Airliners.net

Pittsburgh-Milwaukee is the latest US Airways route cut from Pittsburgh. Three daily ERJs ends 7 September.

These are the destinations that US Airways is cutting from PIT, so far, this fall:

Ashland, Kentucky: One daily Piedmont-operated service ends 7 August. Continued to be served from Charlotte.

Bluefield, West Virgina/Beckley, West Virgina: Three daily Colgan-operated traingle routed round-trips end 7 September. They will be replaced with one daily trinagle routing to Columbus, Ohio and two daily to Washington/Dulles.

Evansville, Indiana: Three daily Trans State-operated flights end 7 September. The flight will switch to Charlotte the next day.

Ft. Wayne, Indiana: Three daily Shuttle America-operated flights end 7 September. US Airways will no longer serve Ft. Wayne.

Memphis, Tenn.: Two daily Mesa and PSA operated flights end 3 September. US Airways will continue to serve Memphis from Charlotte.

Milwaukee, Wisconsin: Three daily Trans State and Chauquata operated flights end 7 September. US Airways will continue to serve Milwaukee from Charlotte and Philadelphia.

Reading, Penn.: Three daily Midwest-operated flights end 7 September. Reading will no longer have commerical air service.

Toldeo, Ohio: Four daily Shuttle America-operated flights end 31 July. US Airways will no longer serve Toldeo.

The bigger names are starting to drop... just a few more of the many sad PIT fatalities to come.

The down-sizing of US operations at PIT continues.

Does any other carrier fly the PIT-MKE route? Is it something that Midwest or even AirTran would be interested in flying? I have a feeling that we will see further cutbacks at PIT in the near future.

US Cut MSN (Madison, WI) on March 7th, 2003. Just another fatality in the whole thing. Of course, a lot of that cut was to do with low pax loads.

Midwest Connect will be the only carrier on the PIT-MKE route.... which makes me happy, more business for a better airline.  

D E L T A 7 7 7

Delta777 - Gotta agree with you about Midwest Connect there!

What happened with cut of these service to MKE? How even to know about them?

IAH and MCI have also been cut, according to Freshlove, who appears to be a US employee. See https://www.airliners.net/discussions/general_aviation/read.main/1652306/6/.

The current schedule has 3 nonstops PIT-IAH on 733s and 2 Express and 1 mainline nonstop PIT-MCI.

US cut PIT-LIT last year.

What are going to happen to all of these aircraft?

NW7E7- US is planning to do more point to point flying, primarily out of current focus cities BOS, LGA, and DCA. I've also heard persistent rumors of an increased presence in Florida, especially at FLL. Some a/c will, of course, also go to PHL and CLT in order to add capacity to markets losing service to PIT. EVV-CLT has already been announced, for example, and I suspect that IAH-CLT/PHL could see increased frequency simply by virtue of the size of Houston.

Not doubting that IAH and MCI can/will be cut, but they are still fully bookable well into 2005. Though that can easily change.

They can always just change the flights to UA with the codeshare and send them through ORD. Even though US is not in MSN anymore, you can still technically buy a US ticket anywhere you need to go out of MSN. Its just that you'll fly UA.

STL is also i believe to be cut from PIT in october, US Airways has already repositioned the flights to CLT, which is where the 2 A319 comes into play.

Alex

I wouldnt be surprised if ORD was downsized to many regional jets...

Lfutia- What makes you say that? With direct codeshare service already available from ORD to most of the cities being cut (except Ashland, RDG obviously, and the two in WV), little feed will be lost and Star Alliance connection opportunities still abound at ORD.

STL will undboutedly be cut, probably to be picked up by AA with a couple of RJ's a day. No WN, 150 o/d pax a day with no nonstop service presents a small opportunity for American to continue rebuilding STL. I'm guessing the same will happen with RDU....

I hate to see PIT go, would anyone care to give me some numbers from when the hub was in its prime?

I'm guessing the same will happen with RDU....

I don't think they will drop RDU-PIT, at least not yet.

Raleigh is more than just a spoke city for US Airways. They fly RDU-AVL, RDU-CHS, RDU-DCA, RDU-DCA, RDU-LGA, and RDU-ORF, in addition to the three hubs.

RDU was supposed to be a mini-hub for US until WN came to RDU. But I have always thought that would have been a terrible idea. They would have been pulling a PHL-PIT again! RDU and CLT are WAY too close for that... I'm glad it did not happen...

The US(S) Pittsburgh just took a another torpedo shot to the starboard side. She's going to sink soon.  
I will be flying into PIT from SFO Thurs. morning; it will be interesting to get the agents perspective.

ASSFO

PIT is the least performing hub in the US system and it is not surprising at all to see them cut so much from there. There is not enough O&D trafffic at PIT to make it a true hub and it is too close to DTW, CLE, CVG, and even ORD and PHL to to compete effectively.

As for the PIT-AB) (FRA / FRF / EDDF), Germany">FRA route, although it is heavily subsidized, I believe it will be downgraded to a B767-200.

Ironically, pre-9/11, PIT was the biggest and busiest of the US hubs, with over 500 daily departures. CLT was #2 and PHL a distant third.

ContinentalEWR

And on the other side of the coin, PVD-PIT gains a frequency (which I mentioned in another post), but just found this morning is another addition at PVD a new CRJ DCA flight effective 9/8/04.

Little Birdy told me Citrus is indeed looking at MKE-PIT, 1x perhaps 2x.

Craig
MKE

On the topic of other airlines replacing the services that PIT is losing:

Any chance that Midwest will change to a mainline flight from Midwest connect for the PIT-MKE route?

It would also really seem like US is dropping some of its defenses against WN (which has expressed interest in PIT) by dropping flights or reducing frequency to airports with a WN presence (STL, IAH, MCI, BWI, etc.). Even though PIT will no longer be a US hub, it will still be a focus city. If WN moves into PIT along with the move into PHL, this will be the last nail the coffin for US (which will happen by next January because that is when I will finally have enough Dividend Miles for a free ticket!)

-KG3

PVD757, the additional PVD-PIT flight is a seasonal addition. November 5th is the last day it operates. I used to fly that route pretty frequenctly, usually on 734's. It's nice to see the occassional A321 on there now, but you have to wonder how long that's going to last since PIT is being downsized so much. Hopefully PIT-PVD will remain a mainline route down the road.

Now that US has pulled it's PIT flights.. what about he MESA airline.. any word on that? Seems that the gates are opening.. and since US technically only have leases on 10-15 (I think that is the number), is MESA prepared to come in now?

Oh.. and what about Project Roam/Roan? Is that still on the backburner? Will MidAtlantic still operate out of PIT?

Re: IAH, agents here are holding out hope that PIT-IAH will stay with Express aircraft. I admit I am hoping right along with them. CLT-IAH now features one EMB-170 which will likely signify the end of mainline US in Houston. I can deal with all Express, but it'll be a shame to lose entire routes.

I would also love to see Houston be a benefactor of the LGA/DCA buildup. Continental has a monopoly on all WAS-IAH and NYC-IAH, with WN and AA providing alternatives over at HOU.

Fingers crossed...

Brian

Speaking of Usairways, why don't they offer more flights to IAD since they are now part of the Star Alliance?

Speaking of Usairways, why don't they offer more flights to IAD since they are now part of the Star Alliance?

Is the reason for this because DCA is a more desirable airport to fly into than IAD? Much more closer.... Are the US DCA flights codeshared by UA? That may be one possibility.. not sure though.

CLT-IAH now features one EMB-170 which will likely signify the end of mainline US in Houston.

IAH will likely see what numerous other cities (STL, CLE, BHM, ABE...) have seen. It will become all Express flying. Then it will become a "Mainline Express" station with lower payrates. Then it will regain 2 mainline flights while keeping the reduced payrates.

Speaking of Usairways, why don't they offer more flights to IAD since they are now part of the Star Alliance?

Is the reason for this because DCA is a more desirable airport to fly into than IAD? Much more closer....

Yep. US concentrates at DCA, the more convenient airport, where it is the largest carrier. It doesn't make much sense to spread out over two airports if it can help it. US Express has been moving some B1900 flights (which can't operate into DCA) from PIT to IAD however recently.

Are the US DCA flights codeshared by UA? That may be one possibility.. not sure though.

Some are (including the Shuttle); most aren't. A condition of the DOT approving the US-UA alliance was the US and UA not be allowed to codeshare on routes they compete on in WAS.

@330323X

Why are B1900 not allowed at IAD?

what makes me say that is that STL will be cut soon and now that MKE is cut, all of these cities near ORD have CRJ's and ERJ's and ORD has only 2 flights a day to PIT from ORD and i would expect to have 1 mainline and 2 express jets.

Why are B1900 not allowed at IAD?

As I said, the B1900's are allowed into IAD, but not DCA. It's due to the stricter security regulations at DCA--among other things, the 19-seat B1900's don't have a flight attendant.

ORD has only 2 flights a day to PIT from ORD and i would expect to have 1 mainline and 2 express jets.

US Airways operates 6x daily mainline flights PIT-ORD. That being said, I wouldn't be surprised to see some of the frequencies downgraded to MidAtlantic in the near future.

A330323X- Do US/UA codeshare on any routes on which they compete? I know that they don't have each other's codes on any such flights ex-CLT (ORD, IAD, DEN).

A330323X- Do US/UA codeshare on any routes on which they compete? I know that they don't have each other's codes on any such flights ex-CLT (ORD, IAD, DEN).

They do codeshare on routes between their hubs and the like where they compete, they're just not allowed to codeshare on the local traffic. For instance, US 6237 PHL-ORD is really UA 1205. You can't book just US 6237. But you can book US 6237 connecting with, say, US 8019 ORD-MSN (really UA 5555).

US and UA can codeshare on local traffic between their hubs on routes where they do not compete. For instance, only US serves PIT-DEN. Thus, UA can codeshare on the US flight even for local traffic.

DCA/IAD are basically considered to be one market, with the exception that UA is permitted to codeshare on the US Airways Shuttle.