

3. Whats the order of alliances, strongest to weakest, to Asia/Pacific ex LAX?


User currently offlineflyasaguy2005 From United States of America, joined Sep 2007, 7004 posts, RR: 11
Reply 33, posted (1 year 1 month 1 week 3 days 21 hours ago) and read 13821 times:

Quoting commavia (Reply 21):

What I was referring to is the huge number of 50-seaters that DL is planning to pull out of their system over the next few years. I suspect that some of that capacity will be backfilled by precisely some of the 2-cabin CR7s and CR9s now flying in and out of LAX on some of these extremely high-frequency routes DL is now operating with DCI.

If it means anything, I understood what you meant but let's not forget that overall, capacity will be about neutral if not slightly up when it's all said and done counting all the 717s and 739s. Let's not forget that they already have a firm order for 40 more CR9s that will be coming online in the quarters to come alongside the 717s from FL and the 739s. With all of this happening, MD90 conversions are ongoing. DL also put it out there that they are/will be on the market for used 738s/320s.

From a scheduling perspective, it doesn't take much to offer say 10-12x daily CR9s on say LAX-LAS which is what they've been doing for a while. Many times they will do it with only 2 or 3 a/c. The same ones flying back and forth all day.



What gets measured gets done.
User currently offlineDeltal1011man From United States of America, joined Sep 2005, 9071 posts, RR: 12
Reply 34, posted (1 year 1 month 1 week 3 days 21 hours ago) and read 13765 times:

Quoting RyanairGuru (Reply 30):
Are you sure? AS and QF codeshare, and indeed AS is a partner in Qantas Frequent Flyer

That doesn't mean AS doesn't also feed the DL flights.

Quoting questions (Reply 32):
1. Are there any known plans for DL to add additional intl routes ex LAX?

SJO are all that is public. (plus the adds to PVR/GDL and CUN)

Quoting questions (Reply 32):
2. How might DL's ownership/partnership with VS help it succeed this go around?

It will be very, very important to DL have a LAX-LHR flight(even if its JV)

Quoting questions (Reply 32):
3. Whats the order of alliances, strongest to weakest, to Asia/Pacific ex LAX?

I think BA is the largest carrier at LAX, but KE is also very large. As is some star carriers. It is pretty much even, they are all big.

Quoting flyasaguy2005 (Reply 33):

and they can flex up capacity with the 739(not park some older aircraft) and they still have room for 30 76-seaters.

Quoting RyanairGuru (Reply 30):
Precisely. CM aren't going anywhere, United won't let them. It's not for nothing that their livery is just an stylized version of Continental's, and AV know perfectly well that CM existed when they joined Star.

I am 99.9% sure UA doesn't own any part of CM....but unless they own 51%(which I know they don't) it doesn't mean jack s**t what the airplane looks like. If CM would make more money, thus better for the stockholders, then they will go to Sky or One. period.



yep.
User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 35, posted (1 year 1 month 1 week 3 days 20 hours ago) and read 13547 times:

Quoting Deltal1011man (Reply 34):
I think BA is the largest carrier at LAX, but KE is also very large. As is some star carriers. It is pretty much even, they are all big.

Largest foreign carriers in enplanements for 2012 were:

Qantas - 1,117,785
Air Canada - 939,387
Korean - 666,878
Air NZ - 612,245
AeroMexico - 560,792
TACA - 552,788
British - 547,802
Air France - 536,638
Cathay - 530,344


As far as domestic (including their commuter partners)

UA - 12,440,383
AA - 11,022,509
DL - 8,065,122
WN - 7,696,365
AS - 3,245,603
VX - 2,984,721
US - 1,867,845
B6 - 776,493
HA - 575,393
F9 - 520,873
NK - 474,686
G4 - 440,803



From the desert to the sea, to all of Southern California
User currently offlinemia305 From United States of America, joined Mar 2013, 314 posts, RR: 0
Reply 36, posted (1 year 1 month 1 week 3 days 19 hours ago) and read 12723 times:

AA will be hard to beat on the LAX-NYC route. With the new cabins and 321's
replacing the 762's the frequency will be higher.

That said DL has potential at LAX. They have to be smart this time
around to be successful.


User currently onlinePlanesNTrains From United States of America, joined Feb 2005, 5266 posts, RR: 29
Reply 37, posted (1 year 1 month 1 week 3 days 18 hours ago) and read 12650 times:

Quoting Mercure1 (Reply 6):
Seems they should never have destroyed what Western left them in hindsight as its taking lots of money and time to try to recreate things year after year.

Were this 1993, I might agree with you. But DL+WA was a quarter century ago. A lot has transpired between then and now, so I find it hard to accept that they made a mistake by downsizing at LAX. They simply had other more important goals for their airline. Eastern was still around. We had the first Gulf War. The Ron Allen years. The recession. 9/11. Afghanistan/Iraq. Skyrocketing oil. A much larger WN (plus others). The current recession. And on and on....

-Dave



Totes my goats!
User currently offlineyellowtail From United States of America, joined Jun 2005, 5882 posts, RR: 2
Reply 38, posted (1 year 1 month 1 week 3 days 14 hours ago) and read 11465 times:

Quoting LDVAviation (Reply 24):
Is this just wild speculation?
Quoting RyanairGuru (Reply 30):
Precisely. CM aren't going anywhere, United won't let them. It's not for nothing that their livery is just an stylized version of Continental's, and AV know perfectly well that CM existed when they joined Star.

I know lots of folks at both airlines. They hate each other. Both thought the other would blink regarding star and both felt like their respective partners (UA for CM and LH for AV/TA) would support them in getting the other (AV or CM) out.

It Lat Am machismo is above else.

I would say one will announce its exit star within 2 years. IMHO that will be AV. CM seems to working with the rest of the group much better.



When in doubt, hold on to your altitude. No-one has ever collided with the sky.
User currently offlineJosh32121 From United States of America, joined Apr 2008, 355 posts, RR: 1
Reply 39, posted (1 year 1 month 1 week 3 days 13 hours ago) and read 11153 times:

Quoting mia305 (Reply 36):
AA will be hard to beat on the LAX-NYC route. With the new cabins and 321's
replacing the 762's the frequency will be higher.

That said DL has potential at LAX. They have to be smart this time
around to be successful.

From a passenger standpoint, DL will be on par if not superior because there are now (or soon will be) a few 767-300's with brand new interiors and flat-bed direct-aisle access J seats flying that route just as AA will shift to all narrow body A321 service. The remaining DL flights will be on 757's with interiors just a few years old. All flights in both classes will have service and amenities equivalent to DL's long-haul international product. I agree AA may trump slightly on frequency, but DL's product will be extremely competitive. Time will tell, but DL seems to have thought this out better than its previous LAX build-ups, and I'm sure they're taking advantage of the distractions AA (and still UA to a degree) are will experience with merger integration.


User currently offlineyellowtail From United States of America, joined Jun 2005, 5882 posts, RR: 2
Reply 40, posted (1 year 1 month 1 week 3 days 12 hours ago) and read 10880 times:

Quoting Josh32121 (Reply 39):
Time will tell, but DL seems to have thought this out better than its previous LAX build-ups, and I'm sure they're taking advantage of the distractions AA (and still UA to a degree) are will experience with merger integration.

Delta learnt alot last time around at LAX, and while they saw lots of promise they wern't in a position financially (and perhaps leadership wise) to stick it out while the LAX routes matured.

This time round they have time, leadership and money.

I am really going to go out on a limb now as say IF they can get LAX to work reasonably well, they will take a stab at MIA too.



When in doubt, hold on to your altitude. No-one has ever collided with the sky.
User currently offlinediverdave From United States of America, joined Mar 2010, 299 posts, RR: 0
Reply 41, posted (1 year 1 month 1 week 3 days 12 hours ago) and read 10842 times:

Quoting PlanesNTrains (Reply 37):
Were this 1993, I might agree with you. But DL+WA was a quarter century ago. A lot has transpired between then and now, so I find it hard to accept that they made a mistake by downsizing at LAX.

Western was getting killed at LAX. That's why they moved their primary hub to SLC.

I wonder if 717s will be taking over the short haul flying out of LAX.

David


User currently offlinedavescj From United States of America, joined Jun 2007, 2292 posts, RR: 0
Reply 42, posted (1 year 1 month 1 week 3 days 11 hours ago) and read 10409 times:

What about running an all biz jet NYC - LAX? I'm thinking something like MAXJet did Transatlantic or MartinAir runs IAH AMS (an all biz seat 737). While there would be fewer pax, the fact that only premium seats are sold on the flight would help offset the costs.

Also - with less pax luggage - more money could be made on the cargo carried.

While I doubt the route could support all J cabin, what about 1 or 2 flights a day?

Dave



Can I have a mojito on this flight?
User currently offlinerwy04lga From United States of America, joined Jul 2005, 3115 posts, RR: 8
Reply 43, posted (1 year 1 month 1 week 3 days 11 hours ago) and read 10312 times:

Quoting mayor (Reply 10):
"Select Text Quoted"

Actually, it's the "Quote Selected Text" button.     (I know it wasn't yours, your Honor)

Quoting mia305 (Reply 22):
On transcon flts they will be competing with AA to NY which has a better product in my opinion

You clearly haven't tried DL's Business Elite service. Direct-aisle access and lie-flat seats are game changers.



Just accept that some days, you're the pigeon, and other days the statue
User currently offlineBigGSFO From United States of America, joined Jun 2005, 2887 posts, RR: 6
Reply 44, posted (1 year 1 month 1 week 3 days 11 hours ago) and read 10231 times:

With DL stepping up in LAX hopefully this will force AA to as well. Selfishly, as an AS MVP Gold, I get to reap the benefits of such a competition (and don't turn this comment into a DL should buy AS debate). My point being, whether DL sticks to the LAX expansion or not, the extra competition is good for consumers.

User currently offlinequestions From Australia, joined Sep 2011, 671 posts, RR: 1
Reply 45, posted (1 year 1 month 1 week 3 days 10 hours ago) and read 9733 times:

Quoting davescj (Reply 42):
While I doubt the route could support all J cabin, what about 1 or 2 flights a day?

Unfortunately no one has been able to figure out how to make money with a premium-only configured aircraft for a sustainable period of time. Closest examples are BA's Concorde and SQ's A345... and they're debatable.

The first three questions I would have for an all J 737 on JFK-LAX-JFK 1-2 flights a day would be:
1) could we sell enough seats at a price to earn a decent margin?
2) could we keep the aircraft utilized (aircraft not in the air don't make money)?
3) could the aircraft be more profitably utilized some other way?


User currently offlineDeltaMD90 From United States of America, joined Apr 2008, 7274 posts, RR: 52
Reply 46, posted (1 year 1 month 1 week 3 days 10 hours ago) and read 9735 times:

Quoting yellowtail (Reply 40):
I am really going to go out on a limb now as say IF they can get LAX to work reasonably well, they will take a stab at MIA too.

Honestly, I think that time has passed. AA is getting back on its feet (through Ch11, not necessarily the merger) and I see AA defending its MIA turf to the death



Ironically I have never flown a Delta MD-90 :)
User currently onlineYYZAMS From Canada, joined Feb 2011, 210 posts, RR: 0
Reply 47, posted (1 year 1 month 1 week 3 days 10 hours ago) and read 9568 times:

I wonder when they will announce LAX-AMS or CDG. Maybe they will take one off the SEA/PDX - AMS route and but it through LAX-AMS

User currently offlinedavescj From United States of America, joined Jun 2007, 2292 posts, RR: 0
Reply 48, posted (1 year 1 month 1 week 3 days 10 hours ago) and read 9499 times:

Quoting YYZAMS (Reply 47):
I wonder when they will announce LAX-AMS or CDG. Maybe they will take one off the SEA/PDX - AMS route and but it through LAX-AMS

LAX-CDG DL 8553, operated by AF (AF 65)

LAX-AMS DL 9379, operated by KLM (KLM 602).

Since these flights are a JV, in essence DL already has them. Unless there is reason for more capacity, dont' expect to see more flights.

Another key reality - at least on the Paris route- AF offers FCL, KLM and DL only J.

Dave



Can I have a mojito on this flight?
User currently offlineDeltaMD90 From United States of America, joined Apr 2008, 7274 posts, RR: 52
Reply 49, posted (1 year 1 month 1 week 3 days 9 hours ago) and read 9244 times:

Quoting davescj (Reply 48):
Since these flights are a JV, in essence DL already has them. Unless there is reason for more capacity, dont' expect to see more flights.

If DL does successfully expand at LAX, I'm sure the demand would be there and more flights would be added. Wether it would be DL metal or AF/KL metal is another story



Ironically I have never flown a Delta MD-90 :)
User currently offlinedavescj From United States of America, joined Jun 2007, 2292 posts, RR: 0
Reply 50, posted (1 year 1 month 1 week 3 days 9 hours ago) and read 9222 times:

Quoting DeltaMD90 (Reply 49):
If DL does successfully expand at LAX, I'm sure the demand would be there and more flights would be added. Wether it would be DL metal or AF/KL metal is another story

I could see it eventually....but.....

SFO, SEA, PDX, SLC already have service to one or both airports.

Woud LAX get built up before the others? My gut would be to say yes, but I am not sure how fast anything will be arriving.

Dave



Can I have a mojito on this flight?
User currently offlineDeltaMD90 From United States of America, joined Apr 2008, 7274 posts, RR: 52
Reply 51, posted (1 year 1 month 1 week 3 days 8 hours ago) and read 8890 times:

Quoting davescj (Reply 50):
SFO, SEA, PDX, SLC already have service to one or both airports.

Woud LAX get built up before the others? My gut would be to say yes, but I am not sure how fast anything will be arriving.

If they want to build up LAX I think they would. LAX has lots of O&D, air travel as a whole generally goes up over time, and LAX may be tapping into markets the SEA, PDX, and SLC aren't. Not too sure of SLC's Central/South America operation, but if LAX gets a lot of CA/SA feed, there may be enough feed for more European flights



Ironically I have never flown a Delta MD-90 :)
User currently offlineyellowtail From United States of America, joined Jun 2005, 5882 posts, RR: 2
Reply 52, posted (1 year 1 month 1 week 3 days 8 hours ago) and read 8755 times:

Quoting questions (Reply 45):
3) could the aircraft be more profitably utilized some other way?

Exactly...the airline business is the asset allocation business.



When in doubt, hold on to your altitude. No-one has ever collided with the sky.
User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 53, posted (1 year 1 month 1 week 3 days 8 hours ago) and read 8723 times:

Quoting DeltaMD90 (Reply 49):
If DL does successfully expand at LAX, I'm sure the demand would be there and more flights would be added. Wether it would be DL metal or AF/KL metal is another story

And, where would Delta go? HKG, LHR, etc.?

In reply 16, aaway explained what is driving this expansion. It is the AA playbook at LAX. Domestic growth in short haul western markets as a result of capturing more of the traffic flows generated by its alliance partners at LAX.

In short, the international flights are already being flown by Delta's partners.

Given the strategy driving this expansion, I don't see how it is feasible for Delta to start infiltrating the hubs of non-alliance partners. So, the question remains, where would Delta go?


User currently offlineDeltaMD90 From United States of America, joined Apr 2008, 7274 posts, RR: 52
Reply 54, posted (1 year 1 month 1 week 3 days 8 hours ago) and read 8571 times:

Quoting LDVAviation (Reply 53):
And, where would Delta go? HKG, LHR, etc.?

They can add more flights to existing cities, it doesn't have to be a new city every time. I doubt there would be many flights to Europe minus the usual AMS and CDG. Of course, with the JV, it could be AF or KL adding the flights



Ironically I have never flown a Delta MD-90 :)
User currently offlinedavescj From United States of America, joined Jun 2007, 2292 posts, RR: 0
Reply 55, posted (1 year 1 month 1 week 3 days 8 hours ago) and read 8556 times:

One of the things to consider in adding routes - particularly long haul - where would the metal come from? It is not like there are lots of extra planes just sitting about.

DTW- HKG has already been scrubbed.

But with a LAX build up, which has TKO, would PVG be an option?

Dave



Can I have a mojito on this flight?
User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 56, posted (1 year 1 month 1 week 3 days 8 hours ago) and read 8518 times:

Quoting diverdave (Reply 41):
Western was getting killed at LAX. That's why they moved their primary hub to SLC.

Where they?

If so why did LAX keep growing also?
Below is average daily departure count at year end for WA @ LAX. (source departflights.com)

1982 - 61
1983 - 76
1984 - 87
1985 - 139
1986 - 154
merger - 163

As I recall SLC has more to do with shifting over from DEN and having ability to grow at SLC without sharing a hub with others at DEN.

Quoting davescj (Reply 55):
would PVG be an option?

There are already 3 players between LAX and PVG -- AA, MU and UA.

Anyhow - Delta's China partner is China Southern, with base in Guangzhou, not Shanghai.



From the desert to the sea, to all of Southern California
User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 57, posted (1 year 1 month 1 week 3 days 8 hours ago) and read 8454 times:

Quoting LAXintl (Reply 56):
As I recall SLC has more to do with shifting over from DEN and having ability to grow at SLC without sharing a hub with others at DEN.

That is correct for history's sake. SLC also shifted the hub a bit westward, eliminating some backtracking for intra-mountain west connections.



International Homo of Mystery
User currently offlineluckyone From United States of America, joined Aug 2008, 2129 posts, RR: 0
Reply 58, posted (1 year 1 month 1 week 3 days 7 hours ago) and read 8406 times:

Quoting LAXintl (Reply 56):
Anyhow - Delta's China partner is China Southern, with base in Guangzhou, not Shanghai.

China Eastern, a SkyTeam member, is hubbed in Shanghai.


User currently offlinedavescj From United States of America, joined Jun 2007, 2292 posts, RR: 0
Reply 59, posted (1 year 1 month 1 week 3 days 7 hours ago) and read 8394 times:

Quoting LAXintl (Reply 56):
Anyhow - Delta's China partner is China Southern, with base in Guangzhou, not Shanghai.

China Southern already has a non stop to CAN. Would other cities in Asia be a good add on? If DL wants to push LAX, you'd think increased flights to Asia would be a logical expansion.

Dave



Can I have a mojito on this flight?
User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 60, posted (1 year 1 month 1 week 3 days 7 hours ago) and read 8391 times:

To me, the future for DL across the Pacific must involve a JV with KAL and leverage the ICN hub.

As far LAX, this means things are very nicely covered already as KE has route served 3x daily.

So along with existing double daily Delta service to Japan, plus Skyteam partners to China and Taiwan all the largest markets are covered with exception of HKG. However I don't see DL with its tiny single daily flight presence at HKG being able to muster a LAX nonstop against CX or other competition like UA.

Anyhow - I think we are seeing DL its making SEA is Pacific gateway, not LAX.



From the desert to the sea, to all of Southern California
User currently offlineBigGSFO From United States of America, joined Jun 2005, 2887 posts, RR: 6
Reply 61, posted (1 year 1 month 1 week 3 days 7 hours ago) and read 8305 times:

Quoting LAXintl (Reply 60):
To me, the future for DL across the Pacific must involve a JV with KAL and leverage the ICN hub.

I've thought about this too. I would imagine a JV with KE is key to DL's holistic international growth plan, especially across the Pacific. If this were to happen, I wouldn't be surprised if the connecting traffic over NRT is drawn down and shifted to ICN while DL increases HND as much as possible for better yielding Tokyo traffic. I guess that could be a separate thread in of itself.

As for LAX, I haven't see anyone mention an increase to Australia (LAX-MEL? LAX-BNE?) or perhaps the addition of AKL.


User currently offlineAADC10 From United States of America, joined Nov 2004, 2015 posts, RR: 0
Reply 62, posted (1 year 1 month 1 week 3 days 7 hours ago) and read 8294 times:

Quoting davescj (Reply 25):
It would be interesting to see if T5 and T6 could merge and have more gates, or a better/more effective use of gates.

There cannot be more gates due to the consent decree. T6 is one of the shared airport owned terminals, except for the UA/CO gates, so with AS moving in, there are only a few gates that are possibly available.


User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 63, posted (1 year 1 month 1 week 3 days 7 hours ago) and read 8293 times:

Quoting BigGSFO (Reply 61):
As for LAX, I haven't see anyone mention an increase to Australia (LAX-MEL? LAX-BNE?) or perhaps the addition of AKL.

MEL and BNE nonstops are already covered with the alliance with Virgin Australia.



From the desert to the sea, to all of Southern California
User currently offlinemia305 From United States of America, joined Mar 2013, 314 posts, RR: 0
Reply 64, posted (1 year 1 month 1 week 3 days 7 hours ago) and read 8224 times:

I agree that DL wont make a try on the LAX-MIA. They already have
one daily flight. That's as far as I think they will go. AA has to much of
an advantage on that route. AA will definitely defend its turf at MIA.

That's like saying AA starting LAX-ATL. They might have one flight
but in the long run wouldnt be successful.


User currently offlinediverdave From United States of America, joined Mar 2010, 299 posts, RR: 0
Reply 65, posted (1 year 1 month 1 week 3 days 6 hours ago) and read 8209 times:

Quoting AeroWesty (Reply 57):
That is correct for history's sake. SLC also shifted the hub a bit westward, eliminating some backtracking for intra-mountain west connections.

Apparently that is the true history. Western was bleeding money in the early 80s, and narrowly avoided bankruptcly.

http://www.csmonitor.com/1986/0912/fwes.html

David

[Edited 2013-03-07 11:17:06]

User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 66, posted (1 year 1 month 1 week 3 days 6 hours ago) and read 8173 times:

Quoting diverdave (Reply 65):
http://www.csmonitor.com/1986/0912/fwes.html

The last paragraph of this story is interesting. Some 25+ years later, and the major airlines are still grappling with evolving into becoming true national airlines in their own right. DL's push into LAX is a lingering part of that effort, and DL may just become the first to achieve that lofty goal from so long ago. Can't fault them for at least trying.



International Homo of Mystery
User currently offlineTR1 From United States of America, joined Sep 2004, 253 posts, RR: 1
Reply 67, posted (1 year 1 month 1 week 3 days 6 hours ago) and read 8161 times:

Would LAX-AKL be a viable route for Delta? Or is this a market which would be profitable for only one carrier (NZ)? Delta's A330-200s are/were being modified for 12hr+ missions and QF was using the aircraft on this route prior to it being discontinued.

I can see DL using a two gateway approach for the west coast: LAX for Hawaii and the south Pacific and SEA for Asia.

[Edited 2013-03-07 11:51:07]

User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 68, posted (1 year 1 month 1 week 3 days 6 hours ago) and read 8176 times:

Quoting AeroWesty (Reply 66):
The last paragraph of this story is interesting. Some 25+ years later, and the major airlines are still grappling with evolving into becoming true national airlines in their own right. DL's push into LAX is a lingering part of that effort, and DL may just become the first to achieve that lofty goal from so long ago. Can't fault them for at least trying.

How is that? No Chicago and no Texas network? Even from LAX, still no ORD and DFW, and Boston is only seasonal.


User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 69, posted (1 year 1 month 1 week 3 days 6 hours ago) and read 8133 times:

Quoting LDVAviation (Reply 68):
How is that? No Chicago and no Texas network?

I didn't make the case for that LAX was the end of the line in this effort, but it would put DL closest, in my view. There's certainly more work to do. (I have posted in the past that I believe LAX-ORD is the next major step DL will take in this area.)



International Homo of Mystery
User currently offlinemia305 From United States of America, joined Mar 2013, 314 posts, RR: 0
Reply 70, posted (1 year 1 month 1 week 3 days 6 hours ago) and read 8091 times:

DL starting LAX-ORD will be tough being that UA & AA have that covered pretty well.

I think DL should try more Mexico, central and south America routes
or LAX-BOS. Even though DL has a JV with KLM, AF they should try more
european routes.


User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 71, posted (1 year 1 month 1 week 3 days 6 hours ago) and read 8067 times:

Quoting mia305 (Reply 70):
DL starting LAX-ORD will be tough being that UA & AA have that covered pretty well.

It's my belief that LAX-ORD, plus a few others, will be important for DL to continue to win corporate contracts in the LA market. They don't have to fly it hourly, but at least make some effort to see where they may fit in to support their corporate clients.



International Homo of Mystery
User currently offlinebobnwa From United States of America, joined Dec 2000, 6344 posts, RR: 9
Reply 72, posted (1 year 1 month 1 week 3 days 4 hours ago) and read 7764 times:

Quoting AeroWesty (Reply 66):
Some 25+ years later, and the major airlines are still grappling with evolving into becoming true national airlines in their own right

Please define what you mean a true national airline. As I seee it, there never has been a national airline in the US and don't see it as happening in the future. There are currently 3 major airlines in the US plus WN.


User currently offlinemia305 From United States of America, joined Mar 2013, 314 posts, RR: 0
Reply 73, posted (1 year 1 month 1 week 3 days 4 hours ago) and read 7722 times:

While I agree with you that DL has to try LAX-ORD. UA & AA pretty much have
those contracts locked up. They have a better chance trying LAX-MIA.


User currently offlineSligo From United States of America, joined Jan 2013, 120 posts, RR: 0
Reply 74, posted (1 year 1 month 1 week 3 days 3 hours ago) and read 7669 times:

Quoting mia305 (Reply 70):
DL starting LAX-ORD will be tough being that UA & AA have that covered pretty well

It seems ORD has always been and always will be a tweener market for DL. They try to find ways to fit in and it sometimes works and sometimes doesnt. I loved the LGA-MDW ERJ flights from the Marine Terminal and was on them regularly a few years ago. And then they'd shift away entirely to JFK-ORD and then they'd circle the wagons again and try something else.

There's no escaping the fact that in order to reach critical mass for originating pax from LAX you need to fly to where they want to fly to non-stop with sufficient frequency. That's more or less a dozen must-have domestic markets from LAX including competitive blood-baths like PHX, LAS and ORD/MDW (it's easy to forget about WN's capacity into MDW; it's a factor).


User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 75, posted (1 year 1 month 1 week 3 days 3 hours ago) and read 7615 times:

Quoting bobnwa (Reply 72):
Please define what you mean a true national airline.

In going back to the CS Monitor article, I misquoted them. The word used was "nationwide" rather than "national". A small point, but I can see how that may be confusing.

My definition of an airline which would fit this category would be one which covered and connected the major geographic regions of the United States, plus a worthwhile transcon network. DL is pretty much closing in on that distinction, especially with recent growth in the Pacific NW, Southern California, and the Northeast/JFK. That's on top of their international service to is it 6 continents now? Beginning to fill in some of their other blind spots, such as direct flights between the major midwest business centers and the coasts, would truly bring them to a fully comprehensive network, ahead of UA or AA.



International Homo of Mystery
User currently offlinemia305 From United States of America, joined Mar 2013, 314 posts, RR: 0
Reply 76, posted (1 year 1 month 1 week 3 days 3 hours ago) and read 7633 times:

Although AA would defend its turf in JFK & MIA. DL could make it work on both routes.
Maybe not as big in MIA with maybe 2 possibly 3 daily flights.


User currently offlineLono From United States of America, joined Apr 2004, 1335 posts, RR: 1
Reply 77, posted (1 year 1 month 1 week 3 days 2 hours ago) and read 7455 times:

diverdave WA was doing quite well after we restructured. We did not move the hub to SLC from LAX ,quite the opposit was the case. WA was in a growth mode in LAX and the SLC hub plan was to continue the growth by offering another hub. Additionally the SLC hub was used to make WA more attractive for partnering/merging. This is what we were told. The LAX hub grew to over 140 flights per day as I recall.... All WA metal .....more when we counted the Skywest flights.
It was a glorious time for Wally Bird....



Wally Bird Ruled the Skys!
User currently offlineBigGSFO From United States of America, joined Jun 2005, 2887 posts, RR: 6
Reply 78, posted (1 year 1 month 1 week 3 days 1 hour ago) and read 7297 times:

Quoting mia305 (Reply 70):
Even though DL has a JV with KLM, AF they should try more
european routes.

Don't forget LHR too once the VS deal is finalized.

Quoting mia305 (Reply 73):
While I agree with you that DL has to try LAX-ORD. UA & AA pretty much have
those contracts locked up. They have a better chance trying LAX-MIA.

They already fly LAXMIA. I do think DL could be successful adding ORD, IAH, DFW, & Washington DC if they can attract enough California originating traffic. IIRC, they still have somewhat of a FF base in Dallas which could help any LAX flights.


User currently offlinemia305 From United States of America, joined Mar 2013, 314 posts, RR: 0
Reply 79, posted (1 year 1 month 1 week 3 days 1 hour ago) and read 7256 times:

I think DL could possibly make MIA-LAX. On another thread its said
that 1,000,000 pax travel the route a year not to mention all the
connecting traffic.

I know DL would have a hard time capturing the connecting pax
but the demand is there.


User currently offlineBigGSFO From United States of America, joined Jun 2005, 2887 posts, RR: 6
Reply 80, posted (1 year 1 month 1 week 3 days 1 hour ago) and read 7265 times:

Quoting mia305 (Reply 79):
I think DL could possibly make MIA-LAX. On another thread its said
that 1,000,000 pax travel the route a year not to mention all the
connecting traffic.

Again, they already operate LAXMIA...


User currently offlinecokepopper From United States of America, joined May 2008, 1167 posts, RR: 10
Reply 81, posted (1 year 1 month 1 week 3 days 1 hour ago) and read 7278 times:

If Delta really wants to "Win NY" then they really need to bring back the EWR option.

User currently offlinemia305 From United States of America, joined Mar 2013, 314 posts, RR: 0
Reply 82, posted (1 year 1 month 1 week 3 days 1 hour ago) and read 7239 times:

Quoting BigGSFO (Reply 80):

What I ment was, couldn't they add a 2 or possibly 3 roundtrips?
Or upgage the current one they have.


User currently offlinedavescj From United States of America, joined Jun 2007, 2292 posts, RR: 0
Reply 83, posted (1 year 1 month 1 week 2 days 23 hours ago) and read 7013 times:

Quoting cokepopper (Reply 81):
If Delta really wants to "Win NY" then they really need to bring back the EWR option.

I agree.....EWR is so much more convenient to Manhatten.

Dave



Can I have a mojito on this flight?
User currently offlineDeltal1011man From United States of America, joined Sep 2005, 9071 posts, RR: 12
Reply 84, posted (1 year 1 month 1 week 2 days 23 hours ago) and read 7003 times:

Quoting LDVAviation (Reply 68):
How is that? No Chicago and no Texas network? Even from LAX, still no ORD and DFW, and Boston is only seasonal.

whoa I missed the part of the PR that said they were done? care to point that out?


Oh wait...it didn't happen. You have no idea what will be added from LAX by Delta. Not a clue (clearly)



yep.
User currently offlinerwy04lga From United States of America, joined Jul 2005, 3115 posts, RR: 8
Reply 85, posted (1 year 1 month 1 week 2 days 22 hours ago) and read 6859 times:

Quoting davescj (Reply 83):
EWR is so much more convenient to ManhattAn.

  Yawn! (I corrected your spelling error.)



Just accept that some days, you're the pigeon, and other days the statue
User currently offlineJBAirwaysFan From United States of America, joined May 2009, 907 posts, RR: 0
Reply 86, posted (1 year 1 month 1 week 2 days 22 hours ago) and read 6846 times:

Quoting davescj (Reply 83):
I agree.....EWR is so much more convenient to NEW JERSEY.
Quoting rwy04lga (Reply 85):
  Yawn! (I corrected your spelling error.)

I corrected it for accuracy  

Actually JFK is very convenient nowadays with Air Train. I've done it from Long Island and it is the easiest thing in the world. It's only about half an hour with the LIRR and Air Train. Getting to EWR by public transport is about the same.



In Loving Memory of Casey Edward Falconer; May 16, 1992-May 9, 2012
User currently offlinetommy767 From United States of America, joined Aug 2003, 6584 posts, RR: 11
Reply 87, posted (1 year 1 month 1 week 2 days 21 hours ago) and read 6766 times:

Quoting davescj (Reply 83):

agreed. I think DL should at least "try" to re-start EWR since they have already tried PHL, BDL and IAD on various occasions



"Folks that's the news and I'm outta here!" -- Dennis Miller
User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 88, posted (1 year 1 month 1 week 2 days 21 hours ago) and read 6757 times:

Delta with its partnerships will have most of the Top-20 international O&D markets covered from LAX.
So not many holes to plug really.

1. Seoul -    KE
2. London -    VS
3. Guadalajara -    AM plus own service
4. Tokyo -    own flights
5. Vancouver    AS
6. Mexico City -    AM
7. Toronto
8. Taipei -    CI
9. Manila
10. Paris -    AF
11. Sydney -    own plus VA
12. Cabo -    AM & AS
13. Hong Kong
14. Shanghai -    MU
15. Cancun
16. Beijing
17. Melbourne -    VA
18. Ho Chi Minh
19. Calgary
20. San Salvador

=



From the desert to the sea, to all of Southern California
User currently offlinecompensateme From United States of America, joined Jan 2009, 904 posts, RR: 0
Reply 89, posted (1 year 1 month 1 week 2 days 21 hours ago) and read 6735 times:

Quoting LAXintl (Reply 88):
Cancun

Cancun is serviced seasonally. When I passed through LAX shortly before Christmas, DL cut $1300 IDBC checks out to eight passengers on that flight.



Hypocrisy: "US airlines should only buy Boeing... BTW, check out my new Hyundai!"
User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 90, posted (1 year 1 month 1 week 2 days 21 hours ago) and read 6736 times:

Quoting LAXintl (Reply 88):
18. Ho Chi Minh

Just out of curiousity, what happened with the deal with Vietnam Airlines?



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlinemia305 From United States of America, joined Mar 2013, 314 posts, RR: 0
Reply 91, posted (1 year 1 month 1 week 2 days 21 hours ago) and read 6738 times:

Quoting LAXintl (Reply 88):

That's impressive. What routes could they start or increase
frequency to domestically


User currently offlineDeltal1011man From United States of America, joined Sep 2005, 9071 posts, RR: 12
Reply 92, posted (1 year 1 month 1 week 2 days 21 hours ago) and read 6746 times:

Quoting LAXintl (Reply 88):

HKG and PEK (with LHR now covered) are the two biggest holes for DL/SkyTeam at LAX.

Quoting LAXintl (Reply 63):
MEL and BNE nonstops are already covered with the alliance with Virgin Australia.

Yes but both are less than daily IIRC. It has been the rumor for the longest time that DL would move a 744 to SYD and add MEL daily with the LR. (and have VA 1) go daily on BNE or 2) add extra MEL frequencies on peak days.)

Quoting LAXintl (Reply 60):
DL with its tiny single daily flight presence at HKG being able to muster a LAX nonstop against CX

But they have to start somewhere. Its like DTW, It may work.....once DL grows in HKG. IMO, LAX and SEA are two places DL will look at to re-start mainland-HKG flights.

Quoting LAXintl (Reply 60):
other competition like UA.

A LAX, NRT, SEA flight would be a very solid presence for DL at HKG. Like i said above, maybe then DTW would be viable... (I am not in the JFK-HKG camp like some, I think JFK-China is a good idea for Delta, but that would take widebody growth.....something they don't seem willing to do.....unless they had drop tanks to the 767)



yep.
User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 93, posted (1 year 1 month 1 week 2 days 21 hours ago) and read 6703 times:

Quoting compensateme (Reply 89):
Cancun is serviced seasonally.

Yeah well I kinda figured it comes and goes as the winds blow at DL.

Quoting mayor (Reply 90):
Just out of curiousity, what happened with the deal with Vietnam Airlines?

VN can serve the US via Taiwan, Korea or Japan(except Tokyo).

Last year the CEO said LAX could be on the agenda for 2013 pending FAA audit of Vietnam CAA.

Vietnam Airlines Plans LAX Service (by LAXintl Apr 2 2012 in Civil Aviation)

Quoting Deltal1011man (Reply 92):
Yes but both are less than daily IIRC. It has been the rumor for the longest time that DL would move a 744 to SYD and add MEL daily with the LR. (and have VA 1) go daily on BNE or 2) add extra MEL frequencies on peak days.)

I believe VA will go 3x daily eventually at LAX. They have been telling that to their handler for staff planning. As I recall they have a 77W on lease to Etihad at the moment.

Quoting Deltal1011man (Reply 92):
But they have to start somewhere. Its like DTW, It may work.....once DL grows in HKG. IMO, LAX and SEA are two places DL will look at to re-start mainland-HKG flights.

True but DL (and NW previously) seems to struggle big time in HKG compared to UA
DL only has a single NRT these days, while UA manages 7 destinations from there.
Shooting for LAX nonstop would be a very difficult challenge imo..



From the desert to the sea, to all of Southern California
User currently offlineDeltal1011man From United States of America, joined Sep 2005, 9071 posts, RR: 12
Reply 94, posted (1 year 1 month 1 week 2 days 17 hours ago) and read 6490 times:

Quoting compensateme (Reply 89):
Cancun is serviced seasonally. When I passed through LAX shortly before Christmas, DL cut $1300 IDBC checks out to eight passengers on that flight.

It comes and goes. (as does GDL/PVR)

Quoting mayor (Reply 90):
Just out of curiousity, what happened with the deal with Vietnam Airlines?

VN is in SkyTeam but doesn't fly LAX-SGN

Quoting LAXintl (Reply 93):
True but DL (and NW previously) seems to struggle big time in HKG compared to UA

And China in general. Hell Asia in general outside of Japan.
but times are changing.

Quoting LAXintl (Reply 93):
DL only has a single NRT these days, while UA manages 7 destinations from there.

Oh its no kidding that Delta has gotten its collective ass kicked in Hong Kong.

Quoting LAXintl (Reply 93):
Shooting for LAX nonstop would be a very difficult challenge imo..

I agree but they gotta go from somewhere. Still think SEA with the smallest aircraft possible will be the first to start.

Quoting LAXintl (Reply 93):
I believe VA will go 3x daily eventually at LAX. They have been telling that to their handler for staff planning. As I recall they have a 77W on lease to Etihad at the moment.

Would an extra 77W do it? IIRC BNE/MEL were very low weekly flights?



yep.
User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 95, posted (1 year 1 month 1 week 2 days 16 hours ago) and read 6452 times:

Quoting Deltal1011man (Reply 84):
Oh wait...it didn't happen. You have no idea what will be added from LAX by Delta. Not a clue (clearly)

Still waiting on ORD, DCA/IAD, DFW, and Boston (year-round). Seems like Delta is just nibbling at the edges of the two more established network airlines from LAX.

Reality check. There are markets from LAX that UA and AA locked up long ago.

Now with the US/AA merger, AA locks up DCA even more, adds mass on the Boston and RDU end respectively of LAX/Boston and the upcoming LAX/RDU, and arguably locks up PHL and Charlotte.


User currently offlineDeltal1011man From United States of America, joined Sep 2005, 9071 posts, RR: 12
Reply 96, posted (1 year 1 month 1 week 2 days 15 hours ago) and read 6430 times:

Quoting LDVAviation (Reply 95):
Still waiting on ORD, DCA/IAD, DFW, and Boston (year-round). Seems like Delta is just nibbling at the edges of the two more established network airlines from LAX.

Rome wasn't built in a day. Delta, unlikely American, is trying to build an airline that doesn't have to live off of employee's being at the very bottom of the industry. Thus they aren't going to do a big capacity dump into the market. LAX will keep slowly growing. ORD/Texas and other Transcons will come.

but if you looking for a 100 flight capacity dump then you will be waiting forever.

Quoting LDVAviation (Reply 95):
Reality check. There are markets from LAX that UA and AA locked up long ago.

Such as?

Quoting LDVAviation (Reply 95):
AA locks up DCA even more,

DCA is Washington. UA will tell you how foolish you sound by saying 1 daily LAX-DCA is even a dent in the LAX-WAS market.

Quoting LDVAviation (Reply 95):
adds mass on the Boston

Which means nothing to LAX

Quoting LDVAviation (Reply 95):
RDU end

which mean nothing on the LAX end.


jeesh man. Why do you have to do this in every single Delta thread? We getting, you have some kind of creepy love thing for AA and really think they are going to rule the world. Do you have to keeping posting this garbage in every.....single.....thread?



yep.
User currently offlineRWA380 From United States of America, joined Feb 2005, 2868 posts, RR: 5
Reply 97, posted (1 year 1 month 1 week 2 days 15 hours ago) and read 6438 times:

The way I see it is, LAX has no super dominant carrier like DFW, ATL, MIA, DTW or SFO hubs have. Yes there are several carriers with a decent sized operation at LAX, The now 3 legacy carriers, will likely battle each other for market share, hoping a top dog will emerge as a clear favorite. UA, AA & DL have, and have had, a decent presence in the Southland area for a long time, even more so with their multiple alliance partners that use LAX as an Intl connection point.

IMO, LAX is too much of an important crossroads for all 3 legacy carriers, ie... DL, UA & AA (via their QF partner) use LAX as a gateway for their Australia services, (UA also uses SFO). Point is, no one of these 3 carriers can afford to ignore the huge O & D, plus the opportunities for connections that LAX does provide, therefore there will be no stand alone winner no matter how hard they go at each other. Which is the reason why carriers will always increase and decrease in this market, trying so hard to make any possible option workable.

Except the International routes, most market fares from LAX will be dictated more by the smaller LCC and ULCC carriers that also bring a fair amount of traffic to LAX, ie... AS who is operating code shared flights from LAX all over their network for 2 of the three legacies I spoke of, AS has placed themselves in a very lucrative position, by keeping their eggs spread out, a very well thought out action plan, that has paid off for AS's bottom line for quite a long time.

Of course WN and VX are also in the mix of carriers providing a decent amount of flights to LAX, I think unlike many hub cities like ORD, IAD, SEA, or IAH there will not be just one large presence from any carrier. JFK comes to mind where despite both AA & DL there is not a stand alone winner, and likely won't be either.



Rule number One, NEVER underestimate the other guys greed
User currently onlinejetlanta From United States of America, joined Jul 2001, 3145 posts, RR: 35
Reply 98, posted (1 year 1 month 1 week 2 days 10 hours ago) and read 6162 times:

Quoting RWA380 (Reply 97):
The way I see it is, LAX has no super dominant carrier like DFW, ATL, MIA, DTW or SFO hubs have. Yes there are several carriers with a decent sized operation at LAX, The now 3 legacy carriers, will likely battle each other for market share, hoping a top dog will emerge as a clear favorite. UA, AA & DL have, and have had, a decent presence in the Southland area for a long time, even more so with their multiple alliance partners that use LAX as an Intl connection point.

IMO, LAX is too much of an important crossroads for all 3 legacy carriers, ie... DL, UA & AA (via their QF partner) use LAX as a gateway for their Australia services, (UA also uses SFO). Point is, no one of these 3 carriers can afford to ignore the huge O & D, plus the opportunities for connections that LAX does provide, therefore there will be no stand alone winner no matter how hard they go at each other. Which is the reason why carriers will always increase and decrease in this market, trying so hard to make any possible option workable.

It seems to me that a lot of folks are far too caught up in a.net narrative of the past few years to recognize the basic truth here. No one carrier, not UA, not AA and not DL, is ever going to have anything approaching a dominant position at LAX. What separates the three main carriers is a few percentage points of market share. Given the infrastructure scarcity at LAX, that simply is not going to change.

Here is a little perspective. I took a normal week in July and pulled the total seats offered at LAX and the three NYC airports. As you can see, LAX is clearly the more competitive environment. The scale of the size variance between the three carriers at LAX is actually pretty small. Delta clearly intends on shrinking it further. LAX is truly a different animal than any other major U.S. market. You can't apply the "hub dominance" idea that works in other markets to gauge a carrier's success.



The question comes back to, can Delta make LAX work? I offer up a simple suggestion. It already does. Anybody who thinks Delta is unprofitable at LAX simply has no basis in fact to suggest that. To the contrary, I am confident that Delta's LAX operation is already a strong bottom-line contributor to the network. I believe that UA and AA are as well.

LAX is a capacity-constrained environment in a high-demand region. Industry revenue performance is strong as well. That is a recipe for success for any carrier that has significant assets at LAX. In this case, that is several carriers.


User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 99, posted (1 year 1 month 1 week 2 days 10 hours ago) and read 6130 times:

How about seats Southwest and Virgin America @ LAX.

Southwest especially is a big factor in LA being the largest airline in California, and now later in the year will finally have the green light to grow its LAX operation with receipt of 4 additional gates.



From the desert to the sea, to all of Southern California
User currently offlinempdpilot From United States of America, joined Jul 2006, 986 posts, RR: 0
Reply 100, posted (1 year 1 month 1 week 2 days 8 hours ago) and read 6005 times:

Quoting LDVAviation (Reply 95):
Reality check. There are markets from LAX that UA and AA locked up long ago.
Quoting LDVAviation (Reply 95):
Now with the US/AA merger, AA locks up DCA even more, adds mass on the Boston and RDU end respectively of LAX/Boston and the upcoming LAX/RDU, and arguably locks up PHL and Charlotte.

That isn't totally fair, DL will always be at a disadvantage in DFW, ORD, IAD, DCA, PHL, and CLT. AA, UA, and US have hubs in those airports. Look at AA on LAX-IAD, 3 flights with a 738 is hardly locking things up. DCA is slot controlled and limited in the LAX market some might even argue that AS stronger in DCA-LAX as they have been there longer.

Personally, I think it will hurt, but I think in time DL could/will do at least 3 daily flights with a 738 in all 6 of those markets (except of course DCA which unless the perimeter limits go away will be off limits).

On another note, I think DL could do some really great things by taking 25-35 of the 739ERs that are on the way and outfit them for LAX service. I would also base some of the incoming 717s in LAX as well.



One mile of highway gets you one mile, one mile of runway gets you anywhere.
User currently offlineBigGSFO From United States of America, joined Jun 2005, 2887 posts, RR: 6
Reply 101, posted (1 year 1 month 1 week 2 days 8 hours ago) and read 5983 times:

DL could make Chicago, Dallas, Houston, DC work with a limited but competitive schedule. They might not be the most lucrative routes but int he long run they will add value across the system, most notably in Southern California, where they can focus on LAX-originating traffic.

User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 102, posted (1 year 1 month 1 week 2 days 8 hours ago) and read 6011 times:

Quoting mpdpilot (Reply 100):
That isn't totally fair, DL will always be at a disadvantage in DFW, ORD, IAD, DCA, PHL, and CLT. AA, UA, and US have hubs in those airports. Look at AA on LAX-IAD, 3 flights with a 738 is hardly locking things up. DCA is slot controlled and limited in the LAX market some might even argue that AS stronger in DCA-LAX as they have been there longer.

Exactly..........how do UA and AA do LAX-DTW/MSP/ATL/SLC? That would be a similar comparison, but those in the UA/AA camp would say it wasn't a fair comparison.



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 103, posted (1 year 1 month 1 week 2 days 8 hours ago) and read 5937 times:

Quoting BigGSFO (Reply 101):
where they can focus on LAX-originating traffic.

Actually I don't believe this is the focus at all.

At the opening event of the new LAX SkyClub I got to chat with one of the sales executives. His point was that Delta knew it would be extremely hard to nudge into the hearts, minds, and pocketbooks of the local market, but instead saw LA as a must have destination market for its existing customer base. He further described how DL was offering low frequency red-eye services to places like RDU, IND, virtually entirely for the benefit of its customers in those cities.

So certainly, I don't doubt DL would be more than happy to take a few dollars from locals here, but its primary interest with LA appears more to create decent coverage and route links to benefit its (and Skyteam) broader network and customers, not to perse fight it out head to head with AA, UA, WN or VX for locals.



From the desert to the sea, to all of Southern California
User currently offlineDeltaMD90 From United States of America, joined Apr 2008, 7274 posts, RR: 52
Reply 104, posted (1 year 1 month 1 week 2 days 8 hours ago) and read 5906 times:

Quoting LAXintl (Reply 103):
So certainly, I don't doubt DL would be more than happy to take a few dollars from locals here, but its primary interest with LA appears more to create decent coverage and route links to benefit its (and Skyteam) broader network and customers, not to perse fight it out head to head with AA, UA, WN or VX for locals.

With so many entrenched carriers, I think DL needs to expand smartly and slowly before it can start really taking on AA, UA, or WN. Then again, these carriers aren't gonna take kindly, so we'll see.

As much as I prefer DL dominance (due to my obvious bias) isn't it refreshing for a lot of posters to see an operation like LAX with a bunch of carriers with strong operations? Seems kinda like the old days I was too young to remember



Ironically I have never flown a Delta MD-90 :)
User currently offlineBigGSFO From United States of America, joined Jun 2005, 2887 posts, RR: 6
Reply 105, posted (1 year 1 month 1 week 2 days 7 hours ago) and read 5870 times:

Quoting LAXintl (Reply 103):
Actually I don't believe this is the focus at all.

At the opening event of the new LAX SkyClub I got to chat with one of the sales executives. His point was that Delta knew it would be extremely hard to nudge into the hearts, minds, and pocketbooks of the local market, but instead saw LA as a must have destination market for its existing customer base. He further described how DL was offering low frequency red-eye services to places like RDU, IND, virtually entirely for the benefit of its customers in those cities.

So certainly, I don't doubt DL would be more than happy to take a few dollars from locals here, but its primary interest with LA appears more to create decent coverage and route links to benefit its (and Skyteam) broader network and customers, not to perse fight it out head to head with AA, UA, WN or VX for locals.

Fascinating insight. Thanks.


User currently offlineLAXSTEW From United States of America, joined Feb 2010, 39 posts, RR: 1
Reply 106, posted (1 year 1 month 1 week 2 days 7 hours ago) and read 5769 times:

Quoting LAXintl (Reply 103):
Actually I don't believe this is the focus at all.

At the opening event of the new LAX SkyClub I got to chat with one of the sales executives. His point was that Delta knew it would be extremely hard to nudge into the hearts, minds, and pocketbooks of the local market, but instead saw LA as a must have destination market for its existing customer base. He further described how DL was offering low frequency red-eye services to places like RDU, IND, virtually entirely for the benefit of its customers in those cities.

So certainly, I don't doubt DL would be more than happy to take a few dollars from locals here, but its primary interest with LA appears more to create decent coverage and route links to benefit its (and Skyteam) broader network and customers, not to perse fight it out head to head with AA, UA, WN or VX for locals.

Maybe in the short-term, but I wouldn't think DL would bother sponsoring the likes of Staples Center, Kings, Lakers, Grammy's, etc. if there wasn't an interest in capturing local attention/passengers.


User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 107, posted (1 year 1 month 1 week 2 days 6 hours ago) and read 5693 times:

Quoting mpdpilot (Reply 100):
Personally, I think it will hurt, but I think in time DL could/will do at least 3 daily flights with a 738 in all 6 of those markets (except of course DCA which unless the perimeter limits go away will be off limits).

If Delta had the corporate contracts or traffic flows from its international codeshare partners, those routes and those frequencies would already exist.

Heck, if Delta had a hub at ORD, DFW, IAD, Denver, etc., those routes would already exist.

These are not just temporary impediments that will be overcome in time, they are structural disadvantages.


User currently offlineyellowtail From United States of America, joined Jun 2005, 5882 posts, RR: 2
Reply 108, posted (1 year 1 month 1 week 2 days 6 hours ago) and read 5705 times:

If Anyone is doubting DLs plan at LAX....

http://www.usatoday.com/story/todayi...TheSky+(Travel+-+Today+In+the+Sky)



When in doubt, hold on to your altitude. No-one has ever collided with the sky.
User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 109, posted (1 year 1 month 1 week 2 days 6 hours ago) and read 5598 times:

Quoting mayor (Reply 102):
Exactly..........how do UA and AA do LAX-DTW/MSP/ATL/SLC? That would be a similar comparison, but those in the UA/AA camp would say it wasn't a fair comparison.

Fair comparison. Last I checked, from LAX, UA and AA do LAT-DTW/MSP/ATL with one-stop through their hubs at ORD/IAH/DFW.

Only SLC is a nonstop for both from LAX and that hardly matters since it is a regional route.


User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 110, posted (1 year 1 month 1 week 2 days 5 hours ago) and read 5465 times:

But need to remember - place like ORD, DFW are much larger local market then the DL hubs of ATL, DTW or MSP.

In other words its not that critical for AA/UA to serve the DL hubs to in order to serve the LA market well.
But for DL the lack of ORD for example is a bigger missing hole if it desires to serve local needs.

For example daily pax from LAX -

ORD - 3667
DFW - 2730

ATL - 2068
DTW - 1491
MSP - 1360



From the desert to the sea, to all of Southern California
User currently onlinejetlanta From United States of America, joined Jul 2001, 3145 posts, RR: 35
Reply 111, posted (1 year 1 month 1 week 2 days 4 hours ago) and read 5329 times:

Quoting DeltaMD90 (Reply 104):
With so many entrenched carriers, I think DL needs to expand smartly and slowly before it can start really taking on AA, UA, or WN. Then again, these carriers aren't gonna take kindly, so we'll see.

As much as I prefer DL dominance (due to my obvious bias) isn't it refreshing for a lot of posters to see an operation like LAX with a bunch of carriers with strong operations? Seems kinda like the old days I was too young to remember
Quoting LDVAviation (Reply 107):
If Delta had the corporate contracts or traffic flows from its international codeshare partners, those routes and those frequencies would already exist.

Heck, if Delta had a hub at ORD, DFW, IAD, Denver, etc., those routes would already exist.

These are not just temporary impediments that will be overcome in time, they are structural disadvantages.
Quoting LAXintl (Reply 110):

But need to remember - place like ORD, DFW are much larger local market then the DL hubs of ATL, DTW or MSP.

In other words its not that critical for AA/UA to serve the DL hubs to in order to serve the LA market well.
But for DL the lack of ORD for example is a bigger missing hole if it desires to serve local needs.

Goodness. I'm not sure why this is so difficult. Not one of these carriers offers a comprehensive product at LAX. This market is huge and the largest carrier offers less than 200 daily flights.

While ORD and DFW are missing holes in Delta's network at LAX "today", let's not assume that every major corporate contract requires ORD and DFW nonstops. While it is clear that some on here would like to discount the importance of the LAX-ATL market, that would be a mistake. In fact, besides being the third largest music production city in the U.S., Atlanta is already the #3 movie/television center as well. The later is growing particularly fast. In fact, NYC/LAX/ATL /BNA are where the entertainment industry action is and only one airline has positioned itself to take advantage of this so far.

Here is some reference material: http://decatur.patch.com/articles/ge...ons-generated-31-billion-last-year

Quote:
Georgia was home to 333 feature films, television movies and series, commercials, and music videos that were shot across the state during fiscal year 2012. Georgia-filmed movies slated to hit theatres in the next few months include “Flight” starring Denzel Washington on November 2, and “Parental Guidance” starring Billy Crystal and Bette Midler on December 25.

A pair of Midtown-filmed releases will come in Spring of 2013. On April 13. Legendary Entertainment will release the Harrison Ford project “42” (with Midtown scenes) and Universal will release, “Identity Thief” starring Jason Bateman and Melissa McCarthy on May 10.

Other Georgia projects expected to be released next year include two Midtown-filmed projects, “The Internship” starring Vince Vaughn and Owen Wilson; and the “Devil’s Knot” starring Colin Firth and Reese Witherspoon. Also , “The Killing Season” starring John Travolta and Robert De Niro and the Savannah-filmed “CBGB,” are Georgia-filmed releases expected next year

In addition, a record number of television shows were shot in Georgia during FY12, including AMC’s “The Walking Dead,” CW’s “The Vampire Diaries,” BET’s “Reed Between the Lines,” “The Game,” and “Let’s Stay Together”; “Family Feud”; VH1’s “Single Ladies”; USA’s “Necessary Roughness” and “Royal Pains”; Lifetime’s “Drop Dead Diva”; and many more.

Feature films in preproduction or currently in production in Georgia include the second feature in the billion dollar ‘Hunger Games’ franchise “Catching Fire”; “Scary Movie 5”; “Getaway”; “Last Vegas” starring Michael Douglas, Kevin Kline, Morgan Freeman and Robert De Niro; and “Ten” starring Arnold Schwarzenegger.

“Our competitive incentives, talented crew, diverse locations and accessibility give us an edge when productions are picking a location,” said Lee Thomas, the Director of the Georgia Film, Music & Digital Entertainment Office. “All of these assets build upon an infrastructure that is increasingly positioning Georgia among the go-to locations for entertainment productions.”

Additional Georgia-filmed movies that have been released in recent months include Tyler Perry’s “Madea’s Witness Protection”; “Lawless” starring Shia LaBeouf and Tom Hardy; “The Watch” starring Vince Vaughn and Ben Stiller; and “The Odd Life of Timothy Green” starring Jennifer Garner.

Let's not forget that Turner Broadcasting and Cox Communications are also ATL-based.

The point is that ATL is an important market to key corporations based in L.A. and neither AA or UA serve it. In fact, not a single airline at LAX can offer everything a corporation could want. Corporations will chose based on a variety of criteria.
Just because Delta doesn't have DFW or ORD today doesn't mean it can't compete for its fair share of L.A. originating corporate business.

I'd also remind everyone that it would be very Delta-like for the carrier to enter both ORD and DFW at some point soon. When that happens, i'm sure we'll hear criticism from the same cynics who said that LGA-ORD would never last. Just watch.

Again, at the end of the day, all three of these carriers will offer a comprehensive network from LAX and all three will do just fine. Demand is so big, and capacity is so constrained, that there is room for all three. If people would take their blinders off, they'd see that is what is happening already.


User currently onlineRyanairGuru From Australia, joined Oct 2006, 4684 posts, RR: 4
Reply 112, posted (1 year 1 month 1 week 2 days 3 hours ago) and read 5255 times:

Quoting Deltal1011man (Reply 92):
Yes but both are less than daily IIRC. It has been the rumor for the longest time that DL would move a 744 to SYD and add MEL daily with the LR. (and have VA 1) go daily on BNE or 2) add extra MEL frequencies on peak days.)

I've heard a similar rumor from the Australian end. The 77W is, arguably, too big for VA to build critical mass in MEL and BNE, and therefore the smaller 77L could work better. With DL taking one, VA would be in a position to build up the other.

Quoting LAXintl (Reply 93):
I believe VA will go 3x daily eventually at LAX. They have been telling that to their handler for staff planning. As I recall they have a 77W on lease to Etihad at the moment.

They won't be unless they either (1) find some more aircraft or (2) end AUH. They don't lease aircraft to EY (except for the once per week AUH-KUL they operate for EY) but they do fly 3 times per week SYD-AUH. Apparently those flights are doing too great and the relationship with EY is rumored to be cooling off a little so maybe they will terminate those flights. We shall see. From my understanding, though, VA were somewhat reluctant to put all their eggs in one basket, as it where. If LAX was their only long haul destination then they would bleed pretty hard if the US economy went southward etc.



Worked Hard, Flew Right
User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 113, posted (1 year 1 month 1 week 2 days 2 hours ago) and read 5072 times:

Quoting LAXintl (Reply 110):
In other words its not that critical for AA/UA to serve the DL hubs to in order to serve the LA market well.
But for DL the lack of ORD for example is a bigger missing hole if it desires to serve local needs.

Excellent point.

Quoting jetlanta (Reply 111):
In fact, NYC/LAX/ATL /BNA are where the entertainment industry action is and only one airline has positioned itself to take advantage of this so far.

Interesting, because AA and UA still have the bulk of the entertainment industry contracts. And, they don't fly to Atlanta nonstop. (AA does fly nonstop to BNA.)

As to the "action" you speak of, if it is largely "below the line stuff," then it is not resulting in much premium travel. The talent (producers/actors/studio execs) is still based in NYC, LA, London, Miami, and Sydney. Except for NYC, those aren't strong nodes in the Delta network.

Just for fun. Take a look at the other industries with prominent roles in LA's economy, for example the Defense Industry and even the much smaller, but still culturally-important Art Industry. Who is better positioned to serve the travel patterns of those industries? For the D Industry, from LAX, the domestic pattern would have points in San Diego, Tuscon, Dallas, Boston, South Florida, and DC.


User currently offlinetommy767 From United States of America, joined Aug 2003, 6584 posts, RR: 11
Reply 114, posted (1 year 1 month 1 week 2 days 1 hour ago) and read 5005 times:

Quoting LDVAviation (Reply 113):
As to the "action" you speak of, if it is largely "below the line stuff," then it is not resulting in much premium travel. The talent (producers/actors/studio execs) is still based in NYC, LA, London, Miami, and Sydney. Except for NYC, those aren't strong nodes in the Delta network.

A lot of "below the line" is definitely not premium revenue. I worked in a "below the line" job in LA and it was freelance and while I was a silver on DL during that time period, it was all leisure.



"Folks that's the news and I'm outta here!" -- Dennis Miller
User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 115, posted (1 year 1 month 1 week 2 days 1 hour ago) and read 5002 times:

Whether or not DL can do it in LAX, it's amazing to me that they're even in the mix, considering that UA and AA have been in the LAX-ORD/NYC market for ages and DL is, comparatively a newcomer to these markets. UA and AA have been in the market this long and yet, for DL to even be in the competition is really something.

That is my opinion, at least.



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlinesxf24 From United States of America, joined Aug 2007, 1250 posts, RR: 0
Reply 116, posted (1 year 1 month 1 week 2 days 1 hour ago) and read 4913 times:

Quoting LDVAviation (Reply 113):
Interesting, because AA and UA still have the bulk of the entertainment industry contracts. And, they don't fly to Atlanta nonstop. (AA does fly nonstop to BNA.)

Utter hogwash.


User currently offlinempdpilot From United States of America, joined Jul 2006, 986 posts, RR: 0
Reply 117, posted (1 year 1 month 1 week 2 days ago) and read 4794 times:

Quoting LDVAviation (Reply 107):
If Delta had the corporate contracts or traffic flows from its international codeshare partners, those routes and those frequencies would already exist.

Heck, if Delta had a hub at ORD, DFW, IAD, Denver, etc., those routes would already exist.

These are not just temporary impediments that will be overcome in time, they are structural disadvantages.

Well your first comment is a which comes first, if they had the routes they could get the contracts and if they had the contracts they could get the routes. Whats you point?

have you ever heard of the economic idea that overtime all costs are variable? Overtime everything is a temporary impediment. I don't think anyone is saying that DL has all the cards, but I also don't think anyone can argue that in the long term any one airline is better in LA than any other airline.

I personally think DL is in the leveraging the most in LA except for a not having a JV with KE. DL with a JV with KE, VA, and VS and the routes mentioned above, and they will be in a very good position. Once again not significantly larger than anyone else, but I think better.



One mile of highway gets you one mile, one mile of runway gets you anywhere.
User currently offlineFlyASAGuy2005 From United States of America, joined Sep 2007, 7004 posts, RR: 11
Reply 118, posted (1 year 1 month 1 week 1 day 23 hours ago) and read 4743 times:

Quoting mpdpilot (Reply 100):
On another note, I think DL could do some really great things by taking 25-35 of the 739ERs that are on the way and outfit them for LAX service. I would also base some of the incoming 717s in LAX as well.



Highly doubtful. For one, the 739s will be back filling a lot of the 57' capacity that will be drawn down over the next few years. Two. 25 frames are A LOT. Delta could run 10x daily LAX-LAS with just 2 a/c (barring MTC issues). They will be rotated through-out the system as all a/c are now but I don't see much changing and 717s going out west I really don't see any time soon.



What gets measured gets done.
User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 119, posted (1 year 1 month 1 week 1 day 23 hours ago) and read 4705 times:

Quoting mpdpilot (Reply 117):
Well your first comment is a which comes first, if they had the routes they could get the contracts and if they had the contracts they could get the routes. Whats you point?

This is the conundrum Delta faces in the LA market. What company with offices in the LA, DFW, Chicago, and DC area would pick Delta over United and American? And, without those contracts, how do any of those city pairs make sense for Delta?

Even where they have the contracts, such as one they share with AA that involves lots of travel between LAX and BOS/DFW/DC, that has not been enough to allow Delta to establish a foothold in any of the three city-pairs.


User currently offlinetoobz From Finland, joined Jan 2010, 752 posts, RR: 0
Reply 120, posted (1 year 1 month 1 week 1 day 23 hours ago) and read 4687 times:

Quoting LAX
ORD - 3667
DFW - 2730

ATL - 2068
DTW - 1491
MSP - 1360


But how many airlines partake in the % of ORD and DFW compared to ATL, DTW and MSP


User currently offlinesxf24 From United States of America, joined Aug 2007, 1250 posts, RR: 0
Reply 121, posted (1 year 1 month 1 week 1 day 21 hours ago) and read 4532 times:

People seem to operate under the impression most companies have exclusive contracts with one airline. They don't. You get a larger share of business with a larger network, but the number of exclusive contracts is quite small.

User currently offlineBCEaglesCO757 From United States of America, joined Mar 2011, 241 posts, RR: 2
Reply 122, posted (1 year 1 month 1 week 1 day 21 hours ago) and read 4497 times:

When it all comes down to it,for an airline that has such a great network,Delta spends a lot of time trying to build up in other peoples hubs or backyard.


For such a comprehensive domestic network in ATL,JFK,DTW,and SLC! Delta does a lot expansion outside its hubs at times.

[Edited 2013-03-08 20:51:34]

[Edited 2013-03-08 20:52:22]

User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 123, posted (1 year 1 month 1 week 1 day 21 hours ago) and read 4483 times:

Quoting LDVAviation (Reply 119):
This is the conundrum Delta faces in the LA market. What company with offices in the LA, DFW, Chicago, and DC area would pick Delta over United and American? And, without those contracts, how do any of those city pairs make sense for Delta?

That's what the marketing department is for, both the local one in LA and marketing at the GO in ATL, to find those customers and try and get those contracts for DL. I'm sure you knew that, but I just wanted to make sure because it sounded like you had no idea what the marketing reps were for.  



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 124, posted (1 year 1 month 1 week 1 day 21 hours ago) and read 4480 times:

Quoting BCEaglesCO757 (Reply 122):
for an airline that has such a great network,Delta spends a lot of time trying to build up in other peoples hubs or backyard.

No airline has had a 'backyard' since deregulation was ushered in in 1978. Not every customer wants to connect. All of the remaining legacy airlines are trying to expand their depth and breadth to cover the entire country as best they can. Why shouldn't DL do the same?



International Homo of Mystery
User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 125, posted (1 year 1 month 1 week 1 day 21 hours ago) and read 4479 times:

Quoting BCEaglesCO757 (Reply 122):
When it all comes down to it,for an airline that has such a great network,Delta spends a lot of time trying to build up in other peoples hubs or backyard.

Much like what WN, everyone's PERFECT airline has done at ATL?

Quoting BCEaglesCO757 (Reply 122):
For such a comprehensive domestic network in ATL,JFK,DTW,and SLC! Delta does a lot expansion outside its hubs at times.

It's called growth. No matter how many hubs you have or where they're at, there are going to be routes outside your hubs and P2P routes that won't involve your hubs, at all. It happens with ALL legacies, not just DL.



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineBCEaglesCO757 From United States of America, joined Mar 2011, 241 posts, RR: 2
Reply 126, posted (1 year 1 month 1 week 1 day 21 hours ago) and read 4473 times:

Quoting AeroWesty (Reply 124):

No airline has had a 'backyard' since deregulation was ushered in in 1978. Not every customer wants to connect.


I understand that I'm not saying its not their right to. The whole point is it makes me wonder just how viable or strong is their network that they can't make some of these markets work with existing hubs.


User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 127, posted (1 year 1 month 1 week 1 day 21 hours ago) and read 4480 times:

Quoting BCEaglesCO757 (Reply 126):
The whole point is it makes me wonder just how viable or strong is their network that they can't make some of these markets work with existing hubs.

If you're in Seattle and want to fly to Sydney, DL either has to put you onto a codeshare with AS, another airline, or via SLC to get you to the LAX gateway. If the total SEA-LAX market is there to be shared, why not take a piece of it, and then place your SEA-SYD pax on your own metal the entire way via the most efficient routing?

The whole idea of routing everything via a hub is very inefficient for city pairs with a market size to support nonstop service.

[Edited 2013-03-08 21:07:06]


International Homo of Mystery
User currently offlineBCEaglesCO757 From United States of America, joined Mar 2011, 241 posts, RR: 2
Reply 128, posted (1 year 1 month 1 week 1 day 21 hours ago) and read 4481 times:

I don't think I can compare DL to WN when it comes WN in ATL.

Point to Point is what WN does and has done from day one. I don't think anyone will mistake them for a hub and spoke carrier.


Bottom line, DL should just go all out and try to establish a hub in LAX. They're either coming or going over the years there. What is it going to be in other words.

[Edited 2013-03-08 21:10:12]

User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 129, posted (1 year 1 month 1 week 1 day 21 hours ago) and read 4481 times:

Quoting BCEaglesCO757 (Reply 126):
I understand that I'm not saying its not their right to. The whole point is it makes me wonder just how viable or strong is their network that they can't make some of these markets work with existing hubs.

So, how does DL use their hub network to make traffic out of LAX work? LAX-ORD is probably already connecting thru SLC.....the same with LAX-BOS. The problem is that it puts DL at a disadvantage compared to AA and UA out of LAX with their nonstops and you want DL to do WHAT, keep running them thru their hubs??



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently offlineProst From United States of America, joined Oct 2012, 630 posts, RR: 0
Reply 130, posted (1 year 1 month 1 week 1 day 19 hours ago) and read 4356 times:

When its all said and done, DL provided a large percentage of the profits the air lines in the United States had in 2012. Not everything is going to be perfect, but I'm willing to give the executive team the benefit of the doubt.

For those who are strong supporters of American, United, Southwest, or any other carrier, I offer you this: If Delta Air Lines is blowing it with these new routes, isn't it just strengthening your favorite carrier? Shouldn't you be supporting behavior that you consider 'silly' or 'risky'?


User currently onlinemayor From United States of America, joined Mar 2008, 9954 posts, RR: 14
Reply 131, posted (1 year 1 month 1 week 1 day 19 hours ago) and read 4345 times:

Quoting BCEaglesCO757 (Reply 128):
I don't think anyone will mistake them for a hub and spoke carrier.

Unless you're going thru MDW, of course.  
Quoting BCEaglesCO757 (Reply 128):
I don't think I can compare DL to WN when it comes WN in ATL.

What I was saying is that WN is trying to establish themselves in DL's "backyard", ATL. What seems okay for them seems to be bad for DL and I wonder why?



"A committee is a group of the unprepared, appointed by the unwilling, to do the unnecessary"----Fred Allen
User currently onlinejetlanta From United States of America, joined Jul 2001, 3145 posts, RR: 35
Reply 132, posted (1 year 1 month 1 week 1 day 18 hours ago) and read 4333 times:

Quoting LDVAviation (Reply 119):
This is the conundrum Delta faces in the LA market. What company with offices in the LA, DFW, Chicago, and DC area would pick Delta over United and American? And, without those contracts, how do any of those city pairs make sense for Delta?

Even where they have the contracts, such as one they share with AA that involves lots of travel between LAX and BOS/DFW/DC, that has not been enough to allow Delta to establish a foothold in any of the three city-pairs.

I pretty much completely disagree with everything you say, but lets just assume you are correct and Delta has trouble in these "trophy" markets you mention. Who DOES get the traffic in those markets? AA? UA? WN?

The answer, of course, is ALL OF THE ABOVE. A company with offices in Chicago gets to shop its business around to the lowest bidder. It works out great for the company. Its not always so great for the airline.

In the meantime, Delta gets its share of NYC, along with virtual monopoly control of ATL, DTW, MSP and a significant share of the midsize markets. This allows Delta to maintain a unit revenue premium, which it has done for a few years now. It also allows Delta to achieve profits that AA and UA can only dream of, despite their supposed advantage at LAX and other "key" markets.

Its all well and good to say that AA and UA have some advantage in LAX, but if you can't prove that they can TAKE advantage of strength, than what kind of argument do you really have?


User currently offlinedavescj From United States of America, joined Jun 2007, 2292 posts, RR: 0
Reply 133, posted (1 year 1 month 1 week 1 day 12 hours ago) and read 4149 times:

The goal is to make money, no? Since money can be made on the route, by definition, any carrier who can will try and make money on it.

LAX- as pointed out - is a money making destination.

Between expanding their own metal and code shares, DL can find a mix of routes and times to serve customers.

Speaking of codeshares - how many codeshares is AS bringing into LAX as DL Codeshares?

Dave



Can I have a mojito on this flight?
User currently offlinequestions From Australia, joined Sep 2011, 671 posts, RR: 1
Reply 134, posted (1 year 1 month 1 week 1 day 10 hours ago) and read 3991 times:

Quoting LAXintl (Reply 60):
DL with its tiny single daily flight presence at HKG
Quoting Deltal1011man (Reply 92):
But they have to start somewhere. Its like DTW, It may work.....once DL grows in HKG.

Only one flight a day to HKG? Is that from NRT or mainland US? I thought NW had a larger presence in HKG.

Quoting mpdpilot (Reply 100):
DL could do some really great things by taking 25-35 of the 739ERs that are on the way and outfit them for LAX service.

What do you mean "outfit them?" Assign the 739ERs to LAX or configure the aircraft in a different way. If configuration, what do you mean specifically?


User currently offlinerwy04lga From United States of America, joined Jul 2005, 3115 posts, RR: 8
Reply 135, posted (1 year 1 month 1 week 1 day 9 hours ago) and read 3948 times:

Quoting questions (Reply 134):

HKG is now served only by a connection from NRT, where NW had a huge hub. DL maintains that hub.



Just accept that some days, you're the pigeon, and other days the statue
User currently offlineN839MH From United States of America, joined Mar 2001, 365 posts, RR: 0
Reply 136, posted (1 year 1 month 1 week 1 day 9 hours ago) and read 3942 times:

For what it's worth, I'll jump in here.

For instance here in DFW, there are so many loyal fliers with Delta that won't fly AA to the west coast on their no stops, but insist on flying Delta thru other cities. And I understand that works the same for OAL customers who won't fly Delta out of Delta's hubs. I truly believe that each airline's marketing and revenue departments know exactly or pretty close as to what the competitors are flying and what revenues are. It just depends on where to deploy resources and what the bottom line each is trying to achieve.

Delta will eventually will get back in the DFW-LAX market and one or two other markets on the West coast...time will tell, lots of maneuvering taking place in the "behind the scenes"!



Solodude!
User currently offlinequestions From Australia, joined Sep 2011, 671 posts, RR: 1
Reply 137, posted (1 year 1 month 1 week 1 day 9 hours ago) and read 3882 times:

Quoting rwy04lga (Reply 135):
HKG is now served only by a connection from NRT, where NW had a huge hub. DL maintains that hub.

Thanks. But didn't NW have more flights to HKG, e.g., SEA-HKG?


User currently offlinecompensateme From United States of America, joined Jan 2009, 904 posts, RR: 0
Reply 138, posted (1 year 1 month 1 week 1 day 9 hours ago) and read 3866 times:

Quoting questions (Reply 137):
Thanks. But didn't NW have more flights to HKG, e.g., SEA-HKG?

No. Their sole HKG flight was from NRT; MSP was tried unsuccessfully in the mid-1990s.



Hypocrisy: "US airlines should only buy Boeing... BTW, check out my new Hyundai!"
User currently offlineLAXintl From United States of America, joined May 2000, 24312 posts, RR: 47
Reply 139, posted (1 year 1 month 1 week 1 day 8 hours ago) and read 3848 times:

Yes NW certanly had a SEA-HKG for quite a few years. They also briefly tried MSP-HKG.
Plus at one time had Seoul-HKG tag as well

http://www.airliners.net/aviation-fo...ral_aviation/print.main?id=1131403
http://www.airliners.net/aviation-fo...neral_aviation/print.main?id=12150

More recently DL tried and dropped DTW-HKG.



From the desert to the sea, to all of Southern California
User currently offlineBigGSFO From United States of America, joined Jun 2005, 2887 posts, RR: 6
Reply 140, posted (1 year 1 month 1 week 1 day 8 hours ago) and read 3818 times:

Quoting LAXintl (Reply 139):
Yes NW certanly had a SEA-HKG for quite a few years.

UA operated this for awhile too - before they acquired the Pacific operations from Pan Am. IIRC, their initial TPAC service prior to Pan Am was SEA and PDX-NRT and SEA-HKG with a 747SP.

Apologies for going off topic.


User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 141, posted (1 year 1 month 1 week 1 day 8 hours ago) and read 3822 times:

Quoting jetlanta (Reply 132):
In the meantime, Delta gets its share of NYC, along with virtual monopoly control of ATL, DTW, MSP and a significant share of the midsize markets. This allows Delta to maintain a unit revenue premium, which it has done for a few years now. It also allows Delta to achieve profits that AA and UA can only dream of, despite their supposed advantage at LAX and other "key" markets.

Here's the problem with your line of reasoning? If that is all well and good, you know Delta's "virtual monopoly control of ATL, DTW, and MSP", then why is Delta still trying to break into the LHR and LAX markets? Are they just trying to grow the business or are there real holes in its network that put a lie to this virtual monopoly and profits you speak of.

I am going to venture a guess that Delta has learned much more from the last recession than you have. During the last major downturn in the industry, following the events of 9/11, we learned that connecting traffic declined more than O&D traffic, that certain parts of the country were affected by the downturn more than others (for instance, the Atlanta-area much more than the entire state of Texas), and that certain international markets were more stable than others (LHR, not CDG).

So, while Delta may be enjoying these profits now, it seems to be under no delusion (as you seem to be) that its virtual monopoly at ATL, DTW, and MSP will insulate it from the vagaries of the market should another industry downturn happen, hence the push at LAX and LHR. (Heck, the Atlanta housing market is still tanking at a time when the LA housing market has taken off.)

Now, while I can appreciate Delta's strategic vision on these matters, it seems you cannot appreciate the fact that Delta's virtual monopoly won't mean much during a recession and that those "dream" profits have come at the expense of United and AA, who have been lagging financially and operationally for various reasons (i.e., merger and bankruptcy). Given those impediments, we don't really have a clear picture yet of how sustainable Delta's profits are once AA and UA really start competing. From Delta's own strategic initiatives, we can surmise however that Delta management thinks these two airlines have an advantage over Delta in more important markets (like LAX and LHR) that cannot be tolerated.


User currently offlinecompensateme From United States of America, joined Jan 2009, 904 posts, RR: 0
Reply 142, posted (1 year 1 month 1 week 1 day 8 hours ago) and read 3794 times:

Quoting LDVAviation (Reply 141):
Here's the problem with your line of reasoning? If that is all well and good, you know Delta's "virtual monopoly control of ATL, DTW, and MSP", then why is Delta still trying to break into the LHR and LAX markets? Are they just trying to grow the business or are there real holes in its network that put a lie to this virtual monopoly and profits you speak of.


Because revenue growth is an important metric among publicly traded companies? You're more likely to achieve larger revenue growth among a new market than a matured market, right? Kinda like how Walmart continues to break into new markets with its SuperCenter concept, and Target's doing the same with its grocery concept.

Nor do I understand your logic, anyway, Professor. If DL sees low-hanging fruit at LAX, it should avoid it... because UA and AA have the market locked up? Doesn't make much sense? We live in a capitalist society I thought.

[Edited 2013-03-09 09:56:15]


Hypocrisy: "US airlines should only buy Boeing... BTW, check out my new Hyundai!"
User currently offlinerwy04lga From United States of America, joined Jul 2005, 3115 posts, RR: 8
Reply 143, posted (1 year 1 month 1 week 1 day 8 hours ago) and read 3788 times:

Quoting LDVAviation (Reply 141):
Here's the problem with your line of reasoning?

Is that a question??

Quoting LDVAviation (Reply 141):
why is Delta still trying to break into the LHR and LAX markets?

Because Delta didn't inherit LHR routes/slots and 'was' primarily an east coast airline. LAX and LHR are just 2 pieces left to fill in Delta's wordwide network.

Quoting LDVAviation (Reply 141):
Are they just trying to grow the business or are there real holes in its network that put a lie to this virtual monopoly and profits you speak of.

Now, that IS a question. There is no lie to Delta's profits.

Do you know how to use a question mark (?) ?



Just accept that some days, you're the pigeon, and other days the statue
User currently onlineLDVAviation From United States of America, joined Dec 2008, 975 posts, RR: 5
Reply 144, posted (1 year 1 month 1 week 1 day 8 hours ago) and read 3754 times:

Quoting compensateme (Reply 142):
Because companies, especially publicly traded ones, are measured in revenue growth? Isn't that like asking why Walmart continues to break into new markets with its SuperCenter concept, or why Target's expanding into the grocery business?

Revenue growth? As if Walmart sold everything in its stores for a profit? As if the rational for every route Delta flew was profit?

Quoting rwy04lga (Reply 143):
Do you know how to use a question mark (?) ?

It is an internet message board. Who cares about question marks, punctuation, spelling, or grammar? And, I say that as a Professor of Literature with degrees from Yale. Now, if I were writing a paper/book for publication or you were writing a paper for my class, there would be a point to your remark about question marks. But, honestly, who takes what is being said here seriously enough to care about those things???? ... LOL.


User currently offlineSESGDL From United States of America, joined Jan 2001, 3452 posts, RR: 10
Reply 145, posted (1 year 1 month 1 week 1 day 8 hours ago) and read 3764 times:

Quoting compensateme (Reply 138):
No. Their sole HKG flight was from NRT; MSP was tried unsuccessfully in the mid-1990s.

Funny that you "conveniently" forgot to mention that DTW was recently canceled after being tried unsuccessfully. In addition NW also flew SEA-HKG as has been previously mentioned.

Jeremy


User currently offlinecompensateme From United States of America, joined Jan 2009, 904 posts, RR: 0
Reply 146, posted (1 year 1 month 1 week 1 day 7 hours ago) and read 3727 times:

Quoting SESGDL (Reply 145):
Funny that you "conveniently" forgot to mention that DTW was recently canceled after being tried unsuccessfully. In addition NW also flew SEA-HKG as has been previously mentioned.

No, I did not. He was asking about legacy NW routes; NW never operated DTW-HKG.

Troll.



Hypocrisy: "US airlines should only buy Boeing... BTW, check out my new Hyundai!"
User currently offlinecompensateme From United States of America, joined Jan 2009, 904 posts, RR: 0
Reply 147, posted (1 year 1 month 1 week 1 day 7 hours ago) and read 3711 times:

Quoting LDVAviation (Reply 144):
Revenue growth? As if Walmart sold everything in its stores for a profit? As if the rational for every route Delta flew was profit?

Yes, revenue growth (although I amended my posting / changed my wording before you responded).

Do you have anything to support that LAX is a money-losing station for DL?



Hypocrisy: "US airlines should only buy Boeing... BTW, check out my new Hyundai!"
User currently offlineAeroWesty From United States of America, joined Oct 2004, 20322 posts, RR: 63
Reply 148, posted (1 year 1 month 1 week 1 day 7 hours ago) and read 3640 times:

Quoting BigGSFO (Reply 140):
IIRC, their initial TPAC service prior to Pan Am was SEA and PDX-NRT and SEA-HKG with a 747SP.

I remember it as United getting their SPs from PanAm. Backed up by this rather ironic link:

Why Did SEA-HKG-SEA Fail? (by United Airline Sep 1 2004 in Civil Aviation)



International Homo of Mystery
User currently offlinerwy04lga From United States of America, joined Jul 2005, 3115 posts, RR: 8
Reply 149, posted (1 year 1 month 1 week 1 day 6 hours ago) and read 3587 times:

Quoting LDVAviation (Reply 144):
But, honestly, who takes what is being said here seriously enough to care about those things???? ...

Obviously not you. Perhaps that's why you're not taken seriously. Including your professed profession as a professor.



Just accept that some days, you're the pigeon, and other days the statue
User currently offlinemah4546 From Sweden, joined Jan 2001, 32176 posts, RR: 72
Reply 150, posted (1 year 1 month 1 week 1 day 6 hours ago) and read 3596 times:

Quoting jetlanta (Reply 111):
In fact, NYC/LAX/ATL /BNA are where the entertainment industry action is and only one airline has positioned itself to take advantage of this so far.

Yeah, ummm, no.

Atlanta has its importance, but its not Nashville, and its certainly not Miami (which two studios recently rolled into its NYC 3-class travel policy, which lead to AA making its MIALAX lounge policies aligned with JFKLAX/SFO), nor Toronto or Vancouver. Thanks for the laugh, though. Once those subsidies run out, off to the next cheap production city. Only LA, NY, Miami and Nashville retain consistently strong entertainment industries and studios.



a.
User currently offlinecompensateme From United States of America, joined Jan 2009, 904 posts, RR: 0
Reply 151, posted (1 year 1 month 1 week 1 day 6 hours ago) and read 3542 times:

Quoting mah4546 (Reply 150):
Atlanta has its importance, but its not Nashville, and its certainly not Miami (which two studios recently rolled into its NYC 3-class travel policy, which lead to AA making its MIALAX lounge policies aligned with JFKLAX/SFO), nor Toronto or Vancouver. Thanks for the laugh, though. Once those subsidies run out, off to the next cheap production city. Only LA, NY, Miami and Nashville retain consistently strong entertainment industries and studios.

You shouldn't be laughing because Atlanta's position in the entertainment industry continues to quietly grow. Atlanta's problem has been that much of its production has been either made-for-cable or targeted toward a niche audience, and soaring costs against a limited audience has hampered growth. But just think of the prospects if Tyler Perry is able to develop a series for a major network, or if Turner was able to co-develop a series with a major network, sharing the cost, or if TV moves toward an on-demand system ... with traditional network television audiences decaying, such suggestions aren't unrealistic.



Hypocrisy: "US airlines should only buy Boeing... BTW, check out my new Hyundai!"