What is there to take exception to? Was my comment incorrect? DL always maintained a sizable presence at LAX. How you define sizable may differ from how I define it, but DL always stayed one of the largest carriers at LAX. When did only business destinations count as having a presence? But DL alway...
Jump to postDL gradually downsized LAX throughout the 2000s, to the point that it was largely a spoke + Hawaii by the late 2000s. What's irrelevant is what service was operated by DL & what was operated by Song -- Song WAS DL, BTW. At the time of the merger, DL had minimal interest in LAX -- it even sold N...
Jump to postI'm with others that think LAX-ORD might materialize once DL has more gates at both LAX and ORD (maybe 4-5 daily on 223s or something?). The fact that DL didn't shy away from SEA-ORD, BOS-ORD, and RDU-ORD makes me think they see ORD as too important of a market to not serve it from their hubs and f...
Jump to postWhile AA has historically always been an important player at LAX, it seems this latest big push to grow LAX was part of the strategic post 2000s corner-stone network play. While AA certainly gained market share and added a ton of routes, its clear this strategy was a financial loss maker. Going for...
Jump to postI am really not understanding why people think NK has some sort of network strength. People fly them because they are cheap. Period. There is no loyalty but NK can treat them like crap and they will complain but return again when it saves them $10. The minute the airline's costs rise to B6 levels a...
Jump to postAS/B6 would make more sense than B6/NK. From the perspective of immediate compatibility of business models, I see the merits of this view. Yet my opinion is the network fit between B6/NK is so much more powerful than that of B6/AS that it would be worth the trouble of harmonizing the merged carrier...
Jump to postYou have no evidence to indicate that the previous “normal” is ever going to return. Airlines have had to evolve and adapt to the new normal, which adding additional service on LAX-SYD is indicative of. DL has to use all those shiny new A350s somewhere. DL is not operating in the high margin enviro...
Jump to postI don't believe so. I thought we would see an additional Australian city before more than daily LAX-SYD, but glad to see an increase nonetheless. I will add this is funny in that so many people were convinced DL would drop LAX-SYD when the Virgin Australia deal ended. The current industry environme...
Jump to postThis is refreshingly innovative, I think. Like a great new idea everyone missed until now that seems obvious in retrospect. I hope it does well.
Jump to postFSDan wrote:Would be interesting to know the last time that happened... Certainly when I started following the industry in the second half of the 2000s it was a heavily regional operation.
My experience is they're usually reasonable and often pretty flexible when there are problems, even if you have a restricted ticket. Once or twice, in extreme cases, they did extraordinarily helpful things, like sending me to a different city, to recover from a major operational upset.
Jump to postAnswering two of your posts here: MKE, MSP, and ICT-DEN among the last cities added by Southern prior to deregulation and the North Central merger. Since all but ICT were already served by NC, I think they were getting clear indications from the soon-to-be-irrelevant C.A.B. that the merger was on t...
Jump to postYou can point to Delta's revenue premium if you like, but I question whether this is occurs because Delta's main hubs have less LCC competition than the other legacies. This is a HOT take. And it’s fundamentally flawed. Put aside the absurd notion about hub LCC competition because that only effects...
Jump to postAre you perhaps new to the study of marketing? DL brings products heavily differentiated from WN: AVOD, reserved seats, Y+ seats, F/J, an intercontinental network... All of the top 25-30 cities (cities, not airports) ought to have alternatives to WN. Most do. AUS did not, as it had grown into that ...
Jump to postFunny that you bring up WN at ATL considering how substantially WN has shrunk there since its AirTran acquisition - which is completely contrary to your point. I think this snippet is misleading. While Southwest did, indeed, shrink the number of flights in ATL following the integration of AirTran, ...
Jump to postWhat are you talking about? Please post evidence of DL's supposed decline instead of gibberish. Yep, more evidence of DL making poor decisions... Chasing trash yields in AUS where WN will always have a sizable presence (a market that cannibalizes traffic at its main hub) seems like a GREAT strategy...
Jump to postThe industry leader being called staid and slow. Laughable. Recall that, like Delta, USAir and Frontier were once industry leaders in profitability. But the marketplace changed faster than they adapted. Frontier shut down. USAir struggled for decades. When you're profitable you have reduced incenti...
Jump to postAs such I put the 2020 demographics of each of these nations below. They correlate HIGHLY with O&D to the nations mentioned. I listed all the AA hubs plus Houston, DC, Orlando, and the Bay Area since those are significant Central American/Caribbean/Northern South American populations centers. T...
Jump to postDomestic travel is an awful comparison simply because there is significantly more demand for domestic travel than there is for a route like MIA-Buenos Aires. This misses my point. The point is simply that good revenue opportunities are a big incentive and sometimes eventually cause long-standing re...
Jump to postDL's results, including those in competitive markets (no it isn't a leader in every competitive market), speak for themselves that DL is not a "staid, slow-moving mood." Furthermore, look at the evolution of DL's product and expanded network into competitive markets with substantial inves...
Jump to postOh yeah... Cause there has been so much evidence of DL having incompetent leadership and being slow-moving (not sure what that even means). In comparison to AA who's dominating the industry, perhaps? Slow moving in terms of what, best hard product, best marketing, best financials, best operations, ...
Jump to postSo not sure if there is room left now for a tit-for-tat... however I can see the Argentina side dinging such a flight on a technicality (the airport is saturated, no space at customs, etc.) Agreed that AEP-MIA seems like a real reach in today's environment. But the situation for international fligh...
Jump to postMy point was that AA will attract its business travel crowd anyway at EZE. It doesn’t need to serve AEP to get them. Why would they add flights to AEP that cannibalize what they are getting anyway at EZE... I hear you. The reason you might do something like this is to have a competitive advantage. ...
Jump to postHow do you know that they wanted to hang on to him? Rumor is pretty quickly it was evident to DL he wasn’t a fit… Lack of fit can be an issue on either the employee's or the company's side. Compared with other airlines, Delta has few managers from outside the company. Perhaps the culture shuns outs...
Jump to postI also don't see why you would need an A321 to AEP when you'd be getting the same business traveler on your 777 at EZE. Not sure whether you've flown into AEP, but for business travelers, it's vastly superior to EZE. AEP is essentially in downtown B.A., while EZE is a long ride out of town. Were AA...
Jump to postKeep in mind AA has long been a juggernaut in Argentina. Huge FF base. That's an important point. AA is the only US carrier offering online nonstops to both MIA and NYC, two markets that are hugely important for Argentinians. This is a durable advantage for Argentina point of sale that's hard to ma...
Jump to postHow will DL police that? Honestly, you'd have to ask Delta. As mentioned, some industries and companies use non-competes. Though I believe these are ineffective or prohibited in some states. Yet there is still other recourse. For instance, around 1990, a major US airline sued former employees who j...
Jump to postHere is a link to the last Southern route map prior to the merger with North Central: https://www.flickr.com/photos/erussell1984/15274265741 Very nice! You can really see MEM's budding importance to SO/RC/NW in the way MEM is used to tap into growth markets outside Southern's historic core in the t...
Jump to postAfter checking my '70s Frontier timetables, I find I was slightly incorrect: Their initial circa-1970 service to MDW was from OMA, not LNK, and included a one-stop from DEN. Frontier had dropped the MDW flights by 1973, and didn't return, this time to ORD, until 1976 or '77. This ORD service WAS to...
Jump to postAdditionally, I've been perusing through DL's summer domestic schedule, and while a lot can change between now and then, I've noticed a peculiar shift in usage of their 757 fleet compared to past years. Currently, the schedule is showing a marked increase in 757 flying on shorter routes such as ATL...
Jump to postTalk about a coup if there ever was one.....now Laurence has seen DL's financials.... Don't forget that he'd also seen JetBlue's before joining Delta. Executives are morally and usually legally obligated to protect each company's proprietary information. They can be subject to litigation if they do...
Jump to postThe C.A.B. in the late '60s and '70s was behind this. They wouldn't approve Local Service Carriers' applications to fly nonstop between city pairs like ATL-WAS/NYC, or CHI-WAS/NYC, that already had multiple Trunk Carrier service, but would approve service by LSCs from secondary points like CSG/GSP ...
Jump to post2) Mexico excluded, IAH has almost double the O&D to Central and South America that DFW (or ATL) does. Here is what this summer looks like for flight operations to Central and South America for all hubs in question. . This comparison is very illuminating. For Central America, I'm struck by how ...
Jump to postThey didn't even have an ATL to FL authority and LGA & IAD were served from CGS & GSP for some weird reason (govt contracts?). Yes, Southern wasn't the only one entering a big US city from a regional point (e.g. CSG/GSP-NYC/WAS). I also recall Ozark's entree to NYC being CMI. And Frontier (...
Jump to postusflyer msp wrote:not GRU but AA did try ORD-EZE after UA ended it and it was a dumpster fire.
Its because ORD-GRU, while sizable, is mostly ORD point of sale. UA is the stronger carrier in Chicago so that somewhat makes sense to me. Good to raise the POS aspect. However I think any marginal advantage UA may have in ORD is at least partially offset by AA advantage in Brazil. Overall, given i...
Jump to postWhy does United fly to Sao Paulo. Brazil from ORD when AA is the airline that is the huge American carrier in Latin America ? While I agree with many of your points, on this question I see the answer being that when AA ranks opportunities to fly from SAO, ORD is far down their list, behind excellen...
Jump to postAEROFAN wrote:So neither AA nor UA hedge?
Did any airline consider MSY for a hub back in the 70s-80s when hubs were being built in many cities? Pride Air operated a hub in MSY during the summer of 1985. Formed by former Continental employees, Pride Air operated a fleet of 727's on a MSY-centered network from coast to coast. IIRC there were...
Jump to postI really do not see AA surviving, they will certainly file for bankruptcy again, and given how leveraged they are in debt ($49 billion) it will be nearly impossible to survive. Now with oil prices skyrocketing they are at a severe disadvantage to their competitors given their debt and sub-par reven...
Jump to postjbs2886 wrote:It doesn't matter if he is calling the shots, its certainly a win for DL to have his knowledge.
wjcandee wrote:But why full stop? UA, DL, AC and TW all took delivery of initial 767-200s within a couple of months of each other -- 40 years ago.
Yeah, likewise. I thought United was the kickoff customer for the 767 and that it was first to put the 767 into service. Yeah, I remember the UA commercials advertising the then new aircraft. You are correct. United operated the first 767 service with JT-9 powered 767-200 aircraft. The original top...
Jump to postBoeing757100 wrote:Thought that the first flight of the 767 was in Sept. 19, 1981 or something
catiii wrote:jbs2886 wrote:catiii wrote:
I hear Scott Laurence departed Delta? Can anyone confirm?
That was fast.
Have heard from two people there. Seems strange if true.
Now, as for valuable parts...well the frames have in fact been illegally raided for parts over the years. The perpetrators have not been officially "discovered" but that is is because it is fairly obvious the military was stealing the parts (at least most of them) for their (now defunct) ...
Jump to postIt was around 2000 ish, I flew down to go scuba diving, the rest of the group drove from Phoenix to Tucson and flew AM. I non revved back on an old DC 9, to Tucson, and then caught HP back to Phoenix. That sounds extremely fun. The Sea of Cortez is tranquil and the coast unusual. OK, I found it. Ol...
Jump to postAM did fly TUS-GYM, I non-reved it back from GYM once on the DC 9. I took Great Lakes over PHX-HMO-GYM. Thanks. What year was that? I'd like to look it up. AM discontinued TUS in 2008, and at that time was still only flying HMO. https://tucson.com/business/aeromexico-suspends-tucson-airports-only-i...
Jump to postJune 1, 1978 OAG:
RW 1 TUS-GYM 1035-1124 D9S o357
RW 2 GYM-TUS 1435-1524 D9S o357
AM 101 TUS-HMO 1235-1320 D9S D
AM 100 HMO-TUS 1110-1150 D9S D
AM did GYM-TUS, and a little later GYM-PHX ~30 years ago on MD-80s. The Club Med was seasonal even then. I don't know how long ago it closed. Ooh, in 2003. Suggest you check that if you can. I distinctly recall AM flying TUS-HMO for a number of years back in DC-9 days. The only TYS-GYM jet service ...
Jump to post