DeSpringbokke wrote:A second DTW-ICN before MSP-ICN, PDX-ICN makes no sense. As you see with AMS/CDG, ICN will function in a similar manner, which requires some more hub traffic. I think you'll see MSP-ICN, not as a A330-200 flight, but initially maybe a 777-200ER flight, scissoring with MSP-HND, and eventually becoming a A330-900neo flight. The A330-200s are likely staying as TATL planes due to the already occurring 767-300ER retirements. While some think it sounds ridiculous, there's not that much MSP-TYO traffic yet NWA was flying 747-400s daily and twice on Saturdays. ICN will function in a similar manner as NRT once did, hence the 777-200ER is the appropriate aircraft for MSP-ICN, albeit a bit on the large size. The A330-900neo should have slightly fewer seats, hence it being the right fit for MSP-ICN. While not particularly mentioned so far, some "right sizing" in JFK and LAX is more likely than not. I don't think its crazy to think that DL will be flying their metal on JFK/LAX-ICN within the next few years. PDX-ICN is also inevitable, but I think there's a good chance its flown by KE instead of DL. SLC-ICN is very unlikely due to the high altitude of SLC unless its flown by KE on a 787-9. Question I have is what to do about HNL-Japan. KE does fly HNL-NRT as does DL. With the HNL-Japan market about to become incredibly over-saturated in the next few years with ANA's A380s and continued expansion by Asian LCCs, DL will more likely than not pull out entirely or KE will exit the HNL-NRT in favour of Delta keeping the HNL-NRT flight. Definitely a possibility DL will fly a HNL-ICN frequency with their own metal.
All very good points. It will be interesting to see what DL metal still remains at NRT once the JV is fully up and running.