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DL: LAX-DFW/IAH/ORD  
User currently offlinenomorerjs From United States of America, joined Sep 2004, 537 posts, RR: 0
Posted (1 year 4 months 3 weeks 6 days 9 hours ago) and read 10005 times:

Will DL ever re-launch LAX-DFW and start LAX-IAH and LAX-ORD? If DL is as serious as they are at LGA/JFK, these are natural markets.

59 replies: All unread, showing first 25:
 
User currently offlinequestions From Australia, joined Sep 2011, 852 posts, RR: 1
Reply 1, posted (1 year 4 months 3 weeks 6 days 9 hours ago) and read 9779 times:

Yes, but DL has bigger fish to fry right now.

User currently offlineluckyone From United States of America, joined Aug 2008, 2234 posts, RR: 0
Reply 2, posted (1 year 4 months 3 weeks 6 days 9 hours ago) and read 9746 times:

Quoting nomorerjs (Thread starter):
Will DL ever re-launch LAX-DFW and start LAX-IAH and LAX-ORD?

They will come only if and when Delta becomes large enough at LAX that they cannot afford to NOT fly them--and that's a big if at this point. Delta has been growing LAX in a three steps forward two steps back manner, and who knows if they will ever achieve critical mass. They will lose money on those routes for quite some time.


User currently offline1337Delta764 From United States of America, joined Oct 2005, 6647 posts, RR: 2
Reply 3, posted (1 year 4 months 3 weeks 6 days 9 hours ago) and read 9717 times:

Would DL really want to compete with AA and UA on these routes, with all of those airports being hubs for one (DFW for AA, IAH for UA) or both (LAX and ORD) of those airlines? Probably not.

[Edited 2013-07-26 20:08:16]


The Pink Delta 767-400ER - The most beautiful aircraft in the sky
User currently offlinePSU.DTW.SCE From United States of America, joined Jan 2002, 7768 posts, RR: 27
Reply 4, posted (1 year 4 months 3 weeks 6 days 8 hours ago) and read 9487 times:

If any of the 3, I suspect LAX-DFW would be the most likely. If anything, DFW-LAX could be operated with E-175s.
DL is in a stronger position in DFW versus IAH.


User currently offlinehawaiian763 From Canada, joined May 2009, 259 posts, RR: 0
Reply 5, posted (1 year 4 months 3 weeks 6 days 8 hours ago) and read 9401 times:

Highly doubt DL would ever start these routes, they would quickly be wiped out by either AA (DFW and ORD) or UA (IAH and ORD).

User currently offlineTWA902fly From United States of America, joined Dec 1999, 3129 posts, RR: 4
Reply 6, posted (1 year 4 months 3 weeks 6 days 8 hours ago) and read 9313 times:

Quoting hawaiian763 (Reply 5):

Highly doubt DL would ever start these routes, they would quickly be wiped out by either AA (DFW and ORD) or UA (IAH and ORD).

I think this would really depend on the corporate contracts that DL has at LAX. If they have enough of them on the LAX end, an E75 can reach IAH/DFW/ORD, if those corporate contracts are important enough. I don't know what they have on the LAX end at this point in time, however, but I would guess less than UA and AA.

'902



life wasn't worth the balance, or the crumpled paper it was written on
User currently offlineRyanairGuru From Australia, joined Oct 2006, 5939 posts, RR: 5
Reply 7, posted (1 year 4 months 3 weeks 6 days 7 hours ago) and read 9249 times:

Quoting luckyone (Reply 2):
Delta has been growing LAX in a three steps forward two steps back manner

  

Quoting luckyone (Reply 2):
They will lose money on those routes for quite some time.

  

Quoting TWA902fly (Reply 6):
I think this would really depend on the corporate contracts that DL has at LAX.

  

These routes are fundamentally different to IND or CMH.

For a start they are hub-to-hub routes for the major competitor (or both major competitors to ORD). AA and UA aren't going to roll over to have their tummy tickled, see what UA did at EWR to get an idea of the response that they might throw at DL.

Moreover, all of the markets would need to be launched with multiple daily frequencies (maybe 4?) to make them attractive to the high yield market. That's why they would need to have the corporate contracts that demand these routes already locked in, otherwise they will fly around a lot of fresh air and spill red ink everywhere.



Worked Hard, Flew Right
User currently offlinemia305 From United States of America, joined Mar 2013, 320 posts, RR: 0
Reply 8, posted (1 year 4 months 3 weeks 6 days 7 hours ago) and read 9166 times:

I highly doubt DL would start those routes that are dominated by AA & UA.
As mentioned above AA & UA wouldn't just roll over at that I would believe
that most of the corporate contracts are taken by AA & UA. As it is right now
I'm suprised that DL is surviving on the MIA/LAX route.


User currently offlineMIflyer12 From United States of America, joined Feb 2013, 1237 posts, RR: 0
Reply 9, posted (1 year 4 months 3 weeks 6 days 7 hours ago) and read 9149 times:

Quoting RyanairGuru (Reply 7):
For a start they are hub-to-hub routes for the major competitor (or both major competitors to ORD). AA and UA aren't going to roll over to have their tummy tickled, see what UA did at EWR to get an idea of the response that they might throw at DL.

AA and UA don't dominate LAX to the degree of other hubs. As others have noted, it's all about what Delta needs to satisfy corporate contracts and willingness to develop the routes. Who would have guessed five years ago that DL would be running 14x LGA-ORD on weekdays?


User currently offlineRyanairGuru From Australia, joined Oct 2006, 5939 posts, RR: 5
Reply 10, posted (1 year 4 months 3 weeks 6 days 7 hours ago) and read 9102 times:

Quoting MIflyer12 (Reply 9):
Delta needs to satisfy corporate contracts and willingness to develop the routes

I agree, which is what I said in my original post, but DL would have to be very certain about the stability of those contracts before jumping in IMHO

Quoting MIflyer12 (Reply 9):
Who would have guessed five years ago that DL would be running 14x LGA-ORD on weekdays?

True, I guess you never-say-never in this industry  



Worked Hard, Flew Right
User currently offlinemia305 From United States of America, joined Mar 2013, 320 posts, RR: 0
Reply 11, posted (1 year 4 months 3 weeks 6 days 7 hours ago) and read 9074 times:

Quoting MIflyer12 (Reply 9):

  

Good point. I completely forgot that DL was running 14x on
weekdays between the city pairs.


User currently offlinealfa164 From United States of America, joined Oct 2012, 617 posts, RR: 0
Reply 12, posted (1 year 4 months 3 weeks 6 days 7 hours ago) and read 9048 times:

If DL intends to continue building its LAX mini-hub, it will surely add DFW-LAX (just as it added DFW-LGA); it needs the feed. It is not a question of "if", but "when".

At the time DFW was de-hubbed, DL had a tremendously loyal following there; I was told that Dallas had the second-largest concentration of Medallion members (second only to ATL) in the world. A surprising number still choose DL - despite the necessary connections - over AA at DFW.

The big question is: what will AA do to retaliate? You know they will fight tooth-and-nail to keep dominating DFW-LAX, but what might they do to strike back with some route in DL's back yard?


User currently offlinesteex From United States of America, joined Jun 2007, 1764 posts, RR: 9
Reply 13, posted (1 year 4 months 3 weeks 6 days 6 hours ago) and read 8980 times:

Quoting alfa164 (Reply 12):
The big question is: what will AA do to retaliate? You know they will fight tooth-and-nail to keep dominating DFW-LAX, but what might they do to strike back with some route in DL's back yard?

The obvious answer is ATL-LAX and/or MSP-LAX, both of which are routes neither AA nor UA flies today (there is no legacy competition, just LCC offerings). I assume if DL showed up at AA's HQ, AA would return the favor with ATL.


User currently offlinecommavia From United States of America, joined Apr 2005, 11973 posts, RR: 62
Reply 14, posted (1 year 4 months 3 weeks 6 days ago) and read 8506 times:

I agree with what some others have already said: it is theoretically plausible that Delta might jump into some of these markets in the future (and I further agree that of them LAX-DFW is the most likely), but if Delta were to do that, it could no doubt expect quite the competitive response from one or both carriers, who in both cases are extremely strong in their respective hub-hub markets at question here. If Delta were to announce LAX-DFW, I agree that a press release from AA with LAX-ATL (and possibly increased frequency/capacity on LGA-ATL) could come within hours. Similarly with United at SFO-ATL, etc.

User currently offlinejayunited From United States of America, joined Jan 2013, 1038 posts, RR: 2
Reply 15, posted (1 year 4 months 3 weeks 5 days 21 hours ago) and read 7613 times:

Quoting TWA902fly (Reply 6):
If they have enough of them on the LAX end, an E75 can reach IAH/DFW/ORD, if those corporate contracts are important enough.

You are suggesting a E175 fly between LAX-ORD-LAX am I reading that right?

How comfortable would those E175 be on a 4 hour flight between ORD and LAX that is a bit extreme.

I'm NOT going to say DL would never fly the LAX-ORD-LAX route because as it has been pointed out DL is not on the ORD-LGA-ORD route and if you look at the ORD-LGA route when DL enter this market AA and UA did not respond like they have responded when a competitor enters one of their hub to hub routes. And the reason AA and UA didn't respond is because DL poise no threat to them on this route. Both AA and UA have a very large FF base in Chicago and in NYC, DL does as well although their FF base in Chicago is not as big as AA or UA. And the reason DL enter the ORD-LGA-ORD market was because their FF base that flies this route several times a week were probably tired of having to catch a connecting flight just to get from ORD to LGA. DL needed to fly this route to satisfy their FF in both Chicago and NYC which is why AA and UA barely flinched when DL entered the market. However the ORD-LAX-ORD market is different and I think if DL does decide to enter this market both AA and UA would respond with tremendous force. I do believe that DL is big enough and has more than enough money to weather whatever storm AA and UA conjure up and DL would not be forced off the route. However having said that their will be collateral damage smaller airlines like NK, VX, and others would be put in a terrible position because the fare and extra capacity war that is sure to come if DL enters this market would probably force the smaller airlines off the route because if DL enters ORD-LAX market this fight or war will last for a while with none of legacies backing down because all 3 have the the resources to survive a sustained fight.

If something like this does go down I don't think DL presence will hurt AA or UA I do however think that the smaller airlines that are on the ORD-LAX route will pay a steep price because they just don't have the resources at their disposal that the big legacies have.


User currently offlineLDVAviation From United States of America, joined exactly 6 years ago today! , 1116 posts, RR: 5
Reply 16, posted (1 year 4 months 3 weeks 5 days 20 hours ago) and read 7287 times:

Quoting TWA902fly (Reply 6):
I think this would really depend on the corporate contracts that DL has at LAX. If they have enough of them on the LAX end, an E75 can reach IAH/DFW/ORD, if those corporate contracts are important enough. I don't know what they have on the LAX end at this point in time, however, but I would guess less than UA and AA.

Would corporate contracts be enough?

Traffic connecting on both ends (ORD/LAX and DFW/LAX) makes the large number of frequencies viable for both AA/UA. Over time that connecting traffic is more reliable than traffic generated by corporate contracts, especially since you have to imagine that any corporate contact AA or UA lost to Delta in either market could be regained in the future. It is not like the loss of a couple corporate contracts to Delta is going to chase AA or UA from these hub to hub routes or cause them to cut the number of frequencies.

As to those corporate contracts, what industries have major ops in LA, Chicago, and Dallas? Something tells me that those industries favor UA and AA now because the UA and AA hubs/focus cities more closely match the operational footprints of those industries, and not just between LAX/ORD and LAX/DFW. AA's merger with US will only serve to reinforce that preference.

[Edited 2013-07-27 09:12:08]

User currently offlineapodino From United States of America, joined Apr 2005, 4317 posts, RR: 6
Reply 17, posted (1 year 4 months 3 weeks 5 days 19 hours ago) and read 7106 times:

Quoting DTW.SCE" class="quote" target="_blank">PSU.DTW.SCE (Reply 4):
If any of the 3, I suspect LAX-DFW would be the most likely. If anything, DFW-LAX could be operated with E-175s.
DL is in a stronger position in DFW versus IAH.

I think that DFW would be the most likely of the three. Believe it or not, UA does not even run mainline on this route anymore, as all the DFW flights are on OO metal now. After looking at some things, I am convinced that DL will eventually surpass UA in LAX, as UA is in a mode where they seem to be stagnant, or shrinking LAX, while DL is expanding LAX, and AA will get bigger there as well after the merger. ORD is possible, though AA and UA are very strong on this route already. As for IAH, I don't see it. Houston is a market that DL seems to not know what to do with, and they seem to be trying stuff to both IAH and HOU and back and forth hoping something sticks.

Quoting alfa164 (Reply 12):

At the time DFW was de-hubbed, DL had a tremendously loyal following there; I was told that Dallas had the second-largest concentration of Medallion members (second only to ATL) in the world. A surprising number still choose DL - despite the necessary connections - over AA at DFW.

The big question is: what will AA do to retaliate? You know they will fight tooth-and-nail to keep dominating DFW-LAX, but what might they do to strike back with some route in DL's back yard?

As its been mentioned, DL still has a huge FF following in DFW so LAX-DFW is something I think they could generate enough traffic for. We know that the historical norm has been for carriers to protect their turf by launching some odd route into the airlines hub that makes no sense from a routing or logistical standpoint. Best example was NW trying DFW-LGA after AA launched MSP-LGA. Given the consolidation that has happened in the industry, and the increased focus on capacity discipline, this doesn't happen much the way it did even ten years ago. B6 for example launched BOS-PHL, and US really didn't respond with any extra routes out of BOS or JFK. Doug Parker is a very disciplined man when it comes to those sorts of things.

LAX-ATL is probably out of the question. Doug Parker knows that launching that route won't even make Delta sweat, and if anything it would have more of an effect on WN, which would actually only make DL stronger. There would be very little demand for DTW or MSP as well. I suppose SLC would be an option, but again, with WN also there you will have some problems. So that leaves only JFK. And with that route already a bloodbath, there isn't much AA can do.

So I don't think AA would be able to retaliate much in a new route that would affect DL. However, AA can offer Double AAdvantage Miles and other incentives to keep pax from jumping ship. Also, where DL would be mostly O and D, AA will still have connecting pax. We will see how this plays out...if it happens.


User currently offlineDeltal1011man From United States of America, joined Sep 2005, 9700 posts, RR: 14
Reply 18, posted (1 year 4 months 3 weeks 5 days 18 hours ago) and read 6632 times:

Quoting nomorerjs (Thread starter):

Yes, Dallas, Houston, Chicago, Washington DC, and Denver will all come. ABQ,OKC,AUS,SAT,MKE and EWR (also year round BOS) will likely happen over the next few years.

As i have said before, hopefully more intra-CA flying also (MRY,FAT,SBA etc)

Quoting luckyone (Reply 2):
Delta has been growing LAX in a three steps forward two steps back manner, and who knows if they will ever achieve critical mass.

How do you figure? Delta is over 115 daily flights(IIRC bigger, by flight, than WN now) and with all the growth has cut 1x BDL, 1x FLL(moved to MIA) and 4x DEN was never started due to LGA build up.

Quoting commavia (Reply 14):
I agree that a press release from AA with LAX-ATL (and possibly increased frequency/capacity on LGA-ATL) could come within hours. Similarly with United at SFO-ATL, etc.

IMO next to no chance of this happening. At best you may see LAX-ATL from AA, but my bet is more capacity on the the respected routes, FF miles and some more marketing money.

DL can add 3x daily to Dallas with a low cost E75, AA would *have* to have mainline and likely wouldn't be able to do more than 2 frequencies. AA adding LAX-ATL just because DL added Chicago or Dallas from LA seem like a quick way to burn money. More frequencies on LGA-ATL? what slots? and I don't think Delta will even notice 1-3 more CR7s.

What did Delta do when AA added SLC? i think one flight went from a 737 to a 757. Not much of anything. AA/DL/UA are all much more worried about NK/WN and VX than each other. Everyone said, Oh Delta will add LAX-DFW or LAX-ORD or add all this capacity XXX or.... IMO the legacy carriers aren't doing to much to fight each other. Would UA have gone psycho on DL adding LAX-EWR like they did VX? IMO no. What say you Com?

Also I don't see UA bringing back SFO-ATL for the same reasons.

*Note, I could however see a shorter flight, ie LAX-MSP, added by AA....but i still think its a long shot.*



yep.
User currently offlineMah4546 From Sweden, joined Jan 2001, 33280 posts, RR: 71
Reply 19, posted (1 year 4 months 3 weeks 5 days 18 hours ago) and read 6550 times:

AA will add LAXATL. It's not if, but when, as AA will continue to add major U.S. cities from LAX and looks to go past the 200 daily departure mark. ATL, PDX, SEA, MCI, TUL, SAT and COS are likely next; plus smaller regional stations from PHX like BFL and SBP will likely slowly move to LAX, IMO, as PHX hub winds down.

AA adding LAXATL could be what puts DL on LAXDFW.



a.
User currently offlineProst From United States of America, joined Oct 2012, 1230 posts, RR: 1
Reply 20, posted (1 year 4 months 3 weeks 5 days 18 hours ago) and read 6551 times:

My sense is that ALL network planners are tweaking their routes for their customers, not to 'tweak' the competition. In a few months time, the US industry is going to be settling in to its historical pattern of AA largest, UA number two, DL number three, but WN the largest domestic carrier.

The current crop of airline executives seem to have learned the lessons about market share and to concentrate on flying where their customers want them to fly.


User currently offlineDeltal1011man From United States of America, joined Sep 2005, 9700 posts, RR: 14
Reply 21, posted (1 year 4 months 3 weeks 5 days 17 hours ago) and read 6496 times:

Quoting Prost (Reply 20):

This is true, but NYC and LAX are the two places Delta is focusing on. It will play a greater role when Delta starts adding Asia flights from LA. The markets I said basically have to have a one-stop option Via LAX for the Asian markets, IMO.



yep.
User currently offlinestlgph From United States of America, joined Oct 2004, 9518 posts, RR: 26
Reply 22, posted (1 year 4 months 3 weeks 5 days 17 hours ago) and read 6493 times:

Don't be surprised if any or all of these routes happen.
As I've mentioned before, on corporate contracts, Delta has at least 1,600 of them in their back pocket, most companies usually have 2 preferred carriers and Delta is almost in one of those spots with one of the other big U.S. carriers in the other spot.
Delta's brand and visibility is arguably the strongest it's been in years, probably since the "We love to fly and it shows" campaign which everybody and their mom knew that little jingle. Delta continues to see their numbers improve and improve. They don't need to concern themselves with other airlines having a hub operation on either end of a spoke ....if the route can serve purpose for their client base, benefit the rest of their operations, and their partner operations, it'll come when the timing is right.



if assumptions could fly, airliners.net would be the world's busiest airport
User currently offlineLDVAviation From United States of America, joined exactly 6 years ago today! , 1116 posts, RR: 5
Reply 23, posted (1 year 4 months 3 weeks 5 days 17 hours ago) and read 6275 times:

Quoting Deltal1011man (Reply 18):
DL can add 3x daily to Dallas with a low cost E75, AA would *have* to have mainline and likely wouldn't be able to do more than 2 frequencies. AA adding LAX-ATL just because DL added Chicago or Dallas from LA seem like a quick way to burn money. More frequencies on LGA-ATL? what slots? and I don't think Delta will even notice 1-3 more CR7s.

Does Delta board E175's at T5 or at the hangar?

I wonder how close Delta is to maxing out its gates at T5 and T6. With the exemption it has been granted to run regional flights from its hangar/ramp area being just temporary, there will come a point very soon where Delta's facilities at LAX won't be able to sustain any more growth.

In fact, you could say they are flying on borrowed time as the use of the hangar space for their regional flights might soon become an issue with the NIMBY's who have begun to scrutinize how LAWA is allowing the use of airport space for boarding without officially counting such space as a gate.


User currently offlineMah4546 From Sweden, joined Jan 2001, 33280 posts, RR: 71
Reply 24, posted (1 year 4 months 3 weeks 5 days 16 hours ago) and read 6115 times:

Quoting Deltal1011man (Reply 21):
Quoting Prost (Reply 20):

This is true, but NYC and LAX are the two places Delta is focusing on. It will play a greater role when Delta starts adding Asia flights from LA. The markets I said basically have to have a one-stop option Via LAX for the Asian markets, IMO.

Delta's been "adding Asian markets" at LAX since 2006.

It's pretty clear by now that Delta has chosen Seattle as its west coast Asia gateway, not LAX. Anything added at LAX will only hurt SEA. Beaides, SEA is in a vastly superior geographic position for this kind of operation and Delta still doesn't have the local brand presence of AA and UA in SoCal to make Asia ops work.



a.
25 Post contains images IrishAyes : What Asian markets? From LAX, you can fly to virtually every major Asian market on a host of foreign carriers, and there is no low-hanging fruit avai
26 Deltal1011man : Which is why the vp for the Asain network JUST SAID they are looking to expand from LAX/ATL/JFK to Asia.....namely China. Matter of fact I believe th
27 slcdeltarumd11 : I do think AA is likely to fly ATL if they can beat virgin america on the route. AA has the ff base for one perfectly timed flight to work i think. Si
28 TWA902fly : From a passenger perspective, there's not much difference on an E75 over 320/737, especially in Y. As far as the aircraft's ability, they fly longer
29 slcdeltarumd11 : Contracts are the most over rated thing on a.net......it's your frequent flyer base that matters on domestic routes.
30 Mah4546 : In the past five years, AA has added from JFK flights to MXP, BCN, MAD, DUB and MAN, as well as failed BUD. And a sixth will be announced in October
31 organizethesky : If DL started LAX-DFW today there would be at least four airlines on the route, AA, UA, VX and DL. Does Spirit fly LAX-DFW? Thats a lot of competition
32 Alsatian : Yes with two daily flights. On weekdays there are : AA 18x with 738, 757, 763 VX 3x with 32S UA 3x with CR7 NK 2x with 32s
33 DL747400 : That statement is so wrong I don't even know where to start. From a RM perspective, corporate contracts are what brings in the FF base to begin with,
34 phllax : Just wait until the Wright Amendment is phased out in 2014 and see how many flights SW adds.
35 Mah4546 : 2014 is going to a bloodbath. Because AA will be right there, flying DAL-LAX/LGA/MIA/ORD, plus others, I'm sure. Cheap fares to Dallas for everybody.
36 yellowtail : I would tend to believe this... over this ROTFL.....welcome to my RU list.
37 tommy767 : I would say LAX-EWR ahead of any of these cities.
38 LDVAviation : Mah4546 has more credibility on these matters than the other person you referenced. The manner of presentation speaks for itself. (You won't see Mah4
39 Post contains images DeltaMD90 : Aww, when I read the thread title I thought DL was starting these routes Personally, I think it would be tough for DL to do these routes but I think t
40 Beardown91737 : Let's see if DL does start some RJ service LAX-DFW like UA does. AA probably won't notice the competition from 2 or 3 more CR7s any more than they wil
41 IrishAyes : Agreed. Sometimes, it is piteous to see the sheer volume of antagonism on these forums expressed by people who harbor resent towards those with factu
42 Mah4546 : AA will be resuming service to Love Field in October 2014 when the new terminal opens. It already has gate leases (I think on eight gates?) through 20
43 IrishAyes : Served on what? E-Jets, MD-80s and 737s? This sounds like such a disaster in the making. Despite the concentration on O&D-heavy routes, the airpo
44 LDVAviation : The thinking now is that with the right-sized plane (i.e., no more Fokkers with just 56 seats) the economics should be better. Remember it was the Wr
45 IrishAyes : Unfortunately, that's not exactly how it happened. Yes, AA did experiment with DAL-ORD/LAX flights using the re-vamped Fokkers with all F-class seati
46 LDVAviation : Understood, but I was just trying to be relevant. According to Mah, AA will not be reinstating flights to those destinations. Furthermore, while it m
47 IrishAyes : Gotcha. Still, I guess we'll have to agree to disagree here (or maybe that's more directed at Mark) but I am still doubtful that AA will be able to s
48 Mah4546 : Who knows what AA will serve. The only thing certain is that AA will almost definitely be serving the hubs. But AA might decide to venture into stron
49 WA707atMSP : Yes, but the "small segment" is also a very high yielding segment, because Highland Park and University Park residents are among the Metroplex' wealt
50 FlyingSicilian : I think it is only 2 gates or do they get more with the build out in 2014? Still enough to serve hubs as you suggest. UA has a couple as does DL corr
51 PSU.DTW.SCE : DL is operating ATL-DAL on CRJs currently, the longest route currently flown by 50-seat RJs in their network, only because of Wright. That route will
52 Post contains images realsim : 16 gates for WN, 2 for AA, 2 for CO IIRC.
53 slcdeltarumd11 : I wonder if AA would consider just forgetting about love field. DFW is such a powerhouse hub you would hurt it slightly aka frequencies by relocating
54 IrishAyes : Please. DAL is only more convenient for less than half of the top 10 wealthier suburbs in the Dallas/Ft. Worth metroplex: Highland Park, University P
55 laca773 : I don't see DL adding service to on LAX-DFW/IAH/ORD. These markets are all well served currently. I can't see them trying to start service via CR7/CR9
56 travelin man : AA started LAX-IAH a year or two ago, and as far as I know there wasn't much of a response from UA. I'm not sure that AA or UA would go "full guns bla
57 drerx7 : nope...UA didn't lower fares or anything...in fact they bent me over nicely for a $707 per person roundtrip IAH-LAX this week.
58 travelin man : Yeah the fares on LAX-IAH are pretty extortionate, even with AA on the route. I looked up fares on AA this week and they are all $1000-ish! Even 2 we
59 Mah4546 : Going off topic, but back in May AA loaded $128 round-trip for this route and it was available for a few days. I grabbed one and am off to Houston in
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