FAQ

WHAT IS THIS REPORT?
This compares departures for sale THIS WEEK for the stated period versus what was for sale LAST WEEK...It does NOT compare to last year or now (UNLESS OTHERWISE STATED).

THE SCHEDULES SHOWN HERE CHANGE AFTER YOU POST???
-To improve is to change; to be perfect is to change often---Winston Churchill. This is data the carriers filed at the point in time it was captured. It's changed since then. You are just going to have to live with it.

HOW DO I READ IT?
XXX-YYY DEC 4>5 JAN 4>5 ; means that the listed airline changed the frequency between the two airports to add from 4 to 5 roundtrips in December and January. No other months were changed. I only list one direction, although it is possible the listed change is only one way. It is too difficult to average the two directions. I assume the change is roundtrip and that is most often the case.

WHERE ARE SEATS SHOWN?
They aren't. This only shows departures.

HOW ARE THE DAILY DEPARTURES CALCULATED?
This report uses total operations for the month listed, divided over the days in the month.

WHAT ARE THE FRACTIONAL FLIGHTS?
Flights that do not operate every day of the month create fractional service. In most cases flights are rounded, but in the case of international service or markets with low frequency, fractions are shown. For example, if a flight operates 4 times in April it will show 4/30=0.133=0.1. Also , a flight that only operates once per week may vary between 0.1 and 0.2 because a weekday may repeat either 4 or 5 times depending on the month.

WHAT ABOUT CARRIERS THAT DON'T PUBLISH A SCHEDULE 9 MONTHS IN ADVANCE?
Most airlines publish schedules 11 months in advance. This report covers the next 9 months. That avoids seeing schedules as they are loaded. Several LCCs load their schedules less than 9 months into the future. I remove the schedule adds if I see them and show a year over year (YOY) comparison if I notice them.

THOSE FLIGHTS AREN'T DELTA, THEY ARE SKYWEST
This report only shows the marketing code. It is too complicated to show all the operators.

THE FREQUENCIES MAY HAVE CHANGED AS YOU SHOW, BUT THE SEATS DIDNT CHANGE BECAUSE OF EQUIPMENT SWAPS
That is a natural weakness of a frequency based report, but it provides something to discuss below.

THIS LOOKS LIKE AN ERROR?
The carriers file the schedules. They do make mistakes. Most of the mistakes I have seen are either related to code shares not being marked as "duplicates" or carriers filing flights with invalid data such as equipment codes that are not standard. This causes flights to not appear.

CHARTERS?
Lately charters have been showing up in the database. I have no idea if that will continue.

I marked some of the ones I thought were interesting with an "*".

7H ANC-ENA MAY 11>12

7N MIA-SDQ JUN 1.9>1.4 SEP 1.9>1.0 OCT 1.8>1.0 NOV 1.9>1.0

9K ACK-BOS MAY 12>17 JUN 17>21 JUL 24>23
9K ACK-EWB MAY 3>4 JUN 4>5 JUL 7>6
9K ACK-HPN JUN 0.8>0.4
9K ACK-HYA JUN 12>10 JUL 14>12
9K BOS-HYA JUN 3>1.5
9K BOS-MVY MAY 7>9 JUL 15>13
9K BOS-PVC MAY 4>6 JUN 6>8 JUL 11>10
9K EWB-MVY MAY 1.0>1.8
9K HPN-HYA JUL 0.6>0.4
9K HPN-MVY JUN 0.7>0.5
9K HPN-PVC JUN 0.2>0.1 JUL 0.6>0.4
9X BNA-MEM MAY 1.6>3

AA CLT-SXM NOV 1.3>1.2 DEC 1.6>1.7
AA DCA-RSW SEP 0.3>0.2 OCT 0.3>0.1
AA DFW-MTJ DEC 3>1.5
AA MIA-ZSA JUN 0.1>0.3
AA PHX-SJD SEP 3>1.9

AB SFO-TXL MAY 0.6>0.5

AR MIA-EZE AUG 3>2 SEP 3>2 OCT 3>2 NOV 3>2 DEC 3>2

*AS PSP-SFO SEP 2>0 OCT 2>0 NOV 1.9>0 DEC 1.5>0

B6 BDL-PBI SEP 1.8>1.0 OCT 1.9>1.0
B6 BDL-TPA SEP 1.0>1.8 OCT 1.0>1.9
B6 EWR-STI SEP 0.9>1.1 OCT 0.7>1.0
B6 FLL-SJU SEP 5>4
B6 JFK-BDA OCT 1.9>1.4
B6 MCO-CUN SEP 1.4>1.2 OCT 1.7>1.0
B6 MCO-SJU OCT 6>5

CM DEN-PTY DEC 0>0.4

CZ LAX-CAN NOV 1.6>1.4 DEC 1.6>1.5

DL ATL-MEX DEC 5>6
*DL BOS-AUS OCT 0>0.8 NOV 0>0.9
DL BOS-BNA SEP 0.7>1.4 OCT 0.7>1.7 NOV 0.8>1.8
*DL BOS-BUF SEP 0>1.9 OCT 0>3 NOV 0>3 DEC 0>3
*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0
DL BOS-MBJ DEC 0.1>0.3
*DL BOS-MCI OCT 0>0.9 NOV 0>0.9
DL BOS-MCO OCT 2>3
*DL BOS-NAS DEC 0.1>0.3
*DL BOS-ORF OCT 0>0.8 NOV 0>0.9
DL BOS-PUJ DEC 0.1>0.3
DL JFK-CUN DEC 2>3
*DL JFK-PDX OCT 1.0>1.7 NOV 1.0>1.7
DL LAX-BOS DEC 1.3>3
DL LGA-BOS SEP 14>13

*EK BOS-DXB JUN 2>1.0 JUL 2>1.0 AUG 2>1.0 SEP 2>1.0 OCT 2>1.0 NOV 2>1.0 DEC 2>1.0
*EK FLL-DXB MAY 1.0>0.7 JUN 1.0>0.7 JUL 1.0>0.7 AUG 1.0>0.7 SEP 1.0>0.7 OCT 1.0>0.7 NOV 1.0>0.7 DEC 1.0>0.7
*EK LAX-DXB JUL 2>1.0 AUG 2>1.0 SEP 2>1.0 OCT 2>1.0 NOV 2>1.0 DEC 2>1.0
*EK MCO-DXB JUN 1.0>0.8 JUL 1.0>0.7 AUG 1.0>0.7 SEP 1.0>0.7 OCT 1.0>0.7 NOV 1.0>0.7 DEC 1.0>0.7
*EK SEA-DXB JUN 1.7>1.0 JUL 2>1.0 AUG 2>1.0 SEP 2>1.0 OCT 2>1.0 NOV 2>1.0 DEC 2>1.0

G4 ABE-FLL AUG 0.3>0.1
G4 ABE-MYR SEP 0.6>0.3 OCT 0.6>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 ABE-PGD SEP 0.4>0.2
G4 ABE-PIE SEP 0.4>0.2
G4 ABE-SFB OCT 1.1>0.8
G4 ATW-PIE SEP 0.3>0.2
G4 AUS-CLE AUG 0.3>0.1
G4 AUS-IND AUG 0.3>0.1
G4 AUS-MEM AUG 0.3>0.1
G4 AUS-PIE AUG 0.3>0.1
G4 AUS-SFB AUG 0.3>0.1
G4 AUS-VPS SEP 0.3>0.0
G4 AVL-EWR SEP 0.6>0.3 OCT 0.6>0.1 NOV 0.6>0.2 DEC 0.6>0.1
G4 AVL-PGD DEC 0.6>0.4
G4 AVL-PIE SEP 0.9>0.5 OCT 0.9>0.4 NOV 0.8>0.4 DEC 0.9>0.4
G4 AVL-SFB AUG 0.6>0.4 OCT 0.6>0.4
G4 AVP-PIE AUG 0.3>0.1
G4 AVP-SFB AUG 0.3>0.1
G4 AZA-PVU AUG 0.8>0 SEP 0.9>0 OCT 0.8>0 NOV 0.9>0 DEC 0.9>0
G4 BIL-LAX AUG 0.3>0.1
G4 BIS-SFB AUG 0.3>0.1
G4 BLI-LAX SEP 0.6>0.3 OCT 0.6>0.1 NOV 0.6>0.2 DEC 0.6>0.1
G4 BLV-PGD SEP 0.4>0.2
G4 BLV-PIE AUG 0.5>0.4 SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 BLV-SFB AUG 0.7>0.5 SEP 0.7>0.3 OCT 0.7>0.1 NOV 0.7>0.2 DEC 0.7>0.1
G4 BLV-VPS SEP 0.7>0.5
G4 BWI-LEX AUG 0.3>0.1
G4 BWI-TUL AUG 0.3>0.1
G4 BWI-TYS AUG 0.3>0.1
G4 BWI-VPS SEP 0.3>0.0
G4 CID-LAX AUG 0.3>0.1
G4 CID-PGD AUG 0.3>0.1
G4 CKB-SFB AUG 0.3>0.1
G4 CLE-FLL AUG 0.3>0.1
G4 CLE-MYR SEP 0.5>0.3 OCT 0.4>0.2 NOV 0.4>0.1 DEC 0.5>0.1
G4 CLE-PGD SEP 0.4>0.3 OCT 0.5>0.1 NOV 0.4>0.2 DEC 0.4>0.1
G4 CLE-PIE SEP 0.4>0.2
G4 CLE-SAV SEP 0.6>0.3 OCT 0.6>0.1 NOV 0.6>0.2 DEC 0.6>0.1
G4 CLE-SFB SEP 0.4>0.2
G4 CLE-VPS SEP 0.3>0.0
G4 CPR-LAS AUG 0.3>0.1
G4 CVG-MYR SEP 0.4>0.2
G4 CVG-SAV AUG 0.5>0.4 SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 CVG-VPS OCT 0.6>0.4
G4 DSM-LAX AUG 0.5>0.2
G4 DSM-SFB SEP 0.4>0.2
G4 ELM-SFB SEP 0.4>0.3 OCT 0.5>0.1 NOV 0.4>0.2 DEC 0.4>0.1
G4 ELP-LAS SEP 0.4>0.2
G4 ELP-OAK AUG 0.3>0.1
G4 ELP-SAN SEP 0.4>0.0
G4 ELP-SFB AUG 0.3>0.1
G4 EUG-OAK OCT 0.5>0.3 NOV 0.4>0.3 DEC 0.4>0.3
G4 EWR-SAV SEP 0.4>0.2
G4 EWR-TYS SEP 0.4>0.2
G4 FAR-LAX AUG 0.3>0.1
G4 FAR-PIE AUG 0.3>0.1
G4 FAR-SFB AUG 0.3>0.1
G4 FLL-GSP AUG 0.7>0.3 SEP 0.7>0.3 OCT 0.7>0.2 NOV 0.7>0.1 DEC 0.7>0.1
G4 FLL-IND SEP 0.6>0.4 DEC 0.6>0.4
G4 FLL-LEX SEP 0.4>0.2
G4 FLL-MEM SEP 0.4>0.2
G4 FLL-PBG AUG 0.7>0.5 SEP 0.7>0.2 OCT 0.7>0 NOV 0.7>0 DEC 0.7>0
G4 FLL-SAT AUG 0.3>0.1
G4 FLL-SYR SEP 0.3>0.0
G4 FLL-TYS SEP 0.6>0.4 OCT 0.6>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 FSD-LAS SEP 0.6>0.3 OCT 0.6>0.1 NOV 0.6>0.2 DEC 0.6>0.1
G4 FSD-LAX AUG 0.3>0.1
G4 FSD-PIE SEP 0.3>0.2
G4 FSD-SFB AUG 0.3>0.1
G4 FWA-MYR AUG 0.3>0.1
G4 FWA-PGD AUG 0.5>0.3 SEP 0.4>0.2
G4 FWA-SFB SEP 0.3>0.2
G4 GJT-LAX AUG 0.3>0.1
G4 GRR-PGD AUG 0.3>0.1
G4 GRR-PIE SEP 0.6>0.4 DEC 0.6>0.4
G4 GRR-SFB AUG 0.7>0.5 SEP 0.7>0.3 OCT 0.7>0.1 NOV 0.7>0.2 DEC 0.7>0.1
G4 GSP-SFB AUG 0.5>0.3 SEP 0.4>0.3 OCT 0.5>0.1 NOV 0.4>0.2 DEC 0.4>0.1
G4 HGR-PIE AUG 0.3>0.1
G4 HNL-LAS SEP 0.3>0.2
G4 HTS-MYR AUG 0.5>0.3 SEP 0.6>0.3 DEC 0.6>0.4
G4 HTS-PGD AUG 0.3>0.1
G4 HTS-PIE AUG 0.7>0.4 SEP 0.7>0.3 OCT 0.7>0.3 NOV 0.7>0.3 DEC 0.7>0.3
G4 HTS-SFB AUG 0.7>0.5 SEP 0.7>0.3 OCT 0.7>0.3 NOV 0.7>0.3 DEC 0.7>0.3
G4 IAG-SFB AUG 0.4>0.3
G4 ICT-LAS SEP 0.4>0.2
G4 ICT-LAX AUG 0.3>0.1
G4 ICT-SFB AUG 0.3>0.1
G4 IND-JAX AUG 0.3>0.1
G4 IND-LAS AUG 0.4>0.3 SEP 0.4>0.3 OCT 0.4>0.3 NOV 0.4>0.3 DEC 0.4>0.3
G4 IND-MYR SEP 0.3>0.0
G4 IND-PGD SEP 0.7>0.5
G4 IND-PIE OCT 0.6>0.4 DEC 0.6>0.4
G4 IND-SAV AUG 0.3>0.1
G4 IND-VPS AUG 0.3>0.1
G4 JAX-LCK AUG 0.3>0.1
G4 LAS-LRD SEP 0.4>0.2
G4 LAS-MCI SEP 0.4>0.2
G4 LAS-MFE SEP 0.9>0.6 OCT 0.8>0.6 NOV 0.9>0.6 DEC 0.9>0.6
G4 LAS-MOT SEP 0.4>0.2 OCT 0.4>0.2 NOV 0.4>0.1 DEC 0.4>0.1
G4 LAS-OAK SEP 1.0>0.7 OCT 1.0>0.7 NOV 1.0>0.7 DEC 1.0>0.7
G4 LAS-PIA OCT 0.6>0.2 NOV 0.6>0.1 DEC 0.6>0.1
G4 LAS-PSC SEP 0.6>0.3 OCT 0.6>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 LAS-SAT AUG 0.4>0.3 SEP 0.4>0.2
G4 LAS-STS AUG 0.3>0.1
G4 LAX-LIT AUG 0.3>0.1
G4 LAX-MFR SEP 0.4>0.3
G4 LAX-PSC AUG 0.3>0.1
G4 LAX-SGF SEP 0.4>0.2
G4 LAX-XNA AUG 0.3>0.1
G4 LCK-MYR AUG 0.8>0.5 SEP 0.9>0.3 OCT 0.8>0.3 NOV 0.8>0.3 DEC 0.9>0.3
G4 LCK-PGD AUG 0.4>0.3 SEP 0.4>0.3 OCT 0.4>0.2 NOV 0.4>0.1 DEC 0.4>0.1
G4 LCK-PIE SEP 0.4>0.3 OCT 0.5>0.1 NOV 0.4>0.2 DEC 0.4>0.1
G4 LCK-SAV OCT 0.3>0.2 NOV 0.3>0.1 DEC 0.3>0.1
G4 LCK-SFB AUG 0.5>0.4 SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 LEX-MYR SEP 0.3>0.2
G4 LEX-PGD SEP 0.7>0.4 OCT 0.7>0.4 NOV 0.7>0.4 DEC 0.7>0.4
G4 LEX-PIE AUG 0.6>0.4 SEP 0.6>0.3 OCT 0.6>0.1 NOV 0.6>0.2 DEC 0.6>0.1
G4 LEX-SAV AUG 0.3>0.1
G4 LEX-SFB SEP 0.9>0.5
G4 LIT-SFB AUG 0.5>0.1
G4 LRD-SFB AUG 0.3>0.1
G4 MCI-SFB AUG 0.3>0.1
G4 MDT-SFB SEP 0.6>0.3 OCT 0.6>0.1 NOV 0.6>0.2 DEC 0.6>0.1
G4 MEM-PIE AUG 0.3>0.1
G4 MEM-SFB AUG 0.3>0.1
G4 MEM-VPS SEP 0.3>0.0
G4 MFE-SFB AUG 0.5>0.3
G4 MLI-SFB AUG 0.3>0.1
G4 MSY-SFB AUG 0.3>0.1
G4 MYR-PIT AUG 0.7>0.5 SEP 0.8>0.3 OCT 0.7>0.3 NOV 0.7>0.3 DEC 0.7>0.3
G4 MYR-SWF SEP 0.6>0.3 DEC 0.6>0.4
G4 MYR-YNG SEP 0.3>0.1
G4 OAK-OMA AUG 0.3>0.1
G4 OAK-PVU SEP 0.4>0.2
G4 OGS-SFB AUG 0.3>0.1
G4 OKC-SFB AUG 0.4>0.1
G4 OKC-VPS SEP 0.4>0.3 OCT 0.4>0.3 NOV 0.4>0.3 DEC 0.5>0.3
G4 OMA-SFB SEP 0.3>0.0
G4 PBG-PIE AUG 0.4>0.3 SEP 0.5>0.0
G4 PBG-SFB SEP 0.6>0.3 OCT 0.5>0.2 NOV 0.6>0.1 DEC 0.6>0.1
G4 PGD-PIA OCT 0.3>0.2 NOV 0.3>0.1 DEC 0.3>0.1
G4 PGD-PIT OCT 0.5>0.3 NOV 0.4>0.3 DEC 0.4>0.3
G4 PGD-PSM AUG 0.3>0.1
G4 PGD-RDU SEP 0.3>0.1
G4 PGD-RFD SEP 0.4>0.3 OCT 0.4>0.2 NOV 0.4>0.1 DEC 0.4>0.1
G4 PGD-SGF AUG 0.3>0.1
G4 PGD-TTN SEP 0.3>0.0
G4 PGD-TYS SEP 0.4>0.2
G4 PGD-USA SEP 0.4>0.2
G4 PIA-PIE AUG 0.6>0.4 SEP 0.6>0.3 OCT 0.6>0.1 NOV 0.6>0.2 DEC 0.6>0.1
G4 PIA-SFB AUG 0.3>0.1
G4 PIA-VPS SEP 0.3>0.0
G4 PIE-PIT AUG 0.5>0.4 SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 PIE-RFD OCT 0.3>0.1 NOV 0.3>0.2 DEC 0.3>0.1
G4 PIE-SGF OCT 0.6>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 PIE-TUL AUG 0.3>0.1
G4 PIE-TYS SEP 0.8>0.5 OCT 0.9>0.4 NOV 0.9>0.4 DEC 0.8>0.4
G4 PIE-USA SEP 0.6>0.3 OCT 0.6>0.1 NOV 0.6>0.2 DEC 0.6>0.1
G4 PIT-VPS SEP 0.3>0.0
G4 PSM-SFB AUG 0.4>0.3 SEP 0.4>0.2
G4 RDU-SFB SEP 0.3>0.1
G4 RIC-SFB SEP 0.3>0.0
G4 ROC-SFB SEP 0.3>0.0
G4 SAN-SCK SEP 0.4>0.2
G4 SAT-SFB AUG 0.3>0.1
G4 SAV-SDF AUG 0.3>0.1
G4 SBN-SFB AUG 0.4>0.3 SEP 0.4>0.3 OCT 0.4>0.2 NOV 0.4>0.1 DEC 0.4>0.1
G4 SFB-SGF OCT 0.3>0.2 NOV 0.3>0.1 DEC 0.3>0.1
G4 SFB-SHV AUG 0.3>0.1
G4 SFB-SJU AUG 0.5>0.4 SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 SFB-SPI AUG 0.3>0.1
G4 SFB-TUL SEP 0.4>0.3 OCT 0.5>0.1 NOV 0.4>0.2 DEC 0.4>0.1
G4 SFB-TYS SEP 1.0>0.7
G4 SFB-USA SEP 0.6>0.4 DEC 0.6>0.4
G4 SFB-XNA AUG 0.5>0.3 SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.6>0.3 DEC 0.6>0.3
G4 SFB-YNG SEP 0.3>0.1
G4 TYS-VPS SEP 0.3>0.0

HA HNL-LIH SEP 17>18 OCT 16>17

JJ MCO-GRU JUL 1.6>1.7 SEP 1.5>1.3 NOV 1.3>1.1 DEC 1.3>1.0

KS BFF-DEN JUN 3>1.7 JUL 3>1.7 AUG 3>1.7 SEP 3>1.7 OCT 3>1.7 NOV 3>1.7 DEC 3>1.6

*LF BNA-TUP JUL 0>5 AUG 0>5 SEP 0>0.7

MW HNL-JHM MAY 9>8

*NK FLL-HAV MAY 2>1.3 JUN 2>0 JUL 2>0 AUG 2>0 SEP 2>0 OCT 2>0 NOV 0.5>0
NK MSP-ORD JUL 3>2 AUG 3>2

UA DEN-ASE AUG 7>8
UA DEN-TUS AUG 4>3
UA EWR-BON OCT 0>0.1
UA EWR-BUF AUG 7>8
UA EWR-PHX AUG 3>2
UA EWR-PWM AUG 6>7
UA EWR-RIC JUL 6>5
UA EWR-SJU SEP 1.2>1.3
Hiding slots?
*UA IAD-LGA AUG 3>4 SEP 2>4 OCT 2>4 NOV 2.0>4 DEC 1.9>4
UA IAD-PVD AUG 3>4
UA IAD-PWM AUG 3>4
UA IAD-SJU SEP 0.2>0.4
UA IAH-ASE AUG 1.1>0.5
UA ORD-ANC DEC 0.5>0.4
UA ORD-DEN JUL 10>11
UA ORD-IND AUG 8>9
UA ORD-MEX JUL 1.7>1.8 AUG 1.7>1.9 SEP 1.7>1.8
UA ORD-RAP SEP 1.2>3 NOV 1.0>0 DEC 1.0>0.4
*UA ORD-YQB NOV 1.0>0 DEC 1.0>0
UA SFO-LAS AUG 9>10
UA SFO-LAX AUG 14>15
UA SFO-MFR AUG 4>6
UA SFO-ORD AUG 14>15 DEC 15>14
UA SFO-RDM AUG 4>5
UA SFO-SAN AUG 9>11
UA SFO-SEA AUG 10>11
UA SFO-SJD SEP 0.7>1.0

Switched to AS code last week
VX DAL-LGA SEP 3>0 OCT 3>0 NOV 3>0 DEC 3>0
*VX PSP-SFO SEP 0.4>2.0 OCT 0.5>2 NOV 0.8>2 DEC 0.9>2

WP HNL-KOA MAY 10>9 JUN 10>11 JUL 10>11 AUG 10>11 SEP 10>11 OCT 10>11 NOV 10>11 DEC 10>11
WP HNL-LIH JUN 8>13 JUL 8>13 AUG 8>13 SEP 8>13 OCT 8>13 NOV 8>13 DEC 8>13
WP HNL-OGG MAY 16>11

Y4 AUS-GDL JUL 0.6>0.3
Y4 JFK-GDL JUL 1.0>0.6
Y4 LAS-MEX JUL 1.0>0.7
Y4 LAX-AGU JUL 0.7>0.6
Y4 LAX-BJX JUL 1.0>0.7
Y4 LAX-GDL JUL 4>3
Y4 LAX-MEX JUL 2>3
Y4 LAX-MLM JUL 1.0>0.9
Y4 LAX-OAX JUL 0>0.3
Y4 LAX-QRO JUL 0>0.3
Y4 LAX-ZCL JUL 0.8>0.7
Y4 MDW-BJX JUL 0.9>0.6
Y4 MDW-QRO JUL 0>0.3
Y4 MDW-ZCL JUL 0.8>0.5
Y4 MIA-MEX JUL 1.0>0.6
Y4 ONT-BJX JUL 0>0.3
Y4 ORD-GDL JUL 1.0>0.4
Y4 ORD-MEX MAY 1.2>1.4 JUN 1.2>1.4 JUL 2>1.1
Y4 ORD-MTY JUL 0.4>0.3
Y4 PDX-GDL JUL 0.4>0.6
Y4 PHX-CUL JUL 0.4>0.3
Y4 SBD-GDL JUL 0>0.3
Y4 SFO-GDL JUL 1.0>0.7
Y4 SFO-MEX JUL 1.0>0.7

ZK CYS-DEN MAY 1.7>1.3 JUN 1.7>0.9 JUL 1.7>0.8 AUG 1.7>0.9 SEP 1.7>0.8 OCT 1.7>0.9 NOV 1.7>0.9 DEC 1.7>0.8

*DL BOS-AUS OCT 0>0.8 NOV 0>0.9
DL BOS-BNA SEP 0.7>1.4 OCT 0.7>1.7 NOV 0.8>1.8
*DL BOS-BUF SEP 0>1.9 OCT 0>3 NOV 0>3 DEC 0>3
*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0
DL BOS-MBJ DEC 0.1>0.3
*DL BOS-MCI OCT 0>0.9 NOV 0>0.9
DL BOS-MCO OCT 2>3
*DL BOS-NAS DEC 0.1>0.3
*DL BOS-ORF OCT 0>0.8 NOV 0>0.9
DL BOS-PUJ DEC 0.1>0.3
DL LAX-BOS DEC 1.3>3

Wow - BOS expansion. DL is dead serious on being the legacy carrier of choice in BOS and not allowing either B6 or Southwest to takeover any route. AUS, MCI was surprising. Hopefully DL brings in ORD, DCA, SDF and PHL Thank u enilria as always.

*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0

Got to love it a non hub like Boston get's a nonstop to JAX and the second largest hub in their system DTW is still stuck on one daily RJ to JAX speaks volumes really.

What is this airport code of USA? You meant UST (St Augustine) or UTA (Tunica)? Which one?

Q

Well, regarding UA building up LGA-IAD. We knew the slots for RDU came from somewhere. Nothing was cut to start RDU. UA has said they want to boost the NYC area profile.

enilria wrote:

*DL BOS-AUS OCT 0>0.8 NOV 0>0.9
DL BOS-BNA SEP 0.7>1.4 OCT 0.7>1.7 NOV 0.8>1.8
*DL BOS-BUF SEP 0>1.9 OCT 0>3 NOV 0>3 DEC 0>3
*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0
DL BOS-MBJ DEC 0.1>0.3
*DL BOS-MCI OCT 0>0.9 NOV 0>0.9
DL BOS-MCO OCT 2>3
*DL BOS-NAS DEC 0.1>0.3
*DL BOS-ORF OCT 0>0.8 NOV 0>0.9
DL BOS-PUJ DEC 0.1>0.3
DL JFK-CUN DEC 2>3
*DL JFK-PDX OCT 1.0>1.7 NOV 1.0>1.7
DL LAX-BOS DEC 1.3>3
DL LGA-BOS SEP 14>13

AUS 630 - 1220 BOS 319
BOS 1930 - 2310 AUS 319

BUF 700 - 820 BOS CRJ
BUF 1100 - 1220 BOS CRJ
BUF 1700 - 1820 BOS CRJ
BOS 855 - 1025 CRJ
BOS 1500 - 1630 CRJ
BOS 1855 - 1825 CRJ

BOS 700 - 955 JAX E70
JAX 1030 - 1325 BOS E70

BOS 630 - 851 MCI CR9
MCI 755 - 1147 BOS CR9

BOS 700 - 900 ORF CR7
ORF 1955 - 2155 BOS CR7

All the G4 changes are cuts. Is this something seasonally normal for them? Due to MD80 retirements? Maintenance? Seems expensive to have so much hardware sitting around not generating revenue, especially that have brand new frames on order.
Thanks

Here's hoping DL does a RDU expansion next... MCI, JAX, BDA, MSY, and SJU would be nice... SAN or ORD would also make sense... then, I would think DL would've set, no???

Interesting to see that JAX, MCI and ORF have limited connections from BOS. No European flights connect to any of these.

Also interesting to note that this is the second hub invasion from DL. First it was SEA, now it's Boston; funny to note each city is at opposite corners of the country.

Alsatian wrote:

AUS 630 - 1220 BOS 319
BOS 1930 - 2310 AUS 319

A late evening departure from Boston will not capture Boston-originating business traffic. The schedule suggests that DL is playing for Austin-originating business traffic. WN and B6 have sub-par schedules to serve that segment. This seems like a smart move on the part of DL.

Question is, will we see a B6 or other airline response to maintain share on these routes? Does B6 have the planes to increase frequency on overlapping routes? Do they have the appetite to endure RASM declines/losses on these routes?

dfwking wrote:

Alsatian wrote:

AUS 630 - 1220 BOS 319
BOS 1930 - 2310 AUS 319

A late evening departure from Boston is not going to capture Boston originating business traffic in this market. The schedule seems to sugges that the are they playing to capture Austin-originating business traffic. WN and B6 have sub-par schedules for Austin-originating traffic. This seems like a smart move on the part of DL.

Question is, will we see B6 or other airline response to maintain share on these routes? Does B6 have the planes to increase frequency on overlapping routes? Do they have the appetite to sustain RASM declines/losses on these routes?

Long live competition... may the best one survive

avi8 wrote:

Long live competition... may the best one survive

Indeed. Delta is adding a significant amount of new capacity into BOS - in many if not most cases, directly on top of JetBlue, which has a larger presence at the airport and lower costs. It will be very interesting to see how this competitive dynamic between the two shakes out.

iyerhari wrote:

Thank u enilria as always.

Q wrote:

What is this airport code of USA? You meant UST (St Augustine) or UTA (Tunica)? Which one?

Q

No idea. I don't edit anything. Don't even know which route you are talking about. If it's invalid it's a misfile.

BUFJACK10 wrote:

All the G4 changes are cuts. Is this something seasonally normal for them? Due to MD80 retirements? Maintenance? Seems expensive to have so much hardware sitting around not generating revenue, especially that have brand new frames on order.
Thanks

Others say the G4 changes are meaningless. I have no idea.

avi8 wrote:

Interesting to see that JAX, MCI and ORF have limited connections from BOS. No European flights connect to any of these.

Also interesting to note that this is the second hub invasion from DL. First it was SEA, now it's Boston; funny to note each city is at opposite corners of the country.

But no coincidence they are coastal. DL is also doubling MIA-HAV. Another corner with LAX the 4th.

Thanks enilria!

The Caribbean additions appear to be result of daily service for the Holidays from 12/21 to 1/5. PUJ and MBJ will not have service on 12/25.

klm617 wrote:

*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0

Got to love it a non hub like Boston get's a nonstop to JAX and the second largest hub in their system DTW is still stuck on one daily RJ to JAX speaks volumes really.

Its horrible that an airline would correctly serve a market that is three times larger than another one.

Thanks as always enilria!

enilria wrote:

G4 LIT-SFB AUG 0.5>0.1
G4 SFB-XNA AUG 0.5>0.3 SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.6>0.3 DEC 0.6>0.3

I personally couldn't imagine going in August or September, but I feel like these cuts are a little close for any families wanting to plan an end of summer vacation to Orlando/Disney.
(I realize many more airports are affected besides LIT and XNA, those are just the two I follow the closest.)

I have to imagine that the BOS-AUS flights are for the tech sector corporate travel, not the least of which is EMC/Dell.

iyerhari wrote:

*DL BOS-AUS OCT 0>0.8 NOV 0>0.9
DL BOS-BNA SEP 0.7>1.4 OCT 0.7>1.7 NOV 0.8>1.8
*DL BOS-BUF SEP 0>1.9 OCT 0>3 NOV 0>3 DEC 0>3
*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0
DL BOS-MBJ DEC 0.1>0.3
*DL BOS-MCI OCT 0>0.9 NOV 0>0.9
DL BOS-MCO OCT 2>3
*DL BOS-NAS DEC 0.1>0.3
*DL BOS-ORF OCT 0>0.8 NOV 0>0.9
DL BOS-PUJ DEC 0.1>0.3
DL LAX-BOS DEC 1.3>3

Wow - BOS expansion. DL is dead serious on being the legacy carrier of choice in BOS and not allowing either B6 or Southwest to takeover any route. AUS, MCI was surprising. Hopefully DL brings in ORD, DCA, SDF and PHL Thank u enilria as always.

According to the DOT statistics from last year on popular city pairs and developing markets there is probably enough demand now (Thanks to United's SBN-EWR flight) for Delta to offer an regional jet flight from SBN-BOS R/T.

Great to see that as AA is dropping BOS-BUF DL is picking it up!

https://en.wikipedia.org/wiki/Concord_Regional_Airport Why it say that? It is very strange USA and JQF. It's crazy!

Q

avi8 wrote:

Interesting to see that JAX, MCI and ORF have limited connections from BOS. No European flights connect to any of these.

Also interesting to note that this is the second hub invasion from DL. First it was SEA, now it's Boston; funny to note each city is at opposite corners of the country.

Definitely some similarities in terms of size, business-focus, and demographics between the cities. The also geographically mirror each other and have strong international demand.

Though DL is starting from a different place in BOS - quite a bit of history there, from having a full-fledged hub at one point to even now having quite a substantial operation. I think this expansion should work out - DL has a lot of brand awareness in the BOS market, modern and functional facilities, and has shown a commitment to stick it out and grow in what they consider strategically important markets over the last decade.

freakyrat wrote:

iyerhari wrote:

*DL BOS-AUS OCT 0>0.8 NOV 0>0.9
DL BOS-BNA SEP 0.7>1.4 OCT 0.7>1.7 NOV 0.8>1.8
*DL BOS-BUF SEP 0>1.9 OCT 0>3 NOV 0>3 DEC 0>3
*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0
DL BOS-MBJ DEC 0.1>0.3
*DL BOS-MCI OCT 0>0.9 NOV 0>0.9
DL BOS-MCO OCT 2>3
*DL BOS-NAS DEC 0.1>0.3
*DL BOS-ORF OCT 0>0.8 NOV 0>0.9
DL BOS-PUJ DEC 0.1>0.3
DL LAX-BOS DEC 1.3>3

Wow - BOS expansion. DL is dead serious on being the legacy carrier of choice in BOS and not allowing either B6 or Southwest to takeover any route. AUS, MCI was surprising. Hopefully DL brings in ORD, DCA, SDF and PHL Thank u enilria as always.

According to the DOT statistics from last year on popular city pairs and developing markets there is probably enough demand now (Thanks to United's SBN-EWR flight) for Delta to offer an regional jet flight from SBN-BOS R/T.

I live in SBN and fly DL exlusively. They're the largest carrier here and on football weekends fly SBN-LGA with a mainline jet. I never understood why they let UA capture the NY market, which has been so successful that it's now up to two flight a day. I'd love to see DL add LGA or BOS from here.

ERJ170 wrote:

Here's hoping DL does a RDU expansion next... MCI, JAX, BDA, MSY, and SJU would be nice... SAN or ORD would also make sense... then, I would think DL would've set, no???

I think the stage is set. I could see RDU getting service to MCI/STL/ORD/MSY, plus IAH/DFW are served by DL from CVG, I wonder if they would try those? In CVG we are hoping DL goes for CVG-MSY/AUS/JAX/SAN and possibly PIT. CVG-CUN is routinely one of the strongest routes from CVG for DL, I would assume the same is true for RDU, would love to see more Caribbean expansion like BOS. Allegiant recently started CVG-SJU and UA continues to serve CLE-SJU, I wonder if DL would try RDU-SJU?

BUFJACK10 wrote:

All the G4 changes are cuts. Is this something seasonally normal for them? Due to MD80 retirements? Maintenance? Seems expensive to have so much hardware sitting around not generating revenue, especially that have brand new frames on order.
Thanks

Within the context of these otherwise very insightful OAG updates, they're meaningless.

(Thanks as always, Enilria.)

dfwking wrote:

Alsatian wrote:

AUS 630 - 1220 BOS 319
BOS 1930 - 2310 AUS 319

A late evening departure from Boston will not capture Boston-originating business traffic. The schedule suggests that DL is playing for Austin-originating business traffic. WN and B6 have sub-par schedules to serve that segment. This seems like a smart move on the part of DL.

Question is, will we see a B6 or other airline response to maintain share on these routes? Does B6 have the planes to increase frequency on overlapping routes? Do they have the appetite to endure RASM declines/losses on these routes?

I'm not sure 19:30 can be described as late evening. Seems to me like the hours posted would work well for business travellers. There aren't many alternative to get pax into BOS earlier unless you want a departure from AUS around 03:00. This should work I think.

klm617 wrote:

*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0

Got to love it a non hub like Boston get's a nonstop to JAX and the second largest hub in their system DTW is still stuck on one daily RJ to JAX speaks volumes really.

What it says is that Delta is focusing on O&D BOS-JAX-BOS,and that DTW-JAX-DTW neither has enough O&D nor enough connections to overfly the ATL hub that offers 14x ATL-JAX tomorrow. It's not all conspiracy - it's basic economics of geography.

Delta flew BOS-MCI in 2011 on Compass

HVNandrew wrote:

avi8 wrote:

Interesting to see that JAX, MCI and ORF have limited connections from BOS. No European flights connect to any of these.

Also interesting to note that this is the second hub invasion from DL. First it was SEA, now it's Boston; funny to note each city is at opposite corners of the country.

Definitely some similarities in terms of size, business-focus, and demographics between the cities. The also geographically mirror each other and have strong international demand.

Though DL is starting from a different place in BOS - quite a bit of history there, from having a full-fledged hub at one point to even now having quite a substantial operation. I think this expansion should work out - DL has a lot of brand awareness in the BOS market, modern and functional facilities, and has shown a commitment to stick it out and grow in what they consider strategically important markets over the last decade.

I agree with this, although I also think that there are some differences. BOS is not SEA in the sense that DL isn't intending to turn it into an international hub with feeder domestic flights. I think that Delta's perspective on BOS is that it's a relatively large and wealthy market that wasn't already a hub for another major legacy airline and it sees opportunities to compliment it's traditional, larger hubs with a moderately sized O&D focused operation.

There is definitely some connecting that happens - when I was flying BOS-CMH a lot, I witnessed the increase in connecting traffic. In fact, as the draw down of RJ's has proceeded, those flights have gone from a RJ145 to a 200 and recently it's been a CRJ900. Anecdotally, lots of people running for the AMS and CDG flights in particular. It actually changed the dynamic a bit - instead of a relatively relaxed experience, it started to feel a bit more like JFK or ATL when arriving - announcements about letting people with tight connections off and so forth.

avi8 wrote:

Interesting to see that JAX, MCI and ORF have limited connections from BOS. No European flights connect to any of these.

Also interesting to note that this is the second hub invasion from DL. First it was SEA, now it's Boston; funny to note each city is at opposite corners of the country.

I am pretty sure that DL used to run the MCI-bos route a few years back and ultimately dropped it. There are already two dailies on WN, so it will be interesting to see how this route plays out.

tlecam wrote:

I agree with this, although I also think that there are some differences. BOS is not SEA in the sense that DL isn't intending to turn it into an international hub with feeder domestic flights. I think that Delta's perspective on BOS is that it's a relatively large and wealthy market that wasn't already a hub for another major legacy airline and it sees opportunities to compliment it's traditional, larger hubs with a moderately sized O&D focused operation.

Agreed, although, as I said in the BOS thread - I find Delta's overall approach to its hub structure and domestic network, and by extension markets like BOS, intriguing because of how radically different it appears to be compared with AA and United. Whereas those two carriers seem to be almost singularly focused on bulking up the megahubs they already have, Delta seems far more interested in adventures in new hubs, focus cities and gateways - like LAX, SEA, RDU and BOS.

Delta's single largest hub (ATL, obviously) comprises a higher percentage of Delta's overall system capacity than either AA's (DFW) or United's (ORD), but the disparity in this metric also seems to be generally larger between ATL and Delta's other hubs as compared to DFW vs AA's other hubs and ORD and United's other hubs. And with Delta messaging to Wall St and analysts that it's domestic system capacity will be experiencing only minimal growth overall, what that effectively means in practice is that significant growth in one place - be it SEA, LAX, BOS or RDU - has to, often, be funded by cuts elsewhere, and in particular at other hubs (except, of course, ATL). My perception from following the general trends if not all of the details - could be wrong - is that the growth at JFK/LGA and the early phases of the buildups at SEA and LAX were funded to a large extent with CVG and MEM cuts, and now BOS, RDU and the later phases of SEA and LAX are being funded with cuts (relatively far smaller, obviously) at DTW and MSP.

Delta's strategy is interesting for multiple reasons - first and foremost because SEA, LAX and BOS all have intense competition from lower-cost operators (Alaska, Southwest and JetBlue), and also - again - because of how it seems to differ so starkly from what AA and United appear to be doing. As said elsewhere - will be fascinating to watch.

commavia wrote:

tlecam wrote:

I agree with this, although I also think that there are some differences. BOS is not SEA in the sense that DL isn't intending to turn it into an international hub with feeder domestic flights. I think that Delta's perspective on BOS is that it's a relatively large and wealthy market that wasn't already a hub for another major legacy airline and it sees opportunities to compliment it's traditional, larger hubs with a moderately sized O&D focused operation.

Agreed, although, as I said in the BOS thread - I find Delta's overall approach to its hub structure and domestic network, and by extension markets like BOS, intriguing because of how radically different it appears to be compared with AA and United. Whereas those two carriers seem to be almost singularly focused on bulking up the megahubs they already have, Delta seems far more interested in adventures in new hubs, focus cities and gateways - like LAX, SEA, RDU and BOS.

Delta's single largest hub (ATL, obviously) comprises a higher percentage of Delta's overall system capacity than either AA's (DFW) or United's (ORD), but the disparity in this metric also seems to be generally larger between ATL and Delta's other hubs as compared to DFW vs AA's other hubs and ORD and United's other hubs. And with Delta messaging to Wall St and analysts that it's domestic system capacity will be experiencing only minimal growth overall, what that effectively means in practice is that significant growth in one place - be it SEA, LAX, BOS or RDU - has to, often, be funded by cuts elsewhere, and in particular at other hubs (except, of course, ATL). My perception from following the general trends if not all of the details - could be wrong - is that the growth at JFK/LGA and the early phases of the buildups at SEA and LAX were funded to a large extent with CVG and MEM cuts, and now BOS, RDU and the later phases of SEA and LAX are being funded with cuts (relatively far smaller, obviously) at DTW and MSP.

Delta's strategy is interesting for multiple reasons - first and foremost because SEA, LAX and BOS all have intense competition from lower-cost operators (Alaska, Southwest and JetBlue), and also - again - because of how it seems to differ so starkly from what AA and United appear to be doing. As said elsewhere - will be fascinating to watch.

Your perception is correct my fear is that will put an end to international expansion at Detroit in favor of Boston as we seen with the MAN and DUB adds from BOS.

jb1087xna wrote:

Thanks as always

adamh8297 wrote:

Thanks enilria!

The Caribbean additions appear to be result of daily service for the Holidays from 12/21 to 1/5. PUJ and MBJ will not have service on 12/25.

klm617 wrote:

*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0

Got to love it a non hub like Boston get's a nonstop to JAX and the second largest hub in their system DTW is still stuck on one daily RJ to JAX speaks volumes really.

Its horrible that an airline would correctly serve a market that is three times larger than another one.

AVLAirlineFreq wrote:

BUFJACK10 wrote:

All the G4 changes are cuts. Is this something seasonally normal for them? Due to MD80 retirements? Maintenance? Seems expensive to have so much hardware sitting around not generating revenue, especially that have brand new frames on order.
Thanks

Within the context of these otherwise very insightful OAG updates, they're meaningless.

(Thanks as always, Enilria.)

I think DL is smart to try to take over the major coastal population centers. We'lol see how B6 responds.

enilria wrote:

*DL JFK-PDX OCT 1.0>1.7 NOV 1.0>1.7

Response to AS adding PDX-JFK?

It's exciting to see DL add more PDX during the off season. Last week DL also increased PDX-DTW to 2x daily- this is probably in response to AS adding PDX-DTW.

DL continues to grow its PDX footprint. PDX-CDG next anyone? Or PDX-BOS?

After nearly 2 decades watching this, I am still not bored, thanks enilria.

jb1087xna wrote:

Thanks as always enilria!

enilria wrote:

G4 LIT-SFB AUG 0.5>0.1
G4 SFB-XNA AUG 0.5>0.3 SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.6>0.3 DEC 0.6>0.3

I personally couldn't imagine going in August or September, but I feel like these cuts are a little close for any families wanting to plan an end of summer vacation to Orlando/Disney.
(I realize many more airports are affected besides LIT and XNA, those are just the two I follow the closest.)

NWA schools all start in in mid Aug these days instead of last week. Couple that with many elementary schools (particularly Fayetteville) that operate of a continuous calendar, summer break is over first week of August. That's the bread and butter of the "Disney" traveler. Allegiant has learned that the first week of Feb is a "early" spring break for these schools and I've notice prices have "adjusted" the past two years for that.

klm617 wrote:

Got to love it a non hub like Boston get's a nonstop to JAX and the second largest hub in their system DTW is still stuck on one daily RJ to JAX speaks volumes really.

To be fair, BOS is technically a DL hub, even if the size of its operations there doesn't seem like it. That said, I do think any of us would disagree that DTW is a much bigger hub.

WaywardMemphian wrote:

jb1087xna wrote:

Thanks as always enilria!

enilria wrote:

G4 LIT-SFB AUG 0.5>0.1
G4 SFB-XNA AUG 0.5>0.3 SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.6>0.3 DEC 0.6>0.3

I personally couldn't imagine going in August or September, but I feel like these cuts are a little close for any families wanting to plan an end of summer vacation to Orlando/Disney.
(I realize many more airports are affected besides LIT and XNA, those are just the two I follow the closest.)

NWA schools all start in in mid Aug these days instead of last week. Couple that with many elementary schools (particularly Fayetteville) that operate of a continuous calendar, summer break is over first week of August. That's the bread and butter of the "Disney" traveler. Allegiant has learned that the first week of Feb is a "early" spring break for these schools and I've notice prices have "adjusted" the past two years for that.

Fair enough, maybe they've just been too aggressive. Though I never understand G4 and LIT. Little Rock schools have started around the 15th of August for 20+ years. And I believe last year they completely axed LAX-LIT with just a month's notice.

iyerhari wrote:

*DL BOS-AUS OCT 0>0.8 NOV 0>0.9
DL BOS-BNA SEP 0.7>1.4 OCT 0.7>1.7 NOV 0.8>1.8
*DL BOS-BUF SEP 0>1.9 OCT 0>3 NOV 0>3 DEC 0>3
*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0
DL BOS-MBJ DEC 0.1>0.3
*DL BOS-MCI OCT 0>0.9 NOV 0>0.9
DL BOS-MCO OCT 2>3
*DL BOS-NAS DEC 0.1>0.3
*DL BOS-ORF OCT 0>0.8 NOV 0>0.9
DL BOS-PUJ DEC 0.1>0.3
DL LAX-BOS DEC 1.3>3

Wow - BOS expansion. DL is dead serious on being the legacy carrier of choice in BOS and not allowing either B6 or Southwest to takeover any route. AUS, MCI was surprising. Hopefully DL brings in ORD, DCA, SDF and PHL Thank u enilria as always.

I still keep waiting on a DL STL-BOS route. WN keeps adding flights, I am guessing to keep it from happening. (Now up to 4 a day in summer). BOS-STL is one of the most expensive routes out of STL. Usually it is around $200 each way. You can fly anywhere on the west coast for much cheaper. I would think DL could come in and charge less and still make a decent profit. Plus, that would add some business/first class seating on the route.

Thank you very much enilria! I love how DL is adding all these major business and O&D routes from BOS. As others have said, I wish for BOS-STL, maybe also SAT and MEM. Also DL has the advantage of the ability of flying RJs, so I hope they will add smaller niche markets.

TransGlobalGold wrote:

dfwking wrote:

Alsatian wrote:

AUS 630 - 1220 BOS 319
BOS 1930 - 2310 AUS 319

A late evening departure from Boston will not capture Boston-originating business traffic. The schedule suggests that DL is playing for Austin-originating business traffic. WN and B6 have sub-par schedules to serve that segment. This seems like a smart move on the part of DL.

Question is, will we see a B6 or other airline response to maintain share on these routes? Does B6 have the planes to increase frequency on overlapping routes? Do they have the appetite to endure RASM declines/losses on these routes?

I'm not sure 19:30 can be described as late evening. Seems to me like the hours posted would work well for business travellers. There aren't many alternative to get pax into BOS earlier unless you want a departure from AUS around 03:00. This should work I think.

The point is that these times aren't meant to capture people that live and work in Boston and would travel to Austin, but the other way around. The times are perfect for someone needing to go from Austin to Boston for a week. Leave Monday AM, return Friday PM.

But if you're traveling Boston to Austin, you have to leave either Sunday night or Monday night, either sacrificing part of your weekend or missing a full business day, and then having to return first thing Friday morning. It reduces the business hours you're away by 40% on a Monday-Friday trip.

ANA787 wrote:

DL continues to grow its PDX footprint. PDX-CDG next anyone? Or PDX-BOS?

Norwegian PDX-CDG please.

I predicted long ago that DL had the same plans for BOS as they've been doing in SEA. Both were already strong NW hubs or focus cities with a customer base...and neither controlled by AA or UA. B6 had better watch their back if they aren't already. Maybe AS and B6 will be forced to combine for their survival after the AS/VX merger settles.

klm617 wrote:

*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0

Got to love it a non hub like Boston get's a nonstop to JAX and the second largest hub in their system DTW is still stuck on one daily RJ to JAX speaks volumes really.

Speaks volumes of what exactly? I suppose that everyone at the WCAA should also add this to the reasons they should all resign in shame.

klm617 wrote:

*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0

Got to love it a non hub like Boston get's a nonstop to JAX and the second largest hub in their system DTW is still stuck on one daily RJ to JAX speaks volumes really.

A non hub like Boston ? What are you talking about? Boston IS a DL hub, even DL calls it one - http://news.delta.com/boston-logan-inte ... -airport-0

Given the fact you have 617 at the end of your screename I would have thought you would be a little smarter on things related to BOS.

flyguy89 wrote:

klm617 wrote:

*DL BOS-JAX SEP 0>0.7 OCT 0>1.0 NOV 0>1.0

Got to love it a non hub like Boston get's a nonstop to JAX and the second largest hub in their system DTW is still stuck on one daily RJ to JAX speaks volumes really.

Speaks volumes of what exactly? I suppose that everyone at the WCAA should also add this to the reasons they should all resign in shame.

By his logic, DL can never add a route from any smaller station unless DTW has more capacity and mainline - if they do, DL is out to get DTW. I still don't understand why the mods allow him to do this on almost every thread.

Longhornmaniac wrote:

TransGlobalGold wrote:

dfwking wrote:

A late evening departure from Boston will not capture Boston-originating business traffic. The schedule suggests that DL is playing for Austin-originating business traffic. WN and B6 have sub-par schedules to serve that segment. This seems like a smart move on the part of DL.

Question is, will we see a B6 or other airline response to maintain share on these routes? Does B6 have the planes to increase frequency on overlapping routes? Do they have the appetite to endure RASM declines/losses on these routes?

I'm not sure 19:30 can be described as late evening. Seems to me like the hours posted would work well for business travellers. There aren't many alternative to get pax into BOS earlier unless you want a departure from AUS around 03:00. This should work I think.

The point is that these times aren't meant to capture people that live and work in Boston and would travel to Austin, but the other way around. The times are perfect for someone needing to go from Austin to Boston for a week. Leave Monday AM, return Friday PM.

But if you're traveling Boston to Austin, you have to leave either Sunday night or Monday night, either sacrificing part of your weekend or missing a full business day, and then having to return first thing Friday morning. It reduces the business hours you're away by 40% on a Monday-Friday trip.

Leaving at 7:30pm on a Sunday night is hardly losing a part of anyone's weekend. I know lots of business people that fly out on Sunday nights to work Monday morning vs. getting up at 3:30-4am for a 6am flight to get in and have a full day.

clrd4t8koff wrote:

Longhornmaniac wrote:

TransGlobalGold wrote:

I'm not sure 19:30 can be described as late evening. Seems to me like the hours posted would work well for business travellers. There aren't many alternative to get pax into BOS earlier unless you want a departure from AUS around 03:00. This should work I think.

The point is that these times aren't meant to capture people that live and work in Boston and would travel to Austin, but the other way around. The times are perfect for someone needing to go from Austin to Boston for a week. Leave Monday AM, return Friday PM.

But if you're traveling Boston to Austin, you have to leave either Sunday night or Monday night, either sacrificing part of your weekend or missing a full business day, and then having to return first thing Friday morning. It reduces the business hours you're away by 40% on a Monday-Friday trip.

Leaving at 7:30pm on a Sunday night is hardly losing a part of anyone's weekend. I know lots of business people that fly out on Sunday nights to work Monday morning vs. getting up at 3:30-4am for a 6am flight to get in and have a full day.

Agreed. I'd rather leave the night before for business travel so I'm not exhausted when I have to work the full day and to make sure delays/cancellations don't interfere (or minimize interference). But, I do have colleagues that prefer to do the early am.

I think I read that DL wants to pull their international flights back to Terminal A from E at Boston, and that the customs and immigration infrastructure with Massport's help is a sticking point (as it was in the 2000 timeframe when Terminal A was built for DL). This time around, in order to alleviate the choke points at Terminal E right now, Massport might acquiesce.

Longhornmaniac wrote:

TransGlobalGold wrote:

dfwking wrote:

A late evening departure from Boston will not capture Boston-originating business traffic. The schedule suggests that DL is playing for Austin-originating business traffic. WN and B6 have sub-par schedules to serve that segment. This seems like a smart move on the part of DL.

Question is, will we see a B6 or other airline response to maintain share on these routes? Does B6 have the planes to increase frequency on overlapping routes? Do they have the appetite to endure RASM declines/losses on these routes?

I'm not sure 19:30 can be described as late evening. Seems to me like the hours posted would work well for business travellers. There aren't many alternative to get pax into BOS earlier unless you want a departure from AUS around 03:00. This should work I think.

The point is that these times aren't meant to capture people that live and work in Boston and would travel to Austin, but the other way around. The times are perfect for someone needing to go from Austin to Boston for a week. Leave Monday AM, return Friday PM.

But if you're traveling Boston to Austin, you have to leave either Sunday night or Monday night, either sacrificing part of your weekend or missing a full business day, and then having to return first thing Friday morning. It reduces the business hours you're away by 40% on a Monday-Friday trip.

You're assuming a weeklong trip. Why?

klm617 wrote:

Your perception is correct my fear is that will put an end to international expansion at Detroit in favor of Boston as we seen with the MAN and DUB adds from BOS.

So what if there's not a growth in international flights at DTW? DL will look at how best to utilize their assets and act accordingly.

The BOS adds are in line with Bastian's desire to have 150 departures per day at BOS. Great adds and it will be interesting to see what cities are added next.