OAG Changes 12/29/2020:B6 Adds EWRATL;DL Returns to JNU/KTN/SIT,SEA-TUS/PSP,BGRLGA,Exits CUNCVG;EI Leaves BDL/PHL

enilria · Tue Dec 29, 2020 2:08 pm

FAQ

SOURCE: OAG

AS OF JULY 2018 THERE ARE CHANGES TO THE FORMAT OF THIS REPORT...SEE BELOW

WHAT IS THIS REPORT?
This compares departures for sale THIS WEEK for the stated period versus what was for sale LAST WEEK...prior year departures are now shown in brackets e.g. [0].

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[4] JAN 4>5[4]
XXX Departure IATA code, YYY Arrival IATA code, Month, Average Departures/Day over the month for sale as of last week, Average Departures/Day over the month for sale as of this week, in brackets is the number of Average Departures/Day over the month that were scheduled one year earlier. So, it means that the listed airline changed the frequency between the two airports to add from 4 to 5 roundtrips in December and January. It also means that there were 4 roundtrips the prior year in each month. No other months were changed. I average two directions.

WHAT ABOUT CARRIERS THAT DON'T PUBLISH A SCHEDULE 9 MONTHS IN ADVANCE?
NEW CHANGE-Sometimes airlines do not load their schedules for the entire 330 day standard sales window. Southwest and many LCCs load their schedules for as little as 5 months into the future. When these flight are extended into a new sales month, it becomes a "schedule change". Previously, I have manually deleted these in many cases and replaced them with a Year-Over-Year compare. Effective immediately, this will now change. When a flight is loaded from 0 departures X departures, where X was the same the prior year, the record will not be shown. For example, if Delta loaded ATL-EGE MAR 0>1(1), it would not be shown because this additional flight does not represent a real year-over-year addition. Similarly, if B6 extended their schedule a record like this ATL-BOS JUL 0>4(4) would not be shown. It will be shown if the flight frequency changed from the prior year. So B6 ATL-BOS JUL 0>3(4) would be shown. If a partial month was loaded in a core schedule that became a full schedule month, those changes may be shown under this logic. For example, WN BNA-SEA 0.3>2(2). Because only a fraction of the month was previously loaded for sale, these changes will not be filtered out. I may, however, manually remove them to declutter.

HOW ARE THE DAILY DEPARTURES CALCULATED?
This report uses total operations for the month listed, divided over the days in the month. The following criteria are used to show a change: 1) The change must be at least 6 roundtrips per month with no exceptions, 2) changes of at least 6/week are always shown, 3) routes that are added or dropped are shown subject to the change minimum, and 4) in all other cases routes must change by 20% to be shown. For example, if a route changed from 21/week to 18/week it would not be shown because the change is -14.3%. This is done to filter minor changes that occur in large numbers.

WHAT ARE THE FRACTIONAL FLIGHTS?
Flights that do not operate every day of the month create fractional service. If the route has more than 2 daily flights, departures are rounded, but in cases of less than 2 departures per day a fraction is 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.

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
Seats are not shown. 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 or overlapping schedule periods that see the same flight number in two places at once. These cause 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 "*".

**2D GEO-MIA FEB 0>0.2[0] MAR 0>0.3[0] APR 0>0.3[0] MAY 0>0.3[0] JUN 0>0.3[0] JUL 0>0.3[0] AUG 0>0.3[0] SEP 0>0.3[0]
**2D MEX-PHL APR 0>0.3[0] MAY 0>0.3[0] JUN 0>0.3[0] JUL 0>0.3[0] AUG 0>0.3[0] SEP 0>0.3[0]
**2D MIA-VVI JAN 0.3>0[0.3] FEB 0.3>0[0] MAR 0.3>0[0]
**2D PAP-PHL JAN 0.3>0[0.3] FEB 0.3>0[0] MAR 0.3>0[0] APR 0.3>0[0] MAY 0.3>0[0] JUN 0.3>0[0] JUL 0.3>0[0] AUG 0.3>0[0] SEP 0.3>0[0]
2D PHL-SDQ JAN 0.3>0.1[0.3]

3M BIM-FLL FEB 0.6>0.2[1.0] MAR 1.0>0.3[0.9] APR 1.0>0.6[1.0] MAY 1.0>0.6[1.0] JUN 1.0>0.6[0.6] JUL 1.0>0.6[0.5] AUG 1.0>0.5[0.9] SEP 1.0>0.6[0.4]
**3M FLL-GHB APR 0.3>0[0.7] MAY 0.3>0[0.1] JUN 0.3>0[0.3] JUL 0.3>0[0.4] AUG 0.3>0[0.5] SEP 0.3>0[0]
**3M FLL-MHH MAR 0.2>0[0.7] APR 0.3>0[0.9] MAY 0.3>0[0.4] JUN 0.3>0[0.5] JUL 0.3>0[0.4] AUG 0.3>0[0.8] SEP 0.3>0[0.1]
3M FLL-PNS FEB 0.6>0.1[1.1] MAR 0.9>0[0.9] APR 1.0>0.1[1.0] MAY 1.0>0.2[0.1] JUN 1.0>0.1[0.4] JUL 1.0>0.2[0.5] AUG 1.0>0.1[0.9] SEP 1.0>0.1[0]
3M NAS-TPA FEB 0.6>0.4[0.8] MAR 1.0>0.5[0.8] APR 1.0>0.6[1.0] MAY 1.0>0.6[1.0] JUN 1.0>0.6[0.4] JUL 1.0>0.6[0.5] AUG 1.0>0.6[0.9] SEP 1.0>0.6[0.4]

4B ABQ-CNM MAR 0>1.3[1.9] APR 0>1.7[2] MAY 0>1.3[1.9]
4B BOS-MSS JAN 0.8>0[0.9]

9K ACK-EWB AUG 0.8>0.4[1.2]
9K ACK-HYA JUL 9>8[9] AUG 9>8[10] SEP 9>8[13]
9K BOS-LEB JUL 2>1.4[4] AUG 3>1.4[4]
9K HPN-LEB JUL 0.9>0.5[1.0] AUG 0.9>0.5[2] SEP 0.9>0.5[2]
9K IRK-STL MAY 1.5>3[3] JUN 2>3[3] JUL 2>3[3] AUG 2>3[3] SEP 2>3[3]

9X BFD-PIT FEB 3>2[4]
9X DFW-ELD FEB 1.3>0.7[1.8]
9X PBI-TPA FEB 1.7>0[3]

AA ABE-ORD MAR 1.0>0.5[0.9]
AA ACT-DFW MAR 5>4[4]
AA ALO-ORD FEB 0.4>0.1[2] MAR 1.7>1.3[1.8]
AA ASE-ORD FEB 1.0>0.7[1.1]
AA AUS-ORD FEB 0.7>0.3[4] MAR 3>2[3]
AA AVP-ORD MAR 1.5>1.1[1.5]
AA BGR-PHL FEB 0.7>0.9[4]
AA BHM-MIA MAR 1.6>1.2[1.9]
AA BHM-ORD MAR 1.8>1.2[1.6]
AA BNA-ORD FEB 0.5>0.3[8] MAR 5>4[7]
AA BOI-ORD MAR 0.9>0.6[0]
AA BOS-DCA MAR 11>10[9]
AA BOS-PHL FEB 1.3>1.0[10]
AA BOS-ROC MAR 0.8>0[3]
AA BTV-PHL FEB 0.8>1.1[4]
AA BWI-MIA MAR 1.8>1.4[1.3]
AA BWI-ORD MAR 4>3[3]
AA BZN-ORD MAR 1.0>0.8[0.9]
AA CAE-MIA MAR 0.9>0.2[0.9]
AA CAK-ORD MAR 1.0>0.4[1.9]
AA CHS-MIA MAR 3>1.6[3]
AA CHS-ORD FEB 0.3>0.1[0.2]
AA CLE-JFK MAR 0.5>0.3[0]
AA CLE-MIA MAR 3>1.6[3]
AA CMH-MIA FEB 1.0>0.7[3] MAR 3>1.9[3]
AA CVG-JFK MAR 0.6>0.4[0.9]
AA CVG-MIA MAR 3>1.6[3]
AA DCA-ORD MAR 7>6[8]
AA DEN-ORD FEB 1.3>0.8[4]
AA DFW-DRT FEB 1.0>0.7[2] MAR 1.9>1.2[1.8]
AA DFW-EVV MAR 1.8>1.3[1.8]
AA DFW-GGG MAR 2>1.7[2]
AA DFW-SJT MAR 4>3[4]
*AA DSM-MIA FEB 0.2>0[0] MAR 0.2>0[0]
AA DTW-ORD FEB 0.3>0.1[6]
AA EGE-ORD MAR 1.0>0.6[0.9]
AA ELH-MIA FEB 1.7>1.2[2] MAR 1.8>0.9[1.9]
AA ERI-ORD MAR 0.8>0.4[0]
AA FNT-ORD MAR 2>1.7[3]
AA FPO-MIA FEB 0.9>0.5[0] MAR 0.9>0.6[0.5]
AA FSD-ORD MAR 1.9>1.5[1.8]
AA GNV-MIA MAR 1.2>0.8[1.8]
AA GRB-ORD MAR 3>2[4]
AA GSO-MIA MAR 1.5>1.2[1.7]
AA GSP-MIA MAR 1.8>1.4[1.7]
AA HDN-ORD FEB 1.0>0.6[1.1]
AA IAH-LAX MAR 1.6>1.0[3]
AA IAH-MIA FEB 2>1.5[4]
AA IND-JFK MAR 0.6>0.4[0.9]
AA IND-MIA MAR 3>1.8[3]
AA JFK-SFO FEB 0.9>0.6[4]
AA JLN-ORD MAR 1.5>0.8[1.5]
AA LAN-ORD MAR 1.7>1.3[1.9]
AA LAX-MEX MAR 0.9>0.5[0.9]
AA LSE-ORD MAR 2>1.7[3]
AA MCI-MIA MAR 1.8>1.3[2]
AA MCO-ORD FEB 1.5>1.0[5]
AA MEM-MIA MAR 1.9>1.1[1.9]
AA MHH-MIA FEB 0.7>0.4[0] MAR 0.9>0.6[0.5]
AA MHT-ORD MAR 1.8>1.4[0.9]
AA MIA-MSP MAR 1.8>1.4[1.7]
AA MIA-NAS MAR 6>5[7]
AA MIA-OMA FEB 0.9>0.1[0.8] MAR 0.8>0.3[0.8]
AA MIA-PIT MAR 3>2[3]
AA MIA-PNS MAR 3>1.8[3]
AA MIA-SAV MAR 1.8>1.3[1.9]
AA MIA-SDF FEB 0.9>0.6[2]
AA MIA-STT FEB 2.7>2.1[3.2]
AA MIA-TLH FEB 1.5>1.0[4]
AA MIA-TYS MAR 1.8>1.4[1.7]
AA MIA-XNA MAR 0.9>0.6[0.9]
AA MSN-ORD MAR 6>5[5]
AA MSP-ORD FEB 1.0>0.7[6] MAR 5>4[5]
AA MSY-ORD MAR 1.6>1.1[2]
AA MTJ-ORD MAR 1.0>0.6[0.6]
AA OMA-ORD MAR 4>3[4]
AA ORD-PBI MAR 1.8>1.4[3]
AA ORD-PSP MAR 1.5>0.9[1.5]
AA ORD-ROC FEB 0.6>0.3[4]
AA ORD-RST MAR 3>2[3]
AA ORD-SAN MAR 4>3[3]
AA ORD-SFO FEB 0.7>0.5[4]
AA ORD-SLC MAR 1.7>1.2[3]
AA ORD-SUX MAR 3>1.7[2]
AA ORD-TUS FEB 0.4>0.1[2]
AA ORD-TYS MAR 2>1.7[1.6]

AC MCO-YUL JAN 0.4>0.1[1.5]

**AM GDL-SLC FEB 1.0>0[1.1] MAR 1.0>0[0.9] APR 1.0>0[1.0] MAY 1.0>0[1.0] JUN 1.0>0[0.8] JUL 1.0>0[0.7] AUG 1.0>0[1.0] SEP 1.0>0[1.0]

AS ANC-SEA FEB 12>11[14]
AS BIL-PDX JAN 1.0>0.7[1.5]
AS BOS-SEA JAN 1.7>1.3[1.7]
AS BZN-PDX JAN 1.0>0.7[0.9]
AS LAX-TPA JAN 1.0>0.7[0.9]
AS LIH-PDX FEB 0.6>0[1.1]
AS LIH-SAN FEB 0.6>0[0.7]
AS LIH-SEA JAN 1.7>1.2[1.8] FEB 1.6>0.9[2]
AS LIH-SJC FEB 0.6>0[0.7]
AS PDX-RDM JAN 1.0>0.8[3]
AS PDX-STS JAN 1.0>0.7[1.5]

AT CMN-JFK JUL 1.0>1.4[1.5] AUG 1.0>1.4[2.0]

AV BAQ-MIA JAN 1.0>0.5[0.9]
AV BOG-FLL JAN 1.5>0.4[0.9]
AV BOG-IAD JAN 2>0.8[1.8]
AV BOG-JFK JAN 3>1.9[3]
AV BOG-LAX JAN 1.0>0[0.9]
AV BOG-MCO JAN 1.6>0.5[0.9]
AV BOG-MIA JAN 4>1.9[4]
AV CLO-MIA JAN 1.0>0.4[0.9]
AV JFK-MDE JAN 1.0>0.4[0.9]
AV MDE-MIA JAN 1.0>0.6[0.9]

B6 ABQ-JFK FEB 0.6>0.1[0.7]
B6 ATL-BOS FEB 2>0.8[4] MAR 3>2[4]
**B6 ATL-EWR APR 0>3[0] MAY 0>3[0] JUN 0>3[0] JUL 0>3[0] AUG 0>3[0] SEP 0>0.7[0]
B6 ATL-JFK FEB 2>1.2[2]
B6 ATL-MCO FEB 0.6>0.1[1.1]
B6 AUA-EWR FEB 0.7>0.3[0]
B6 AUS-BOS FEB 1.8>0.4[1.8]
B6 AUS-EWR FEB 1.4>0.8[0]
B6 AUS-JFK FEB 1.0>0.8[2]
B6 AUS-LAX FEB 1.0>1.5[0]
B6 BDA-BOS FEB 0.3>0[0.4]
B6 BDA-JFK FEB 0.4>0.1[0.6]
B6 BDL-CUN FEB 0.6>0[0]
B6 BDL-LAS FEB 0.6>0[0]
B6 BDL-MCO FEB 2>1.6[2]
B6 BDL-PBI FEB 1.5>0.9[1.9]
B6 BDL-SJU FEB 1.5>0.5[2.0]
B6 BGI-JFK FEB 1.4>0.3[2]
B6 BNA-BOS FEB 1.1>0.3[1.4] MAR 1.9>1.5[1.5]
B6 BNA-JFK FEB 1.0>0[0] MAR 1.5>1.2[0]
B6 BOS-BUF FEB 2>0.3[3] MAR 4>3[3]
B6 BOS-CHS FEB 1.0>0.8[1.1]
B6 BOS-CLT FEB 2>0.3[4] MAR 4>3[4]
B6 BOS-CUN FEB 0.9>0.4[0.9]
B6 BOS-DCA JAN 2>1.7[8] FEB 8>1.5[14] MAR 13>11[12]
B6 BOS-DEN JAN 0.3>0.5[0.9] FEB 1.0>0.3[1.9] MAR 1.8>1.3[1.6]
B6 BOS-DFW FEB 1.3>0.4[1.8] MAR 3>1.9[1.3]
B6 BOS-DTW FEB 1.8>0.3[3] MAR 3>2[2]
B6 BOS-EWR FEB 4>0.3[7] MAR 6>5[5]
B6 BOS-JAX FEB 1.1>0.4[2]
B6 BOS-JFK FEB 4>2[6] MAR 6>5[5]
B6 BOS-LAS JAN 0.9>0.6[2] FEB 2>0.6[4]
B6 BOS-LAX JAN 3>1.9[3]
B6 BOS-LGA FEB 5>0[6] MAR 9>7[5]
B6 BOS-MCO FEB 5>4[7] MAR 8>7[8]
B6 BOS-MSP FEB 0.9>0[3] MAR 1.8>1.4[2]
B6 BOS-MSY FEB 1.0>0.3[1.7] MAR 1.9>1.5[1.8]
B6 BOS-NAS FEB 0.6>0.1[0.4]
B6 BOS-ORD FEB 3>0.7[4] MAR 4>3[3]
B6 BOS-PBI FEB 4>1.9[5] MAR 7>5[5]
B6 BOS-PHL FEB 4>0[8] MAR 7>5[5]
B6 BOS-PHX FEB 0.6>0.3[1.1]
B6 BOS-PIT JAN 0.5>0.3[2] FEB 2>0.3[5] MAR 4>3[4]
B6 BOS-PLS FEB 0.3>0.1[0.1]
B6 BOS-PUJ FEB 0.5>0.2[0.3]
B6 BOS-RDU JAN 1.6>1.0[3] FEB 3>1.3[5] MAR 5>4[4]
B6 BOS-RIC JAN 0.5>0.3[1.7] FEB 1.7>0.3[3] MAR 3>2[3]
B6 BOS-ROC FEB 0.6>0[1.1]
B6 BOS-RSW FEB 5>3[6]
B6 BOS-SAN FEB 1.6>0.7[3]
B6 BOS-SAV FEB 1.6>0.6[1.2]
B6 BOS-SDQ FEB 1.2>1.6[2]
*B6 BOS-SEA JAN 0.3>0.1[1.0] FEB 1.0>0.0[2] MAR 1.9>1.4[1.7]
B6 BOS-SFO FEB 3>1.3[5] MAR 5>4[4]
B6 BOS-SJU FEB 2.3>1.5[3.9]
B6 BOS-SLC FEB 0.6>0.2[0.9]
B6 BOS-SRQ FEB 1.5>1.1[1.1]
B6 BOS-SYR FEB 0.6>0[1.1]
B6 BOS-TPA FEB 3>2[4] MAR 5>4[5]
B6 BQN-FLL FEB 0.6>0[0.7]
B6 BQN-JFK FEB 0.6>0[1.6]
B6 BQN-MCO FEB 0.6>0[1.6]
B6 BTV-JFK FEB 1.7>0.3[3]
B6 BUF-JFK FEB 3>0.8[5] MAR 5>4[4]
B6 BUF-LAX FEB 0.4>0[0.7]
B6 CHS-EWR FEB 0.8>0.5[0]
B6 CHS-JFK FEB 1.3>0.6[2]
B6 CHS-LAX FEB 0.6>0.1[0]
B6 CLE-RSW FEB 0.8>0.1[0]
B6 CTG-FLL FEB 0.4>0.1[0.7]
B6 CTG-JFK FEB 0.6>0.1[1.1]
B6 CUN-EWR FEB 1.4>0.8[0]
B6 CUN-FLL FEB 1.2>1.8[1.1]
B6 CUN-LAX JAN 0.9>0.7[1.5] FEB 1.6>0.8[0]
B6 CUN-RDU FEB 0.6>0.2[0]
B6 CUN-SFO JAN 0.3>0.1[1.2] FEB 1.4>0.4[0]
B6 DCA-FLL JAN 1.8>1.3[4] FEB 4>1.6[6]
B6 DCA-MCO JAN 1.8>1.4[3] FEB 3>1.6[4]
B6 DCA-PBI FEB 1.4>0.5[2]
B6 DCA-RSW FEB 1.9>0.5[2]
B6 DEN-JFK FEB 1.2>0.6[1.1]
B6 DFW-JFK FEB 1.4>0.8[0]
B6 DTW-JFK FEB 1.3>0.4[0]
B6 EWR-FLL FEB 5>4[6]
B6 EWR-JAX JAN 0.6>0.4[0.7] FEB 0.8>0.5[0]
B6 EWR-LAS JAN 0.9>0.5[1.5] FEB 1.6>0.6[0]
B6 EWR-LAX JAN 3>1.9[4] FEB 4>2[0]
B6 EWR-MBJ FEB 0.6>0[0]
B6 EWR-NAS FEB 0.6>0.1[0]
B6 EWR-PBI FEB 3>1.3[3]
B6 EWR-PHX FEB 1.3>0.4[0]
B6 EWR-PLS FEB 0.6>0[0]
B6 EWR-PUJ FEB 0.7>0.3[0]
B6 EWR-RSW FEB 2>1.4[2]
B6 EWR-SAN FEB 0.7>0.4[0]
B6 EWR-SDQ JAN 1.3>1.7[0.9] FEB 1.0>1.6[1.1]
B6 EWR-SFO JAN 0.3>0.1[1.2] FEB 1.4>0.4[0]
B6 EWR-SJU JAN 1.5>1.1[1.7] FEB 1.9>1.2[2.4]
B6 EWR-SRQ FEB 0.6>0[0]
B6 EWR-STI JAN 1.5>2.0[1.4]
B6 EWR-SXM FEB 0.7>0.1[0]
B6 FLL-GCM FEB 0.6>0[0.6]
B6 FLL-HAV JAN 1.0>1.9[1.8]
B6 FLL-HPN FEB 1.5>0.9[2]
B6 FLL-JAX FEB 2>0.6[4]
B6 FLL-JFK FEB 6>4[8] MAR 9>8[7]
B6 FLL-LAS FEB 1.6>1.0[1.7]
B6 FLL-LAX FEB 4>3[4]
B6 FLL-LGA FEB 1.5>0.8[4]
B6 FLL-MBJ FEB 1.0>1.6[1.3]
B6 FLL-MSY FEB 0.8>1.2[1.1]
B6 FLL-NAS FEB 2>1.2[3]
B6 FLL-PAP FEB 1.8>3[1.3]
B6 FLL-PLS FEB 0.6>0.3[0.7]
B6 FLL-POS FEB 0.3>0.1[0.6]
B6 FLL-PSP FEB 0.2>0[0]
B6 FLL-PUJ FEB 0.6>1.0[0.4]
B6 FLL-PVD JAN 0.5>0.3[0.7] FEB 0.8>0.4[1.1]
B6 FLL-RIC FEB 1.4>0.7[2]
B6 FLL-SAN FEB 0.7>0.4[0.7]
B6 FLL-SFO FEB 2>1.5[3]
B6 FLL-SJU FEB 3.6>2.4[5]
B6 GCM-JFK FEB 0.8>0[1.1]
B6 GEO-JFK FEB 0.4>0[0]
B6 GND-JFK FEB 0.6>0.1[1.0] MAR 1.0>0.7[0.8]
B6 HPN-MCO FEB 2>0.7[3]
B6 HPN-RSW FEB 1.6>1.2[1.9]
B6 HPN-TPA FEB 1.5>0.7[1.1]
B6 IAH-JFK FEB 1.3>0.4[1.1] MAR 1.9>1.5[0.9]
B6 JAX-JFK FEB 1.8>0.5[3] MAR 3>2[3]
B6 JFK-KIN FEB 1.6>1.0[3]
B6 JFK-LAS JAN 0.9>0.5[2] FEB 3>0.8[4]
B6 JFK-LAX FEB 7>3[10] MAR 9>8[9]
B6 JFK-LIR FEB 0.5>0.2[0.8]
B6 JFK-MBJ FEB 2>1.6[2]
B6 JFK-MCO FEB 6>3[7] MAR 9>8[8]
B6 JFK-MSP FEB 1.3>0.2[0]
B6 JFK-MSY FEB 1.3>0.7[1.2]
B6 JFK-NAS FEB 1.8>0.1[1.2]
B6 JFK-ORD FEB 2>0.4[2.0] MAR 4>3[1.8]
B6 JFK-PAP FEB 1.0>1.6[1.3]
B6 JFK-PBI FEB 3>1.4[5]
B6 JFK-PDX FEB 0.6>0[0.7]
B6 JFK-PHX FEB 1.2>0.4[1.1]
B6 JFK-PLS FEB 0.6>0.1[1.1]
B6 JFK-POS FEB 0.6>0[1.3]
B6 JFK-PSE FEB 0.6>0[0.8]
B6 JFK-PSP FEB 0.5>0.2[0.9]
B6 JFK-RNO FEB 0.4>0[0.7]
B6 JFK-ROC FEB 1.7>0.3[3] MAR 3>2[3]
B6 JFK-RSW FEB 3>1.4[2]
B6 JFK-SAN JAN 0.5>0.3[1.8] FEB 1.9>0.4[2]
B6 JFK-SAV FEB 1.1>0.4[2] MAR 1.9>1.5[1.8]
*B6 JFK-SEA JAN 0.3>0.1[1.0] FEB 1.1>0[1.8]
B6 JFK-SFO JAN 1.3>1.0[4] FEB 4>2[6] MAR 6>5[6]
B6 JFK-SJU FEB 5>3.4[6]
B6 JFK-SLC FEB 1.2>0.4[2]
B6 JFK-SMF FEB 1.0>0.4[0.9]
B6 JFK-SRQ FEB 0.7>0.4[1.1]
B6 JFK-SXM FEB 0.6>0.3[1.0]
B6 JFK-SYR FEB 1.3>0.4[2]
B6 JFK-TPA FEB 2>1.4[3]
B6 JFK-UVF FEB 0.8>0.3[1.0]
*B6 LAS-LAX JAN 0.5>0.0[1.3] FEB 1.5>0[0]
B6 LAS-RIC FEB 0.7>0[0]
B6 LAX-PBI FEB 0.7>0.5[0]
B6 LAX-RDU FEB 0.7>0.3[0]
B6 LAX-RIC JAN 0.4>0.1[0.7] FEB 0.8>0.2[0]
B6 LAX-SEA FEB 0.6>0.1[0]
*B6 LAX-SFO JAN 0.5>0.0[1.3] FEB 1.4>0[0]
*B6 LAX-SJO JAN 0.3>0.0[0.7] FEB 0.8>0[0]
B6 LAX-SLC FEB 1.5>0.7[0]
B6 LGA-MCO FEB 1.6>0.9[3]
B6 LGA-PBI FEB 1.3>0.5[3]
B6 LGA-RSW FEB 0.6>0[0]
B6 LGA-TPA FEB 1.3>0[0]
B6 MBJ-MCO FEB 0.6>0[0.9]
B6 MBJ-RDU FEB 0.6>0.1[0]
B6 MCO-NAS FEB 0.5>0[0.9]
B6 MCO-PHL FEB 1.6>1.0[0]
B6 MCO-PSE FEB 0.6>0[1.5]
B6 MCO-PVD JAN 0.8>0.5[1.4] FEB 1.6>0.8[2]
B6 MCO-RIC FEB 1.6>1.0[1.8]
B6 MCO-SFO FEB 0.6>0[0]
B6 ORD-PBI FEB 0.6>0[0]
B6 PBI-PHL FEB 1.3>0[0]
B6 PBI-PIT FEB 0.6>0[0]
B6 PBI-PVD FEB 0.8>0.4[1.1]
B6 PHL-RSW FEB 0.8>0.6[0]
B6 PVD-RSW JAN 0.6>0.4[0.7] FEB 0.8>0.6[0]
B6 PVD-TPA JAN 0.6>0.4[0.7] FEB 0.8>0.5[0]
B6 RDU-RSW FEB 0.7>0.4[0]

BF ORY-SFO FEB 0.4>0[0.3]
BF PPT-SFO FEB 0.4>0[0.4]

BW FLL-KIN JAN 1.0>0.7[0.9]
BW FLL-POS JAN 1.0>0.7[0.9]
BW JFK-POS JAN 3>1.8[2]
BW MIA-POS JAN 1.0>0.7[0.9]

CA EWR-PEK APR 1.0>0[0.1] MAY 1.0>0[0]
CA IAD-PEK APR 1.0>0[0.1] MAY 1.0>0[0]
CA IAH-PEK APR 0.9>0[0.1] MAY 0.9>0[0]
CA IAH-PTY APR 0.3>0[0.0] MAY 0.3>0[0]
CA JFK-PEK APR 2>1.0[0.6] MAY 2>1.0[0.7]
CA LAX-PEK MAR 0.4>0.1[1.8] APR 3>1.0[0.8] MAY 3>1.0[0.8]
CA LAX-SZX APR 0.4>0.1[0.0] MAY 0.5>0.1[0]
CA PEK-SFO APR 1.0>0[0.1] MAY 1.0>0[0.3]

CI HNL-TPE APR 0.4>0[0.3]
CI JFK-TPE APR 0.6>0.1[0.6]
CI ONT-TPE APR 1.0>0[1.0]

DL ABQ-LAX FEB 1.3>2[3]
DL ATL-ATW FEB 0.7>1.0[1.9]
DL ATL-BDA MAR 1.0>0.6[0.7]
DL ATL-EWR FEB 6>7[10]
DL ATL-GGT JAN 0.7>0.4[0.5] FEB 0.6>0.3[1.1]
DL ATL-HOU FEB 4>5[6]
DL ATL-LIT FEB 4>5[7]
DL ATL-NAS FEB 3>2[4]
DL ATL-RDU FEB 7>8[12]
*DL ATL-RTB APR 0>0.3[0.1] MAY 0>0.3[0.1]
DL ATL-SDF FEB 5>7[9]
DL AUS-RDU FEB 0>0.4[0.7]
DL BDA-JFK MAR 0.6>0.4[0.9]
**DL BGR-LGA MAR 0>1.0[3] APR 0>1.0[3] MAY 0>1.0[2.0] JUN 0>2[0] JUL 0>2[0] AUG 0>2[0] SEP 0>2[0]
DL BOS-PIT JAN 0.7>0.3[0.7] FEB 0.8>0.4[4]
Short lived gamble?
**DL CUN-CVG FEB 0.7>0[0.2] MAR 1.0>0[0.2] APR 1.0>0[0.1] MAY 1.0>0[0.1] JUN 1.0>0[0] JUL 1.0>0[0] AUG 1.0>0[0] SEP 1.0>0[0]
DL DTW-ICN JAN 0.9>1.2[0.8] FEB 0.9>1.1[1.1] MAR 1.0>1.3[0.9]
DL DTW-JAX FEB 0.7>1.0[2]
**DL DTW-PVG JAN 0.3>0[0.9] FEB 0.3>0[1.0] MAR 0.4>0.2[0.9]
DL DTW-YUL FEB 1.0>2.0[4]
DL FAT-SLC FEB 3>4[3]
DL JAX-RDU FEB 0>0.4[1.0]
DL JFK-MBJ MAR 2.0>1.0[1.1]
DL JFK-MSY FEB 1.0>1.7[3]
DL JFK-NAS FEB 1.0>0.7[2]
I thought they flew these last year? I guess not.
*DL JNU-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]
*DL KTN-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]
DL LAX-MSY FEB 1.0>1.7[3]
DL LAX-PVR MAR 3>2.0[0.9]
DL LAX-SJD MAR 4>3[1.6]
DL LAX-TUS MAR 2>1.5[3]
DL MCO-RDU FEB 1.7>2[3]
DL MSP-SAT FEB 1.0>2[2.0]
**DL PSP-SEA APR 0>2[1.7] MAY 0>2[0.1] JUN 0>2[0] JUL 0>2[0] AUG 0>2[0] SEP 0>2[0]
DL PVR-SLC MAR 1.0>1.9[0.7]
DL RDU-TPA FEB 1.7>2[3]
*DL SEA-SIT JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]
**DL SEA-TUS APR 0>1.0[1.7] MAY 0>1.0[0.1] JUN 0>1.0[0] JUL 0>1.0[0] AUG 0>1.0[0] SEP 0>1.0[0]

**EI BDL-DUB APR 0.6>0[0.5] MAY 0.6>0[0.5] JUN 0.6>0[1.0] JUL 0.5>0[1.0] AUG 0.6>0[1.0] SEP 0.6>0[1.0]
EI DUB-IAD APR 1.0>0.6[0.9] MAY 1.0>0.7[1.0]
EI DUB-LAX JUN 1.0>0.6[1.0] JUL 1.0>0.6[1.0] AUG 1.0>0.6[1.0] SEP 1.0>0.6[1.0]
EI DUB-ORD APR 1.6>1.0[1.8] MAY 1.6>1.1[1.9]
**EI DUB-PHL APR 1.0>0[0.9] MAY 1.0>0[0.4] JUN 1.0>0[1.0] JUL 1.0>0[1.0] AUG 1.0>0[1.0] SEP 1.0>0[1.0]
EI DUB-SEA APR 1.0>0[0.5] MAY 1.0>0.1[0.5] JUN 0.8>0.6[1.0] JUL 0.9>0.6[1.0] AUG 0.9>0.6[1.0] SEP 0.8>0.6[1.0]
EI JFK-SNN APR 1.0>0[1.0] MAY 1.0>0.6[1.0]

EK DXB-IAH JUL 1.0>0.6[0] AUG 1.0>0.5[1.0] SEP 1.0>0.6[1.0]
EK DXB-JFK APR 1.0>2[2] MAY 1.0>2[1.9] JUN 1.0>2[0]
EK DXB-LAX APR 0.7>1.0[1.0] MAY 0.7>1.0[1.0] JUN 0.7>1.0[0]
EK DXB-SEA FEB 0>0.6[1.1] MAR 0.1>0.6[0.9] APR 1.0>0.5[1.0] MAY 1.0>0.6[1.0] JUN 1.0>0.6[0] JUL 1.0>0.5[0] AUG 1.0>0.6[1.0] SEP 1.0>0.6[1.0]
EK DXB-SFO APR 1.0>0.6[1.0] MAY 1.0>0.6[0] JUN 1.0>0.6[0] JUL 1.0>0.6[0] AUG 1.0>0.6[1.0] SEP 1.0>0.6[1.0]

F9 DEN-SNA JAN 1.2>0.7[0.9]
F9 PHX-SFO JAN 0.3>0[0.1]

FI BOS-KEF FEB 0.6>0.4[1.1]
FI DEN-KEF FEB 0.2>0[0.5]
FI EWR-KEF FEB 0.5>0[0.9] MAR 1.0>0.7[0.9]
FI IAD-KEF FEB 0.5>0[0.9] MAR 1.0>0.8[0.9]
FI JFK-KEF FEB 0.5>0[1.1] MAR 1.0>0.8[0.9]
FI KEF-MCO FEB 0.5>0[0.8] MAR 0.9>0.7[0.7]
FI KEF-ORD FEB 0.5>0[1.0] MAR 1.0>0.8[0.8]
FI KEF-SEA FEB 0.5>0[1.0] MAR 1.0>0.7[0.9]

G4 ABE-MYR JUN 0>0.3[0] JUL 0>0.6[0.5] AUG 0>0.3[0.6]
G4 ABE-PGD JUL 0>0.5[0.3] AUG 0>0.3[0.5]
G4 ABE-PIE JUN 0>0.5[0] JUL 0>0.9[0.4] AUG 0>0.4[0.7]
G4 ABE-SFB JUN 0>1.1[0] JUL 0>1.6[0.4] AUG 0>0.8[1.5]
G4 ABE-SRQ JUL 0>0.2[0]
G4 ABQ-AUS JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 ABQ-LAS JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 ALB-MYR JUN 0>0.2[0] JUL 0>0.4[0.3] AUG 0>0.2[0.4]
G4 ALB-PGD JUL 0>0.3[0.2]
G4 ALB-SFB JUL 0>0.2[0.3]
G4 ATW-AZA JUL 0>0.2[0.3]
G4 ATW-PGD JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 ATW-PIE JUL 0>0.2[0.3]
G4 ATW-SFB JUL 0>0.2[0.3]
G4 AVL-BOS JUN 0>0.3[0] JUL 0>0.3[0]
G4 AVL-DEN JUL 0>0.2[0.3]
G4 AVL-EWR JUN 0>0.4[0] JUL 0>0.5[0.3] AUG 0>0.3[0.5]
G4 AVL-FLL JUN 0>1.5[0] JUL 0>1.6[0.7] AUG 0>0.7[1.6]
G4 AVL-LAS JUN 0>0.3[0] JUL 0>0.3[0]
G4 AVL-PGD JUN 0>0.2[0] AUG 0>0.2[0.5]
G4 AVL-PIE JUN 0>1.1[0] JUL 0>1.3[0.7] AUG 0>0.5[1.4]
G4 AVL-SFB MAY 0.8>1.0[1.8] JUN 0>1.0[0] JUL 0>1.5[0.8] AUG 0>0.5[1.6]
G4 AZA-BIL JUN 0>0.2[0] JUL 0>0.4[0.3]
G4 AZA-BIS JUN 0>0.3[0] JUL 0>0.4[0.3]
G4 AZA-BOI JUN 0>0.3[0] JUL 0>0.3[0]
G4 AZA-DSM JUN 0>0.3[0] JUL 0>0.3[0.4]
G4 AZA-EUG JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 AZA-FSD JUN 0>0.2[0] JUL 0>0.5[0.4] AUG 0>0.2[0.5]
G4 AZA-GRR JUN 0>0.3[0] JUL 0>0.5[0.4] AUG 0>0.2[0.4]
G4 AZA-HOU JUN 0>0.2[0]
G4 AZA-ICT JUL 0>0.2[0.3]
G4 AZA-IDA JUN 0>0.5[0] JUL 0>0.5[0.4] AUG 0>0.3[0.5]
G4 AZA-LAS JUL 0>0.2[0.4]
G4 AZA-MFR JUL 0>0.2[0.3]
G4 AZA-MLI JUL 0>0.2[0.3]
G4 AZA-OMA JUN 0>0.2[0]
G4 AZA-PIA JUN 0>0.3[0] AUG 0>0.2[0.4]
G4 AZA-PSC JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 AZA-PVU JUN 0>1.2[0] JUL 0>1.4[0.8] AUG 0>0.8[1.8]
G4 AZA-RAP JUN 0>0.4[0] JUL 0>0.5[0.4] AUG 0>0.2[0.4]
G4 AZA-SCK JUN 0>0.3[0] JUL 0>0.4[0.3]
G4 AZA-SGF JUN 0>0.3[0] JUL 0>0.3[0.4]
G4 AZA-SMX JUL 0>0.3[0]
G4 AZA-STC JUN 0>0.2[0] JUL 0>0.3[0.2]
G4 AZA-TVC JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 BGR-PIE JUN 0>0.3[0] JUL 0>0.5[0.3] AUG 0>0.2[0.5]
G4 BGR-SFB JUL 0>0.3[0.4]
G4 BIL-SAN JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 BIS-LAS JUN 0>0.2[0] JUL 0>0.4[0.3]
G4 BLI-LAS JUN 0>1.3[0] JUL 0>1.3[0.6] AUG 0>0.6[1.6]
G4 BLI-LAX JUN 0>0.3[0] JUL 0>0.5[0.3] AUG 0>0.2[0.5]
G4 BLI-OAK JUN 0>0.5[0] JUL 0>0.5[0.4]
G4 BLV-FLL JUN 0>0.2[0]
G4 BLV-JAX JUL 0>0.2[0.3]
G4 BLV-MYR JUL 0>0.2[0.3]
G4 BLV-PGD JUN 0>0.3[0] JUL 0>0.5[0.6]
G4 BLV-PIE JUN 0>0.4[0] JUL 0>0.6[0.7] AUG 0>0.2[0.5]
G4 BLV-SFB JUL 0>0.2[0.4]
G4 BLV-VPS JUN 0>0.8[0] JUL 0>1.4[0.7] AUG 0>0.5[1.4]
G4 BNA-BZN JUN 0>0.5[0] JUL 0>0.5[0.3] AUG 0>0.2[0.3]
G4 BNA-CID JUN 0>0.4[0] JUL 0>0.4[0.3]
G4 BNA-PIT JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 BNA-RIC JUN 0>0.3[0] JUL 0>0.4[0.3]
G4 BNA-SRQ JUN 0>0.3[0]
G4 BOI-LAS JUN 0>0.4[0] JUL 0>0.4[0.3]
G4 BOI-LAX JUN 0>0.4[0] JUL 0>0.4[0.3]
G4 BOI-SNA JUN 0>0.3[0] JUL 0>0.3[0]
G4 BOS-GRR JUN 0>0.3[0] JUL 0>0.3[0]
G4 BOS-SRQ JUN 0>0.2[0] JUL 0>0.3[0]
G4 BOS-TYS JUN 0>0.3[0] JUL 0>0.3[0]
G4 BOS-VPS JUN 0>0.3[0] JUL 0>0.3[0]
G4 BWI-SAV JUN 0>0.2[0] AUG 0>0.2[0.4]
G4 BZN-LAX JUN 0>0.3[0] JUL 0>0.3[0]
G4 CHS-CVG JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 CHS-IND JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 CHS-PIT JUN 0>0.4[0] JUL 0>0.4[0.3]
G4 CID-PGD JUN 0>0.3[0]
G4 CID-PIE JUL 0>0.2[0.3]
G4 CID-SFB JUN 0>0.4[0] JUL 0>0.4[0.3]
G4 CKB-MYR JUN 0>0.3[0] JUL 0>0.4[0.3]
G4 CKB-SFB JUL 0>0.2[0.3]
G4 CLE-SAV JUN 0>0.8[0] JUL 0>0.8[0.3] AUG 0>0.3[0.7]
G4 CLE-SRQ JUN 0>0.2[0]
G4 CVG-EWR JUN 0>0.4[0] JUL 0>0.5[0] AUG 0>0.2[0.4]
G4 CVG-FLL JUN 0>1.3[0] JUL 0>1.4[0.8] AUG 0>0.6[1.2]
G4 CVG-JAX JUL 0>0.2[0.3]
G4 CVG-LAS JUN 0>0.6[0] JUL 0>0.6[0.5] AUG 0>0.3[0.5]
G4 CVG-MSY JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 CVG-MYR JUN 0>0.6[0] JUL 0>0.6[0.4] AUG 0>0.3[0.4]
G4 CVG-ORF JUN 0>0.2[0]
G4 CVG-PBI JUN 0>0.2[0]
G4 CVG-PGD JUN 0>0.8[0] JUL 0>1.0[0.7] AUG 0>0.3[1.0]
G4 CVG-PIE MAY 1.2>1.4[1.7] JUN 0>1.0[0] JUL 0>1.4[0.7] AUG 0>0.4[1.2]
G4 CVG-SAV JUN 0>0.8[0] JUL 0>0.7[0.4] AUG 0>0.2[0.6]
G4 CVG-SFB JUN 0>1.3[0] JUL 0>1.2[0.8] AUG 0>0.3[1.3]
G4 CVG-SRQ JUN 0>0.9[0] JUL 0>0.7[0.6] AUG 0>0.3[0.5]
G4 CVG-VPS JUN 0>1.5[0] JUL 0>1.2[0.8] AUG 0>0.8[1.6]
G4 DAY-VPS JUL 0>0.2[0.3]
G4 DEN-PVU JUN 0>0.2[0]
G4 DSM-LAS JUN 0>0.5[0] AUG 0>0.3[0.6]
G4 DSM-LAX JUN 0>0.3[0] JUL 0>0.3[0]
G4 DSM-PGD JUN 0>0.2[0] JUL 0>0.3[0.4]
G4 DSM-PIE JUN 0>0.3[0] JUL 0>0.4[0.7] AUG 0>0.2[0.5]
G4 DSM-SFB JUL 0>0.3[0.7]
G4 ELM-SFB JUN 0>0.3[0] JUL 0>0.3[0.4]
G4 ELP-LAS JUL 0>0.4[0.3]
G4 ELP-SFB JUL 0>0.2[0.3]
G4 EUG-LAX JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 EUG-OAK JUN 0>0.2[0]
G4 EWR-GRR JUN 0>0.3[0] JUL 0>0.3[0]
G4 EWR-SAV JUN 0>0.3[0] JUL 0>0.3[0]
G4 EWR-TYS JUN 0>0.4[0] JUL 0>0.5[0.4]
G4 EWR-VPS JUN 0>0.3[0] JUL 0>0.4[0.3]
G4 FAR-LAX JUN 0>0.3[0] JUL 0>0.3[0.1]
G4 FAT-LAS JUN 0>1.2[0] JUL 0>1.3[0.8] AUG 0>0.7[1.6]
G4 FCA-LAS JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 FCA-LAX JUL 0>0.3[0]
G4 FLL-GSP JUN 0>0.2[0]
G4 FLL-MEM JUN 0>0.6[0] JUL 0>0.5[0.4] AUG 0>0.3[0.5]
G4 FLL-ORF JUL 0>0.2[0.3]
G4 FLL-PBG JUN 0>0.3[0] JUL 0>0.5[0.3] AUG 0>0.2[0.4]
G4 FLL-SDF JUN 0>0.5[0] AUG 0>0.2[0.4]
G4 FLL-SYR JUN 0>0.3[0] JUL 0>0.4[0.3] AUG 0>0.2[0.3]
G4 FLL-TYS JUN 0>0.7[0] JUL 0>0.6[0.7]
G4 FLL-USA JUN 0>1.0[0] JUL 0>1.2[0.7] AUG 0>0.4[1.2]
G4 FNT-LAS JUN 0>0.3[0] JUL 0>0.3[0]
G4 FNT-PGD JUL 0>0.4[0.3] AUG 0>0.2[0.4]
G4 FNT-PIE JUN 0>0.4[0] JUL 0>0.5[0.4] AUG 0>0.2[0.5]
G4 FNT-SFB JUL 0>0.2[0.4] AUG 0>0.2[0.4]
G4 FSD-LAS JUN 0>0.4[0] JUL 0>0.3[0.5] AUG 0>0.2[0.5]
G4 FSD-LAX JUN 0>0.2[0]
G4 FSD-PIE JUL 0>0.2[0.3]
G4 FSD-SFB JUL 0>0.2[0.4]
G4 FWA-MYR JUN 0>0.3[0] JUL 0>0.3[0.4]
G4 FWA-PGD JUN 0>0.2[0] JUL 0>0.3[0.4]
G4 FWA-SFB JUL 0>0.2[0.4]
G4 GEG-LAS JUN 0>0.2[0] JUL 0>0.3[0]
G4 GEG-SNA JUN 0>0.2[0] JUL 0>0.3[0]
G4 GJT-LAS JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 GJT-SNA JUN 0>0.3[0] JUL 0>0.2[0]
G4 GPT-SFB JUL 0>0.2[0]
G4 GRI-LAS JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 GRR-LAS JUN 0>0.5[0] AUG 0>0.2[0.6]
G4 GRR-PGD JUL 0>0.2[0.3]
G4 GRR-PIE JUN 0>0.6[0] AUG 0>0.3[0.9]
G4 GRR-SAV JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 GRR-SFB JUN 0>0.7[0] JUL 0>1.1[0.7] AUG 0>0.3[1.2]
G4 GSO-PIE JUL 0>0.2[0.3]
G4 GSO-SFB JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 GSP-PIE JUL 0>0.2[0.3]
G4 GSP-SFB JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 HGR-SFB JUN 0>0.3[0] JUL 0>0.4[0.3]
G4 HOU-PGD JUN 0>0.2[0] JUL 0>0.2[0]
G4 HTS-PGD JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 HTS-PIE JUN 0>0.8[0] JUL 0>0.9[0.7] AUG 0>0.3[0.7]
G4 HTS-SFB JUN 0>0.4[0] JUL 0>0.5[0.4] AUG 0>0.3[0.5]
G4 HTS-VPS JUN 0>0.2[0] JUL 0>0.3[0.4]
G4 IAG-PGD JUN 0>0.3[0] AUG 0>0.3[0.4]
G4 IAG-SFB JUN 0>0.2[0] JUL 0>0.4[0.3]
G4 ICT-LAX JUN 0>0.2[0]
G4 IDA-LAX JUN 0>0.3[0] JUL 0>0.3[0]
G4 IND-MYR JUL 0>0.2[0.3]
G4 IND-PBI JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 IND-PGD JUN 0>0.6[0] JUL 0>0.5[0.4] AUG 0>0.2[0.4]
G4 IND-PIE JUN 0>0.9[0] JUL 0>0.8[0.7] AUG 0>0.4[0.8]
G4 IND-SAV JUN 0>0.2[0]
G4 IND-SFB JUN 0>0.3[0] JUL 0>0.6[0.7] AUG 0>0.2[0.5]
G4 IND-SRQ JUN 0>0.5[0] JUL 0>0.5[0.4]
G4 JAX-ORF JUL 0>0.2[0.3]
G4 LAS-LAX JUN 0>0.4[0] JUL 0>0.4[0]
G4 LAS-LRD JUL 0>0.2[0.3]
G4 LAS-MEM JUN 0>0.4[0] JUL 0>0.6[0.7] AUG 0>0.2[0.9]
G4 LAS-MFE JUN 0>0.8[0] JUL 0>1.0[0.7] AUG 0>0.5[1.2]
G4 LAS-MFR JUN 0>0.8[0] JUL 0>0.6[0.4] AUG 0>0.4[0.5]
G4 LAS-MOT JUN 0>0.3[0] AUG 0>0.2[0.4]
G4 LAS-MRY JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 LAS-MSO JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 LAS-OAK JUN 0>0.4[0] JUL 0>0.5[0.7] AUG 0>0.2[0.9]
G4 LAS-RAP JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 LAS-RNO JUN 0>0.6[0] AUG 0>0.4[1.4]
G4 LAS-SAN JUN 0>0.5[0] AUG 0>0.2[0.5]
G4 LAS-SCK JUN 0>1.2[0] JUL 0>1.4[0.8] AUG 0>0.6[1.6]
G4 LAS-SDF JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 LAS-SMX JUN 0>0.5[0] JUL 0>0.6[0.3] AUG 0>0.3[0.5]
G4 LAS-SNA JUN 0>0.2[0] JUL 0>0.2[0]
G4 LAX-MEM JUN 0>0.8[0] JUL 0>0.8[0.3] AUG 0>0.4[0.3]
G4 LAX-MFR JUN 0>0.4[0] AUG 0>0.2[0.4]
G4 LAX-OKC JUN 0>0.3[0] JUL 0>0.2[0]
G4 LAX-SGF JUN 0>0.4[0] JUL 0>0.4[0.3] AUG 0>0.2[0.3]
G4 LAX-XNA JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 LCK-MYR JUN 0>0.5[0] JUL 0>0.9[0.7] AUG 0>0.4[0.8]
G4 LCK-PGD AUG 0>0.2[0.4]
G4 LCK-PIE JUN 0>0.3[0] JUL 0>0.5[0.4]
G4 LCK-SAV JUN 0>0.4[0] JUL 0>0.5[0.4] AUG 0>0.2[0.4]
G4 LCK-SFB JUL 0>0.4[0.5] AUG 0>0.2[0.4]
G4 LCK-SRQ JUL 0>0.2[0.3]
G4 LCK-VPS JUN 0>0.2[0] JUL 0>0.3[0.4]
G4 LEX-PGD JUN 0>0.2[0] JUL 0>0.2[0.4]
G4 LEX-PIE JUN 0>0.6[0] JUL 0>0.5[0.6] AUG 0>0.3[0.5]
G4 LEX-SFB JUN 0>0.4[0] JUL 0>0.4[0.7] AUG 0>0.2[0.5]
G4 LEX-VPS JUL 0>0.3[0.4]
G4 LIT-VPS JUN 0>0.2[0] JUL 0>0.2[0.4]
G4 MCI-PGD JUL 0>0.2[0.3]
G4 MCI-PIE JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 MCI-VPS JUN 0>0.2[0] AUG 0>0.2[0.3]
G4 MDT-MYR AUG 0>0.2[0.3]
G4 MDT-PGD JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 MDT-PIE JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 MDT-SFB JUN 0>0.4[0] JUL 0>0.6[0.7] AUG 0>0.3[0.7]
G4 MDW-PGD JUN 0>0.2[0] JUL 0>0.2[0]
G4 MDW-SAV JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 MDW-VPS JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 MEM-PIE JUN 0>0.3[0] JUL 0>0.4[0.3]
G4 MEM-SFB JUL 0>0.2[0.3]
G4 MEM-VPS JUL 0>0.2[0.3]
G4 MFR-SNA JUN 0>0.4[0] JUL 0>0.3[0] AUG 0>0.2[0]
G4 MLI-PIE JUN 0>0.2[0]
G4 MSO-OAK JUL 0>0.2[0.3]
G4 MSO-SNA JUN 0>0.2[0] JUL 0>0.2[0]
G4 MYR-PIT JUN 0>0.3[0] JUL 0>0.5[0.4] AUG 0>0.2[0.6]
G4 MYR-SWF JUN 0>0.5[0] JUL 0>0.8[0.3] AUG 0>0.4[0.7]
G4 MYR-SYR JUL 0>0.2[0.3]
G4 OMA-PIE JUL 0>0.2[0.3]
G4 OMA-SFB JUL 0>0.2[0.3]
G4 OMA-VPS JUL 0>0.2[0.3]
G4 ORF-SFB JUN 0>0.3[0] AUG 0>0.2[0.4]
G4 OWB-SFB JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 PBG-SFB JUN 0>0.2[0] JUL 0>0.4[0.3]
G4 PBI-PIT JUN 0>0.3[0]
G4 PGD-PIA JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 PGD-PVD JUN 0>0.2[0] AUG 0>0.2[0.4]
G4 PGD-RFD JUN 0>0.2[0] JUL 0>0.3[0.4] AUG 0>0.2[0.4]
G4 PGD-SBN JUN 0>0.4[0] JUL 0>0.2[0.3]
G4 PGD-SDF JUN 0>0.4[0] JUL 0>0.2[0.3]
G4 PGD-SPI JUN 0>0.3[0]
G4 PGD-TOL JUN 0>0.3[0]
G4 PGD-TYS JUN 0>0.3[0] JUL 0>0.2[0.4]
G4 PGD-USA JUL 0>0.2[0.3]
G4 PIA-PIE JUN 0>0.4[0] JUL 0>0.5[0.4] AUG 0>0.2[0.4]
G4 PIE-PIT JUN 0>0.5[0] AUG 0>0.2[0.5]
G4 PIE-SDF JUN 0>0.3[0] JUL 0>0.4[0.3]
G4 PIE-SGF JUN 0>0.6[0] JUL 0>0.8[0.7] AUG 0>0.3[0.5]
G4 PIE-SWF JUL 0>0.2[0.3]
G4 PIE-SYR JUN 0>0.3[0] JUL 0>0.5[0.4] AUG 0>0.3[0.5]
G4 PIE-TRI JUN 0>0.3[0] JUL 0>0.2[0.3]
G4 PIE-TUL JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 PIE-TVC JUL 0>0.2[0.3]
G4 PIE-TYS JUN 0>0.6[0] JUL 0>1.0[0.7] AUG 0>0.3[0.8]
G4 PIE-USA JUN 0>1.1[0] JUL 0>1.0[0.7] AUG 0>0.5[0.9]
G4 PIT-SAV JUN 0>0.5[0] JUL 0>0.5[0.3] AUG 0>0.2[0.5]
G4 PIT-SRQ JUN 0>0.4[0] JUL 0>0.2[0.4] AUG 0>0.2[0.5]
G4 PIT-VPS JUN 0>0.3[0]
G4 PVU-SNA JUN 0>0.3[0] JUL 0>0.3[0]
G4 PVU-TUS JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 RIC-SFB JUL 0>0.2[0.3]
G4 RIC-SRQ JUN 0>0.2[0] JUL 0>0.2[0.3]
G4 RNO-SNA JUN 0>0.2[0] JUL 0>0.3[0]
G4 ROA-SFB JUN 0>0.2[0] JUL 0>0.2[0.4]
G4 ROC-SFB JUL 0>0.3[0.2]
G4 SAV-SDF JUN 0>0.2[0]
G4 SBN-SFB JUN 0>0.4[0] AUG 0>0.2[0.4]
G4 SDF-SFB JUL 0>0.3[0.4]
G4 SDF-VPS JUN 0>0.6[0] JUL 0>0.6[0.4] AUG 0>0.2[0.5]
G4 SFB-SGF JUN 0>0.3[0] AUG 0>0.2[0.5]
G4 SFB-SHV JUL 0>0.2[0.3]
G4 SFB-SYR JUL 0>0.2[0.3]
G4 SFB-TUL JUL 0>0.3[0.4]
G4 SFB-TYS JUN 0>1.2[0] JUL 0>1.4[0.7] AUG 0>0.4[1.1]
G4 SFB-USA JUN 0>0.3[0] JUL 0>0.3[0.7] AUG 0>0.2[0.7]
G4 SFB-XNA JUL 0>0.2[0.4]
G4 SGF-VPS JUN 0>0.3[0] AUG 0>0.2[0.4]
G4 SHV-VPS JUL 0>0.2[0.3]
G4 SRQ-TYS JUL 0>0.2[0.3]
G4 TUL-VPS JUN 0>0.3[0] AUG 0>0.2[0.3]
G4 USA-VPS JUL 0>0.2[0.3]
G4 VPS-XNA JUN 0>0.3[0] JUL 0>0.5[0.4] AUG 0>0.3[0.5]

HA HNL-LAX FEB 2.0>1.0[3]
HA HNL-LIH JAN 6>5[6] FEB 7>6[19]
HA LAX-LIH FEB 0.7>0[1.1] MAR 0.9>0.6[0.9]
HA LIH-OAK FEB 0.4>0[1.1] MAR 0.8>0.6[0.9]

J5 JNU-PEC JAN 0.5>0[0.5] FEB 0.6>0[0.9]
J5 JNU-SIT MAR 1.6>0.9[1.9]

K2 BET-PQS APR 0.4>0[0] JUN 0.4>0[0.2] JUL 0.4>0[0.2] AUG 0.4>0[0.2] SEP 0.4>0[0.2]
K2 BET-RSH APR 0.4>0[0] JUN 0.4>0[0] JUL 0.4>0[0] AUG 0.4>0[0] SEP 0.4>0[0]
K2 MLL-PQS APR 0.4>0[0] JUN 0.4>0[0.2] JUL 0.4>0[0.2] AUG 0.4>0[0.2] SEP 0.4>0[0.2]
K2 MLL-RSH APR 0.4>0[0] JUN 0.4>0[0] JUL 0.4>0[0] AUG 0.4>0[0] SEP 0.4>0[0]

KL AMS-ATL JAN 1.5>1.2[1.2]
KL AMS-BOS JAN 0.4>0.2[0.4]

LA LIM-MCO FEB 0.4>0.2[1.1]

MF FOC-LAX JAN 0>0.7[0]
MF LAX-XMN JAN 0.3>0.6[0.3]

NK FLL-MGA JAN 1.0>0.7[0.9]
NK FLL-SAP JAN 1.0>0.7[0.9]

SA ACC-IAD FEB 1.0>0[1.1]
SA JFK-JNB FEB 1.0>0[1.0]

SK ARN-EWR FEB 1.0>0[1.1]
SK ARN-ORD FEB 1.0>0[1.0]
SK CPH-LAX FEB 1.0>0[0.6]
SK CPH-SCR JAN 0.3>0[0.3]
SK EWR-OSL FEB 1.0>0[1.1]

TS FLL-YUL FEB 0.6>0.1[1.1]
TS FLL-YYZ FEB 0.5>0.1[0.8]
TS MCO-YYZ FEB 0.3>0[0.4]

UA ASE-LAX JAN 1.9>1.5[3]
UA ASE-ORD JAN 3>2[3]
UA BQN-EWR FEB 1.0>0[1.1]
UA IAH-POS FEB 0.6>0[1.1]
UA IAH-SAP JAN 0.9>0.6[2]
UA LIH-SFO JAN 1.1>0.8[1.4]

VB DFW-MTY FEB 0.3>0.6[0] MAR 0.3>0.7[0]
VB GDL-IAH FEB 0.3>0[0.1] MAR 0.3>0[0]
VB GDL-ORD FEB 0>0.3[0.4] MAR 0>0.3[0]
VB IAH-MEX FEB 0.3>0.6[0] MAR 0.3>0.7[0]
VB IAH-MTY FEB 1.0>1.7[1.0] MAR 1.0>1.7[0.9]
VB JFK-MEX FEB 1.0>0.6[1.1] MAR 1.0>0.5[0.9]
VB LAS-MEX FEB 1.0>0.4[1.1] MAR 1.0>0.5[0.9]
VB MTY-SAT FEB 0.3>0.7[0] MAR 0.3>0.9[0]

VH MDE-MIA APR 1.0>1.4[1.0] MAY 1.0>1.4[1.1] JUN 1.0>1.4[1.0] JUL 0>1.5[1.0] AUG 0>1.4[0] SEP 0>1.4[0.4]

WS ATL-YYC FEB 0.9>0[1.1]
WS AZA-YYC FEB 0.2>0[0.3]
WS DEN-YYC MAR 0.3>0[0.4]
WS JFK-YYC MAR 0.7>0.1[0.8]
WS LGA-YYZ FEB 6>0[7] MAR 7>5[6]
WS LIH-YVR FEB 0.8>0[1.1] MAR 0.9>0[0.9] APR 0.8>0[1.0]
WS OGG-YVR JAN 0.3>0.1[1.5]
WS PSP-YYC JAN 0.8>0.6[2]
WS SAN-YYC FEB 0.7>0[0.9]
WS SNA-YVR FEB 0.8>0[1.1]

Y4 GDL-IAH FEB 1.0>1.3[0.7]
Y4 GDL-LAX FEB 4>5[4]
Y4 IAH-MEX FEB 1.0>1.3[0]

Chuska · Tue Dec 29, 2020 2:25 pm

I thought they flew these last year? I guess not.
*DL JNU-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]
*DL KTN-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]

DL did fly them in 2019. This is now comparing 2021 over 2020. Oops. Gotcha!
Happy New Year and thanks again for all you do with this.

AVLAirlineFreq · Tue Dec 29, 2020 2:27 pm

Thanks for doing these every week, enilria, and happy new year!

Chuska · Tue Dec 29, 2020 2:37 pm

G4 GJT-SNA JUN 0>0.3[0] JUL 0>0.2[0]
G4 PVU-SNA JUN 0>0.3[0] JUL 0>0.3[0]

Looks like most of the G4 changes are a schedule extension and now that we're comparing 2021 over 2020 its going to be difficult to tell what's really new. These are a couple of rather impressive new ones. SNA becomes a new focus city with new flights to BOI, GEG, LAS, MFR, and MSO as well.

kavok · Tue Dec 29, 2020 2:51 pm

Thanks as always for the update!

DL DTW-ICN JAN 0.9>1.2[0.8] FEB 0.9>1.1[1.1] MAR 1.0>1.3[0.9]
**DL DTW-PVG JAN 0.3>0[0.9] FEB 0.3>0[1.0] MAR 0.4>0.2[0.9]

Delta appears to again be adding the ICN stopover on the DTW-PVG flight for the winter. They did this last week with SEA-PVG, for the winter, and I was surprised to not see DTW have the same change made then. A week later, it shows up for DTW-PVG as well.

enilria · Tue Dec 29, 2020 3:02 pm

Chuska wrote:
I thought they flew these last year? I guess not.
*DL JNU-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]
*DL KTN-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]

DL did fly them in 2019. This is now comparing 2021 over 2020. Oops. Gotcha!
Happy New Year and thanks again for all you do with this.

I do know how it works.

I thought CARES required continuance of all stations in the USA. I guess they got an exception.

enilria · Tue Dec 29, 2020 3:02 pm

AVLAirlineFreq wrote:
Thanks for doing these every week, enilria, and happy new year!

Thanks!

Same to you.

enilria · Tue Dec 29, 2020 3:04 pm

kavok wrote:
Thanks as always for the update!

DL DTW-ICN JAN 0.9>1.2[0.8] FEB 0.9>1.1[1.1] MAR 1.0>1.3[0.9]
**DL DTW-PVG JAN 0.3>0[0.9] FEB 0.3>0[1.0] MAR 0.4>0.2[0.9]

Delta appears to again be adding the ICN stopover on the DTW-PVG flight for the winter. They did this last week with SEA-PVG, for the winter, and I was surprised to not see DTW have the same change made then. A week later, it shows up for DTW-PVG as well.

This is a crew quarantine issue, correct?

MIflyer12 · Tue Dec 29, 2020 3:17 pm

enilria wrote:
I thought CARES required continuance of all stations in the USA. I guess they got an exception.

It will be interesting to see if under CARES 2 the DOT issues another show cause order, just rolls exemptions forward, lets dropped airports go without (IPT, as an example) or what.

WaywardMemphian · Tue Dec 29, 2020 3:17 pm

Allegiant back up to 6 days a week on MEM-LAS for the summer. Now MEM-LAX is in for 6 days a week. They are at 5 days a weeks for FLL again.

Two of those are easy takeaways(LAS and FLL) for Southwest just like PHX. MEM-AZA isn't bookable past April, the Southwest MEM-PHX is why. G4 has Sunday and Monday return fares on LAS-MEM at $303 June and July.

flyfresno · Tue Dec 29, 2020 3:33 pm

PSP getting some more summer love...will be interesting to see what the ceiling will be in July and August.

**DL PSP-SEA APR 0>2[1.7] MAY 0>2[0.1] JUN 0>2[0] JUL 0>2[0] AUG 0>2[0] SEP 0>2[0]

SRQLOT · Tue Dec 29, 2020 3:59 pm

How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

kavok · Tue Dec 29, 2020 4:13 pm

enilria wrote:
kavok wrote:
Thanks as always for the update!

DL DTW-ICN JAN 0.9>1.2[0.8] FEB 0.9>1.1[1.1] MAR 1.0>1.3[0.9]
**DL DTW-PVG JAN 0.3>0[0.9] FEB 0.3>0[1.0] MAR 0.4>0.2[0.9]

Delta appears to again be adding the ICN stopover on the DTW-PVG flight for the winter. They did this last week with SEA-PVG, for the winter, and I was surprised to not see DTW have the same change made then. A week later, it shows up for DTW-PVG as well.

This is a crew quarantine issue, correct?

I believe so. Someone else with more knowledge of the details can comment more, but I believe it basically has to do with eliminating the need for the crew to have a stay over in PVG, and the long quarantine that comes with it.

Nicknuzzii · Tue Dec 29, 2020 4:26 pm

SRQLOT wrote:
How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

The February schedule is pretty solid. What route are you looking at?

ytib · Tue Dec 29, 2020 4:30 pm

enilria wrote:
Chuska wrote:
I thought they flew these last year? I guess not.
*DL JNU-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]
*DL KTN-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]

DL did fly them in 2019. This is now comparing 2021 over 2020. Oops. Gotcha!
Happy New Year and thanks again for all you do with this.

I do know how it works. I thought CARES required continuance of all stations in the USA. I guess they got an exception.

They did fly to Juneau in 2020 but it was July and August only. The other cities may have been on a waiver.

In 2021 the cruise ship season is going longer than usual in SE Alaska with some ships into October. In the past Delta has filed for full in September but usually will pull back towards Labor Day later.

One of the larger items is how far out will Canada move the cruise ship ban for their ports. Based on the registration of the ships they have to stop at a non-US port during their voyage otherwise they cannot do the SE Alaska trips. The cruise ship industry drives tourism in SE Alaska.

ytib · Tue Dec 29, 2020 4:32 pm

Nicknuzzii wrote:
SRQLOT wrote:
How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

The February schedule is pretty solid. What route are you looking at?

When they are still drawing down January in late December, I wouldn't call February anywhere near solid.

enilria · Tue Dec 29, 2020 4:33 pm

MIflyer12 wrote:
enilria wrote:
I thought CARES required continuance of all stations in the USA. I guess they got an exception.

It will be interesting to see if under CARES 2 the DOT issues another show cause order, just rolls exemptions forward, lets dropped airports go without (IPT, as an example) or what.

My "could be wrong" understanding is that it requires airlines to fly to all destinations served as if the end of CARES1. I am aware of stations that are being readied to reopen with a few days notice. EnjSoon we will be awash in stories about tax dollars paying for empty airplanes. Which will be true.

SRQLOT wrote:
How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

A lot. There are U.S. stations that appear to only have 3-4/flights per week.

Nicknuzzii · Tue Dec 29, 2020 4:46 pm

ytib wrote:
Nicknuzzii wrote:
SRQLOT wrote:
How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

The February schedule is pretty solid. What route are you looking at?

When they are still drawing down January in late December, I wouldn't call February anywhere near solid.

January’s all set. The second pull down isn’t anywhere near the size of the first one.

tphuang · Tue Dec 29, 2020 4:50 pm

ytib wrote:
Nicknuzzii wrote:
SRQLOT wrote:
How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

The February schedule is pretty solid. What route are you looking at?

When they are still drawing down January in late December, I wouldn't call February anywhere near solid.

The January cuts were pretty minor.

they probably will make 1 last adjustment in second half of January (especially on the new routes starting February), but the big cut was this past weekend. Keep in mind that they are currently down 40% YoY for February and 48% for January. Since demand is improving, they are going to fly more in February than January. So the final adjustments will be pretty minor.

The late January cuts were mostly BOS business market + transcon flights from NYC/BOS-SEA/LAX/LAS. These are probably all reflective of the rising COVID cases + dropping demand from Northeast and west coast.

The trim across the board. Not just new routes.

If you are flying to Florida, things will most likely not change. Out of FLL/MCO, only PVD/DCA saw late January adjustments.

Eirules · Tue Dec 29, 2020 4:55 pm

EI pulling PHL isn’t a huge shock given the approval to join the AA/BA/IB/AY transatlantic joint venture. AA can pick up the slack on PHL-DUB & given how things are, it’s unlikely 2 carriers will be needed on PHL-DUB

jmscsc · Tue Dec 29, 2020 5:16 pm

EI pulling BDL is unfortunate but not surprising. I love my home airport but always thought LHR would be a better option. I'll be curious to see moving forward if that comes to pass with BA or B6.

SANFan · Tue Dec 29, 2020 5:23 pm

AS LIH-PDX FEB 0.6>0[1.1]
AS LIH-SAN FEB 0.6>0[0.7]
AS LIH-SEA JAN 1.7>1.2[1.8] FEB 1.6>0.9[2]
AS LIH-SJC FEB 0.6>0[0.7]

Interesting that even though these Kauai flights are still starting in the the second half of January, they are dropped again in February. (For example, I just checked the AS booking engine again and flights from SAN to LIH are listed for dates in the latter part of January.)

Also, I thought the Kauai problem was COVID-testing related so how come AS is still showing SEA-LIH as flying in February?

I'm confused...

bb

HNLSLCPDX · Tue Dec 29, 2020 5:32 pm

DL has taken over the SLC-GDL flight that AM once operated. It’s a JV route so it doesn’t really make a difference who’s flying it.

chonetsao · Tue Dec 29, 2020 5:39 pm

jmscsc wrote:
EI pulling BDL is unfortunate but not surprising. I love my home airport but always thought LHR would be a better option. I'll be curious to see moving forward if that comes to pass with BA or B6.

Somehow I am not confident on BA to pick up BDL. At least not before 2023-2024. They need to wait for A321XLR and they need to wait for market to recover. But I think there is a slim chance of B6 to pick up BDL-LON/DUB route, but doubt it would be LHR. And if it does, it may not happen until 2021 or even 2022 summer season as earliest. I don't think any airlines is able to be pioneer or adventurist in today's market condition. B6 is planning to adventure into BOS-STN and I think that is enough adventure for them for now.

hiflyeras · Tue Dec 29, 2020 5:52 pm

SANFan wrote:
AS LIH-PDX FEB 0.6>0[1.1]
AS LIH-SAN FEB 0.6>0[0.7]
AS LIH-SEA JAN 1.7>1.2[1.8] FEB 1.6>0.9[2]
AS LIH-SJC FEB 0.6>0[0.7]

Interesting that even though these Kauai flights are still starting in the the second half of January, they are dropped again in February. (For example, I just checked the AS booking engine again and flights from SAN to LIH are listed for dates in the latter part of January.)

Also, I thought the Kauai problem was COVID-testing related so how come AS is still showing SEA-LIH as flying in February?

I'm confused...

bb

Remaining January flights will likely be cancelled closer in if they haven't been already. The one flight from SEA is to still provide service...same as all airlines were doing earlier in the pandemic to meet requirements of the CARE Act.

hiflyeras · Tue Dec 29, 2020 5:57 pm

[photoid][/photoid]

flyfresno wrote:
PSP getting some more summer love...will be interesting to see what the ceiling will be in July and August.

**DL PSP-SEA APR 0>2[1.7] MAY 0>2[0.1] JUN 0>2[0] JUL 0>2[0] AUG 0>2[0] SEP 0>2[0]

AS has already loaded SEA-PSP 3x daily...I think there'll be a lot of empty planes on this route come summer.

jayunited · Tue Dec 29, 2020 6:01 pm

tphuang wrote:
The January cuts were pretty minor.

they probably will make 1 last adjustment in second half of January (especially on the new routes starting February), but the big cut was this past weekend. Keep in mind that they are currently down 40% YoY for February and 48% for January. Since demand is improving, they are going to fly more in February than January. So the final adjustments will be pretty minor.

The late January cuts were mostly BOS business market + transcon flights from NYC/BOS-SEA/LAX/LAS. These are probably all reflective of the rising COVID cases + dropping demand from Northeast and west coast.

The trim across the board. Not just new routes.

If you are flying to Florida, things will most likely not change. Out of FLL/MCO, only PVD/DCA saw late January adjustments.

COVID cases are on the rise across the country I think some of the late cuts are reflective of the fact many people who use to live in big cities like New York, Boston, Chicago, San Francisco have left these cities and B6 has a lot more flexibility than AA, DL or UA. I know a few months ago I mocked B6 for adding flight out of EWR only to trim the frequency a few weeks or months later. But the more I look into this the clearer it becomes that a lot of the business travelers, white collar workers, perhaps upper middle class, people who now have the ability to work remotely have abandon a lot of these large cities in the North for cities big and small in the South, and Southwest. I think the slight adjustments we are seeing B6 make are really smart moves because they seem to be following their customer base to these southern cities even if the service isn't daily.

I was talking with a few people here at UA they are not panicking but they are starting to trying to figure out if this shift permanent or if it temporary? Are people selling their house, apartment or condo in these Northern cites and actually buying property in the South and Southwest with no intention of returning? Or are they just renting with the intention of moving back to New York, Chicago, Boston, San Francisco, and other northern cities in 2022 or 2023? From what I'm hearing the jury is still out it is far to early to and not enough data to make a decision either way. Although a legacy carrier like UA has some flexibility we can't do what you are seeing B6 do without jeopardizing the hubs especially if this is only an anomaly and people do eventually move back north. If this isn't an anomaly that is where things get really interesting for an airline like UA (AA and DL already are established in the southeast), because from IAD southwestward to IAH we have nothing but small line stations.

Seat1D · Tue Dec 29, 2020 6:06 pm

tphuang wrote:
ytib wrote:
Nicknuzzii wrote:

The February schedule is pretty solid. What route are you looking at?

When they are still drawing down January in late December, I wouldn't call February anywhere near solid.

The January cuts were pretty minor.

they probably will make 1 last adjustment in second half of January (especially on the new routes starting February), but the big cut was this past weekend. Keep in mind that they are currently down 40% YoY for February and 48% for January. Since demand is improving, they are going to fly more in February than January. So the final adjustments will be pretty minor.

The late January cuts were mostly BOS business market + transcon flights from NYC/BOS-SEA/LAX/LAS. These are probably all reflective of the rising COVID cases + dropping demand from Northeast and west coast.

The trim across the board. Not just new routes.

If you are flying to Florida, things will most likely not change. Out of FLL/MCO, only PVD/DCA saw late January adjustments.

the new B6 routes out of LAX, there is no data to compare it to so no one, no one knows if the new additions would have been failures even without COVID.

Not sure what happened to SEA and SFO, but when I do a search for February, LAX to SFO, nothing even comes up. SEA is 2x weekly. Looks like CHS is down from 7 weekly to 4.
CUN is down from 14 weekly to 7. PBI looks like its down from 7 to 3 weekly. RIC looks gone for February as well. Cant find SJO non stops out of LAX for Feb. Also looks like LAX to LAS is gone for February- Werent some of these intra west coast routes initially announced as 2x daily. If im wrong, my apologies, I simply used the JB booking engine to search for flights. Its been said by plenty of experts that entering the LAX market where jjust about every ariline under the sun operates certain routes is bound for failure. How many airlines currently fly LAX to SFO-SEA-LAS etc

AVLAirlineFreq · Tue Dec 29, 2020 6:27 pm

enilria wrote:

**DL CUN-CVG FEB 0.7>0[0.2] MAR 1.0>0[0.2] APR 1.0>0[0.1] MAY 1.0>0[0.1] JUN 1.0>0[0] JUL 1.0>0[0] AUG 1.0>0[0] SEP 1.0>0[0]

I have to admit I'm surprised by this. Maybe I shouldn't be--can someone explain? I know it can be served easily via ATL, but I'm still surprised it was axed entirely.

hiflyeras · Tue Dec 29, 2020 6:39 pm

Seat1D wrote:
the new B6 routes out of LAX, there is no data to compare it to so no one, no one knows if the new additions would have been failures even without COVID.

Not sure what happened to SEA and SFO, but when I do a search for February, LAX to SFO, nothing even comes up. SEA is 2x weekly. Looks like CHS is down from 7 weekly to 4.
CUN is down from 14 weekly to 7. PBI looks like its down from 7 to 3 weekly. RIC looks gone for February as well. Cant find SJO non stops out of LAX for Feb. Also looks like LAX to LAS is gone for February- Werent some of these intra west coast routes initially announced as 2x daily. If im wrong, my apologies, I simply used the JB booking engine to search for flights. Its been said by plenty of experts that entering the LAX market where jjust about every ariline under the sun operates certain routes is bound for failure. How many airlines currently fly LAX to SFO-SEA-LAS etc

Looks like someone at B6 finally realized that much of their LAX expansion was doomed to fail? Especially the frequency...2x daily to CUN? Ridiculous. Or maybe this pipe dream was dependant on gates that didn't materialize?

a320flyer · Tue Dec 29, 2020 6:52 pm

AVLAirlineFreq wrote:
enilria wrote:

**DL CUN-CVG FEB 0.7>0[0.2] MAR 1.0>0[0.2] APR 1.0>0[0.1] MAY 1.0>0[0.1] JUN 1.0>0[0] JUL 1.0>0[0] AUG 1.0>0[0] SEP 1.0>0[0]

I have to admit I'm surprised by this. Maybe I shouldn't be--can someone explain? I know it can be served easily via ATL, but I'm still surprised it was axed entirely.

It looks like it's just returning back to winter seasonal like it used to be

Seat1D · Tue Dec 29, 2020 7:00 pm

hiflyeras wrote:
Seat1D wrote:
the new B6 routes out of LAX, there is no data to compare it to so no one, no one knows if the new additions would have been failures even without COVID.

Not sure what happened to SEA and SFO, but when I do a search for February, LAX to SFO, nothing even comes up. SEA is 2x weekly. Looks like CHS is down from 7 weekly to 4.
CUN is down from 14 weekly to 7. PBI looks like its down from 7 to 3 weekly. RIC looks gone for February as well. Cant find SJO non stops out of LAX for Feb. Also looks like LAX to LAS is gone for February- Werent some of these intra west coast routes initially announced as 2x daily. If im wrong, my apologies, I simply used the JB booking engine to search for flights. Its been said by plenty of experts that entering the LAX market where jjust about every ariline under the sun operates certain routes is bound for failure. How many airlines currently fly LAX to SFO-SEA-LAS etc

Looks like someone at B6 finally realized that much of their LAX expansion was doomed to fail? Especially the frequency...2x daily to CUN? Ridiculous. Or maybe this pipe dream was dependant on gates that didn't materialize?

I think they were a little over agressive to say the least but can you really blame them. Who knows what LAX will look like for B6 in the future. Theres not a lot they can do at LAX that isnt already done by a plethora of airlnes. I think it will evntually settle back to what it was pre'pandemic. MIA to LAX will be interesting, to see how that plays out. Good luck to them

AC4500 · Tue Dec 29, 2020 7:01 pm

a320flyer wrote:
AVLAirlineFreq wrote:
enilria wrote:

**DL CUN-CVG FEB 0.7>0[0.2] MAR 1.0>0[0.2] APR 1.0>0[0.1] MAY 1.0>0[0.1] JUN 1.0>0[0] JUL 1.0>0[0] AUG 1.0>0[0] SEP 1.0>0[0]

I have to admit I'm surprised by this. Maybe I shouldn't be--can someone explain? I know it can be served easily via ATL, but I'm still surprised it was axed entirely.

It looks like it's just returning back to winter seasonal like it used to be

But they're cutting flights as close-in as February, March and April--which is the prime time for flights to Cancun.

tphuang · Tue Dec 29, 2020 7:03 pm

jayunited wrote:
tphuang wrote:
The January cuts were pretty minor.

they probably will make 1 last adjustment in second half of January (especially on the new routes starting February), but the big cut was this past weekend. Keep in mind that they are currently down 40% YoY for February and 48% for January. Since demand is improving, they are going to fly more in February than January. So the final adjustments will be pretty minor.

The late January cuts were mostly BOS business market + transcon flights from NYC/BOS-SEA/LAX/LAS. These are probably all reflective of the rising COVID cases + dropping demand from Northeast and west coast.

The trim across the board. Not just new routes.

If you are flying to Florida, things will most likely not change. Out of FLL/MCO, only PVD/DCA saw late January adjustments.

COVID cases are on the rise across the country I think some of the late cuts are reflective of the fact many people who use to live in big cities like New York, Boston, Chicago, San Francisco have left these cities and B6 has a lot more flexibility than AA, DL or UA. I know a few months ago I mocked B6 for adding flight out of EWR only to trim the frequency a few weeks or months later. But the more I look into this the clearer it becomes that a lot of the business travelers, white collar workers, perhaps upper middle class, people who now have the ability to work remotely have abandon a lot of these large cities in the North for cities big and small in the South, and Southwest. I think the slight adjustments we are seeing B6 make are really smart moves because they seem to be following their customer base to these southern cities even if the service isn't daily.

I was talking with a few people here at UA they are not panicking but they are starting to trying to figure out if this shift permanent or if it temporary? Are people selling their house, apartment or condo in these Northern cites and actually buying property in the South and Southwest with no intention of returning? Or are they just renting with the intention of moving back to New York, Chicago, Boston, San Francisco, and other northern cities in 2022 or 2023? From what I'm hearing the jury is still out it is far to early to and not enough data to make a decision either way. Although a legacy carrier like UA has some flexibility we can't do what you are seeing B6 do without jeopardizing the hubs especially if this is only an anomaly and people do eventually move back north. If this isn't an anomaly that is where things get really interesting for an airline like UA (AA and DL already are established in the southeast), because from IAD southwestward to IAH we have nothing but small line stations.

Thanks for a very thoughtful response. I apologize in advance for some very random thoughts jumping off my head.

During this COVID time, it seems to me that NYC/Boston/DC/SF and more recently Chicago have suffered the biggest drop in demand. Geographically speaking, JetBlue was hit really hard by the drop in demand out of NYC/Boston. Although South Florida has been a bright spot during recent time. Among the big 3, it seems to me the geographical element of demand drop hit UA harder than AA/DL. So as you have posted in the united thread, UA has done a lot better at DEN/IAH than EWR/ORD/SFO.

As much as I like to cheer on JetBlue's moves, the reality is that they only made some of these moves because JFK/BOS are among the hardest hit airport and they have to fly the aircraft somewhere. While JetBlue can be more flexible than UA, it's not a ULCC that can just pack stuff up and go to another airport. So their move so far have been to EWR (where demand is higher than LGA/JFK) and to RDU (where there is large NYC transplant population) and add MIA(probably the largest NY transplant market). The shifting demand dynamics may mean they will be larger in South Florida than Boston for a while.

For UA, I think it might mean that IAH and DEN are your most important hub going forward. It might mean LAX and SFO will be closer in size. On the positive side, UA might permanently run the show in Chicago if AA downsizes there. And if there is a permanent shift in population from midwest to warmer climate, maybe DL's 2 hubs in midwest will have trouble competing against 1 larger single hub from UA in ORD. But then again, UA also seems to be facing the brunt of WN pressure at Denver, Houston and Chicago.

The current demand shift and population movement would seem to help AA more than UA/DL. Long term, will the lack of SE hub hurt UA more than it did pre-COVID as more people move to Florida? That's quite possible. It's also possible that UA will benefit from more people moving into Texas. In current environment, I don't see UA having enough resources to build up a new SE hub, so it probably will have to make best use of the hubs that it has.

For someone like me that has lived in NY/NJ area since college, the shifting population dynamics to me plays out in which airport are people choosing in this area. I don't know enough to understand what's going on in other parts of the country. I can see that people are moving out of NYC to NJ/CT/Long Island in huge numbers. Anyone can see that Manhattan offices are mostly empty. I can see satellite office opening in NJ and westchester so that people don't have to take public transit into Manhattan. Is the demand shift to EWR a permanent thing or just due to the more severe lockdown measures in NY state? I think that's something all the major airlines in NYC needs to figure out. Airlines continue to act like LGA slots are worth the weight of gold, but when is that demand coming back? I'm slowly coming around to the idea that EWR will be the preferred airport for more and more people and may eventually be preferred by more people than LGA.

Cointrin330 · Tue Dec 29, 2020 7:08 pm

SRQLOT wrote:
How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

B6 has cut deeply into the February schedule, in certain markets, and added in others. Word is the LAX and EWR expansions are contributing heavily to cash burn. EWR-ATL on B6 is sort of pointless, and calls to mind the fare wars of the 1980s and 1990s where airlines were dumping capacity in some big markets. Some will retreat here, and I suspect it won't be UA or DL since they have the hub strength on each end. The LAX expansion is unfortunately complicated by CA's surging COVID19 cases, lockdowns, and margin erosions since Jet Blue moved LGB routes and capacity up to LAX. I don't think ANY airline's new markets are anything but spitballing while the industry rides out the pandemic.

SumChristianus · Tue Dec 29, 2020 7:14 pm

tphuang wrote:
For UA, I think it might mean that IAH and DEN are your most important hub going forward. It might mean LAX and SFO will be closer in size. On the positive side, UA might permanently run the show in Chicago if AA downsizes there. And if there is a permanent shift in population from midwest to warmer climate, maybe DL's 2 hubs in midwest will have trouble competing against 1 larger single hub from UA in ORD. But then again, UA also seems to be facing the brunt of WN pressure at Denver, Houston and Chicago.

The current demand shift and population movement would seem to help AA more than UA/DL. Long term, will the lack of SE hub hurt UA more than it did pre-COVID as more people move to Florida? That's quite possible. It's also possible that UA will benefit from more people moving into Texas. In current environment, I don't see UA having enough resources to build up a new SE hub, so it probably will have to make best use of the hubs that it has.

For someone like me that has lived in NY/NJ area since college, the shifting population dynamics to me plays out in which airport are people choosing in this area. I don't know enough to understand what's going on in other parts of the country. I can see that people are moving out of NYC to NJ/CT/Long Island in huge numbers. Anyone can see that Manhattan offices are mostly empty. I can see satellite office opening in NJ and westchester so that people don't have to take public transit into Manhattan. Is the demand shift to EWR a permanent thing or just due to the more severe lockdown measures in NY state? I think that's something all the major airlines in NYC needs to figure out. Airlines continue to act like LGA slots are worth the weight of gold, but when is that demand coming back? I'm slowly coming around to the idea that EWR will be the preferred airport for more and more people and may eventually be preferred by more people than LGA.

Does that EWR shift advantage UA over DL in New York City once this all shakes out? I see JetBlue moving away from large focus cities with all this as it grows EWR/RDU/AUS/west coast at the expense of BOS/JFK. Now since DL's tied to JFK/LGA and AA's kind of nowhere in New York, only UA has a strong focus left where demand is relatively stronger for the moment.

But the lack of a SE hub for UA, much brought up on this site already does seem to rise to new importance if there's permanent shifts in demand toward that area.

What do you think about the dynamic on the West Coast/Mountain West? If its similar it could see AA/WN gaining PHX demand at the expense of LAX and Phoenix taking on much greater significance long term than it has now.. Unless DFW/Texas just grow even more.

I've been hearing anecdotally about strong migrations of people from both coasts to small inter-mountain west towns... Like Wyoming/Montana... Does that advantage UA/DL with DEN and SLC respectively, especially UA with all their new EAS contracts to towns out there?

I think there's bigger potential for a long term demand shift to these places than most people realize. Maybe that's just an opinion but there seem to be signs from what I've just anecdotally seen and come across of lots of people moving to the Great Plains/Mountain West as well in addition to what's been mentioned on here already.

Chuska · Tue Dec 29, 2020 7:19 pm

After dropping HVN, IPT, and SWF, AA will return on Jan 5. They were loaded in AA.com last Sunday but didn't make this report. Interestingly HVN and IPT service was switched from PHL to CLT last summer and now it will be back to PHL again.

tphuang · Tue Dec 29, 2020 7:19 pm

Seat1D wrote:
hiflyeras wrote:
Seat1D wrote:
the new B6 routes out of LAX, there is no data to compare it to so no one, no one knows if the new additions would have been failures even without COVID.

Not sure what happened to SEA and SFO, but when I do a search for February, LAX to SFO, nothing even comes up. SEA is 2x weekly. Looks like CHS is down from 7 weekly to 4.
CUN is down from 14 weekly to 7. PBI looks like its down from 7 to 3 weekly. RIC looks gone for February as well. Cant find SJO non stops out of LAX for Feb. Also looks like LAX to LAS is gone for February- Werent some of these intra west coast routes initially announced as 2x daily. If im wrong, my apologies, I simply used the JB booking engine to search for flights. Its been said by plenty of experts that entering the LAX market where jjust about every ariline under the sun operates certain routes is bound for failure. How many airlines currently fly LAX to SFO-SEA-LAS etc

Looks like someone at B6 finally realized that much of their LAX expansion was doomed to fail? Especially the frequency...2x daily to CUN? Ridiculous. Or maybe this pipe dream was dependant on gates that didn't materialize?

I think they were a little over agressive to say the least but can you really blame them. Who knows what LAX will look like for B6 in the future. Theres not a lot they can do at LAX that isnt already done by a plethora of airlnes. I think it will evntually settle back to what it was pre'pandemic. MIA to LAX will be interesting, to see how that plays out. Good luck to them

Well, I think it was obvious from the beginning (and I commented on this) that they are unlikely to operate at announced frequencies for a while. I don't have the exact data, but I'm guessing JetBlue has been operating about half of its pre-cut scheduled capacity out of LAX in the past couple of months. It's a little lower than rest of their network but nothing out of line. If you really want to see where they have cut capacity, you need to see how much they've cut out of Boston. With lockdown and COVID raging in California, it looks like Jan/Feb are tough months for demand out of there. So you are seeing a lot of cuts. As demand comes back in the summer, you will see less cuts.

I don't quite understand why people are getting worked up about these cuts when they said very early on that most of the growth will come in 2023. I don't think you will see them operating anything close to competitive west coast schedule until they have enough A220 on property to have a base in LAX. They have close to 30 mint flight scheduled out of LAX pre-schedule cut. That's going to the focus of their LAX operation for a while.

Their focus in 2021 is NYC.

AC4500 · Tue Dec 29, 2020 7:22 pm

tphuang wrote:
jayunited wrote:
tphuang wrote:
The January cuts were pretty minor.

they probably will make 1 last adjustment in second half of January (especially on the new routes starting February), but the big cut was this past weekend. Keep in mind that they are currently down 40% YoY for February and 48% for January. Since demand is improving, they are going to fly more in February than January. So the final adjustments will be pretty minor.

The late January cuts were mostly BOS business market + transcon flights from NYC/BOS-SEA/LAX/LAS. These are probably all reflective of the rising COVID cases + dropping demand from Northeast and west coast.

The trim across the board. Not just new routes.

If you are flying to Florida, things will most likely not change. Out of FLL/MCO, only PVD/DCA saw late January adjustments.

COVID cases are on the rise across the country I think some of the late cuts are reflective of the fact many people who use to live in big cities like New York, Boston, Chicago, San Francisco have left these cities and B6 has a lot more flexibility than AA, DL or UA. I know a few months ago I mocked B6 for adding flight out of EWR only to trim the frequency a few weeks or months later. But the more I look into this the clearer it becomes that a lot of the business travelers, white collar workers, perhaps upper middle class, people who now have the ability to work remotely have abandon a lot of these large cities in the North for cities big and small in the South, and Southwest. I think the slight adjustments we are seeing B6 make are really smart moves because they seem to be following their customer base to these southern cities even if the service isn't daily.

I was talking with a few people here at UA they are not panicking but they are starting to trying to figure out if this shift permanent or if it temporary? Are people selling their house, apartment or condo in these Northern cites and actually buying property in the South and Southwest with no intention of returning? Or are they just renting with the intention of moving back to New York, Chicago, Boston, San Francisco, and other northern cities in 2022 or 2023? From what I'm hearing the jury is still out it is far to early to and not enough data to make a decision either way. Although a legacy carrier like UA has some flexibility we can't do what you are seeing B6 do without jeopardizing the hubs especially if this is only an anomaly and people do eventually move back north. If this isn't an anomaly that is where things get really interesting for an airline like UA (AA and DL already are established in the southeast), because from IAD southwestward to IAH we have nothing but small line stations.

Thanks for a very thoughtful response. I apologize in advance for some very random thoughts jumping off my head.

During this COVID time, it seems to me that NYC/Boston/DC/SF and more recently Chicago have suffered the biggest drop in demand. Geographically speaking, JetBlue was hit really hard by the drop in demand out of NYC/Boston. Although South Florida has been a bright spot during recent time. Among the big 3, it seems to me the geographical element of demand drop hit UA harder than AA/DL. So as you have posted in the united thread, UA has done a lot better at DEN/IAH than EWR/ORD/SFO.

As much as I like to cheer on JetBlue's moves, the reality is that they only made some of these moves because JFK/BOS are among the hardest hit airport and they have to fly the aircraft somewhere. While JetBlue can be more flexible than UA, it's not a ULCC that can just pack stuff up and go to another airport. So their move so far have been to EWR (where demand is higher than LGA/JFK) and to RDU (where there is large NYC transplant population) and add MIA(probably the largest NY transplant market). The shifting demand dynamics may mean they will be larger in South Florida than Boston for a while.

For UA, I think it might mean that IAH and DEN are your most important hub going forward. It might mean LAX and SFO will be closer in size. On the positive side, UA might permanently run the show in Chicago if AA downsizes there. And if there is a permanent shift in population from midwest to warmer climate, maybe DL's 2 hubs in midwest will have trouble competing against 1 larger single hub from UA in ORD. But then again, UA also seems to be facing the brunt of WN pressure at Denver, Houston and Chicago.

The current demand shift and population movement would seem to help AA more than UA/DL. Long term, will the lack of SE hub hurt UA more than it did pre-COVID as more people move to Florida? That's quite possible. It's also possible that UA will benefit from more people moving into Texas. In current environment, I don't see UA having enough resources to build up a new SE hub, so it probably will have to make best use of the hubs that it has.

For someone like me that has lived in NY/NJ area since college, the shifting population dynamics to me plays out in which airport are people choosing in this area. I don't know enough to understand what's going on in other parts of the country. I can see that people are moving out of NYC to NJ/CT/Long Island in huge numbers. Anyone can see that Manhattan offices are mostly empty. I can see satellite office opening in NJ and westchester so that people don't have to take public transit into Manhattan. Is the demand shift to EWR a permanent thing or just due to the more severe lockdown measures in NY state? I think that's something all the major airlines in NYC needs to figure out. Airlines continue to act like LGA slots are worth the weight of gold, but when is that demand coming back? I'm slowly coming around to the idea that EWR will be the preferred airport for more and more people and may eventually be preferred by more people than LGA.

UA probably has the worst connection flow to Florida amongst the US big 3. AA has SE hubs in CLT and MIA and DL has ATL. The closest "southern" hub that UA has to offer is IAH, which doesn't really work for east coast customers traveling to Florida. This is why we're seeing UA open P2P routes from the east coast to Florida, offering $21 one-way fares from NYC/Boston to Florida. I certainly agree that going forward, hubs in the middle of the US will end up performing better, like DEN and IAH with more efficient connection flow, while the coastal hubs like SFO and EWR will suffer more since they provide less efficient domestic connection flow, contributing to more fuel burn and backtracking. Not to mention that the major coastal cities are generally more densely populated, leading to more COVID cases and stricter lockdown/quarantine restrictions, and as a result, people are moving away from these densely populated cities as the prevalence of remote working continues to steadily increase overtime.

However, as tphuang pointed out, if EWR does indeed have higher demand than JFK/LGA, then UA will have a much easier time recovering in the NYC market than B6/DL will.

tphuang · Tue Dec 29, 2020 7:24 pm

Cointrin330 wrote:
SRQLOT wrote:
How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

B6 has cut deeply into the February schedule, in certain markets, and added in others. Word is the LAX and EWR expansions are contributing heavily to cash burn. EWR-ATL on B6 is sort of pointless, and calls to mind the fare wars of the 1980s and 1990s where airlines were dumping capacity in some big markets. Some will retreat here, and I suspect it won't be UA or DL since they have the hub strength on each end. The LAX expansion is unfortunately complicated by CA's surging COVID19 cases, lockdowns, and margin erosions since Jet Blue moved LGB routes and capacity up to LAX. I don't think ANY airline's new markets are anything but spitballing while the industry rides out the pandemic.

JetBlue's February capacity is down 40% YoY and Jan is down 48% YoY. And they have removed seat cap. That's pretty similar to other non-ULCC airlines that don't have seat cap.

You have continued to spread the narrative that EWR expansion is contributing heavily to cash burn with absolutely no proof. Please show us your source if you have anything. JetBlue themselves have continually said EWR is performing very well. It would actually make no sense, since EWR bookings as a whole is doing better than JFK/BOS.

MIflyer12 · Tue Dec 29, 2020 7:34 pm

enilria wrote:
MIflyer12 wrote:
enilria wrote:
I thought CARES required continuance of all stations in the USA. I guess they got an exception.

It will be interesting to see if under CARES 2 the DOT issues another show cause order, just rolls exemptions forward, lets dropped airports go without (IPT, as an example) or what.

My "could be wrong" understanding is that it requires airlines to fly to all destinations served as if the end of CARES1. I am aware of stations that are being readied to reopen with a few days notice. EnjSoon we will be awash in stories about tax dollars paying for empty airplanes. Which will be true.

Ugh, enilria! It's a 5,593 page bill, with 86 references to 'air carrier.' I'm tapping out.

MIflyer12 · Tue Dec 29, 2020 7:45 pm

AVLAirlineFreq wrote:
enilria wrote:

**DL CUN-CVG FEB 0.7>0[0.2] MAR 1.0>0[0.2] APR 1.0>0[0.1] MAY 1.0>0[0.1] JUN 1.0>0[0] JUL 1.0>0[0] AUG 1.0>0[0] SEP 1.0>0[0]

I have to admit I'm surprised by this. Maybe I shouldn't be--can someone explain? I know it can be served easily via ATL, but I'm still surprised it was axed entirely.

To take a stab at it, there's really no connectivity thru CVG any more so the flight would have to rely on O&D. I don't know if any CR9s or E75s are overwater-rated (anybody?) so it might force it to an A220 -- but there aren't enough pilots to staff all of those. That pushes it to an A319 - a bit pricey to operate on a CASM basis, and maybe more seats than they can fill at avg satisfactory fares. Maybe the prospective CVG crowd just wouldn't be satisfied with 1x weekly service and would connect anyway?

jbs2886 · Tue Dec 29, 2020 7:48 pm

enilria wrote:
EK DXB-SEA FEB 0>0.6[1.1] MAR 0.1>0.6[0.9] APR 1.0>0.5[1.0] MAY 1.0>0.6[1.0] JUN 1.0>0.6[0] JUL 1.0>0.5[0] AUG 1.0>0.6[1.0] SEP 1.0>0.6[1.0]

So far it looks like the naysayers are wrong that EK will not come back with Qatar's addition. EK adds February flights, although decreases from daily through September.

izbtmnhd · Tue Dec 29, 2020 8:11 pm

Nicknuzzii wrote:
SRQLOT wrote:
How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

The February schedule is pretty solid. What route are you looking at?

The long thin RIC/CHS nonsense for starters.

The half-hearted attempt at PIT/CLE to PBI/RSW as well.

At what point are they going to address the fact they are running out of East Coast gateways and get on with a real domestic expansion?

FATFlyer · Tue Dec 29, 2020 9:13 pm

SumChristianus wrote:

What do you think about the dynamic on the West Coast/Mountain West? If its similar it could see AA/WN gaining PHX demand at the expense of LAX and Phoenix taking on much greater significance long term than it has now.. Unless DFW/Texas just grow even more.

I've been hearing anecdotally about strong migrations of people from both coasts to small inter-mountain west towns... Like Wyoming/Montana... Does that advantage UA/DL with DEN and SLC respectively, especially UA with all their new EAS contracts to towns out there?

I think there's bigger potential for a long term demand shift to these places than most people realize. Maybe that's just an opinion but there seem to be signs from what I've just anecdotally seen and come across of lots of people moving to the Great Plains/Mountain West as well in addition to what's been mentioned on here already.

It is not just the Mountain/Plains states seeing migrations. It is a theme currently playing out in many parts of the US as workers find the ability to work outside the largest cities. Inland California is seeing an influx of Bay Area escapees and remote workers.

Fresno and Sacramento are currently seeing year-over-year rent increases of 10%-20%. Vacancy rates are falling, Fresno's apartment vacancy rate is below 2% currently. Some who are able to continue working remotely are looking to reduce rent/housing costs but still be within an easy travel distance of the Bay Area.

HNLSLCPDX · Tue Dec 29, 2020 9:38 pm

izbtmnhd wrote:
Nicknuzzii wrote:
SRQLOT wrote:
How many of the JetBlue routes that are going to 0 for February were recently announced? Seems like they have been the new Frontier, just “throwing darts at the board.” I had few chances last year to fly them and glad I did not, and now planning a trip for mid February and they are the cheapest option but I won’t risk it with them.

The February schedule is pretty solid. What route are you looking at?

The long thin RIC/CHS nonsense for starters.

The half-hearted attempt at PIT/CLE to PBI/RSW as well.

At what point are they going to address the fact they are running out of East Coast gateways and get on with a real domestic expansion?

Agree. Now might actually be the time to turn SLC into a true focus city. They have a loyalty base already out there. Adding SLC-AUS/TPA/RDU/SFO would be a good start to go along with their service already in place to BOS/MCO/FLL/LAX/JFK. Also since trans cons are down maybe using SLC as a focus city could help connect the dots and connect the west coast/east coast.

klm617 · Tue Dec 29, 2020 9:55 pm

AC4500 wrote:
tphuang wrote:
jayunited wrote:

COVID cases are on the rise across the country I think some of the late cuts are reflective of the fact many people who use to live in big cities like New York, Boston, Chicago, San Francisco have left these cities and B6 has a lot more flexibility than AA, DL or UA. I know a few months ago I mocked B6 for adding flight out of EWR only to trim the frequency a few weeks or months later. But the more I look into this the clearer it becomes that a lot of the business travelers, white collar workers, perhaps upper middle class, people who now have the ability to work remotely have abandon a lot of these large cities in the North for cities big and small in the South, and Southwest. I think the slight adjustments we are seeing B6 make are really smart moves because they seem to be following their customer base to these southern cities even if the service isn't daily.

I was talking with a few people here at UA they are not panicking but they are starting to trying to figure out if this shift permanent or if it temporary? Are people selling their house, apartment or condo in these Northern cites and actually buying property in the South and Southwest with no intention of returning? Or are they just renting with the intention of moving back to New York, Chicago, Boston, San Francisco, and other northern cities in 2022 or 2023? From what I'm hearing the jury is still out it is far to early to and not enough data to make a decision either way. Although a legacy carrier like UA has some flexibility we can't do what you are seeing B6 do without jeopardizing the hubs especially if this is only an anomaly and people do eventually move back north. If this isn't an anomaly that is where things get really interesting for an airline like UA (AA and DL already are established in the southeast), because from IAD southwestward to IAH we have nothing but small line stations.

Thanks for a very thoughtful response. I apologize in advance for some very random thoughts jumping off my head.

During this COVID time, it seems to me that NYC/Boston/DC/SF and more recently Chicago have suffered the biggest drop in demand. Geographically speaking, JetBlue was hit really hard by the drop in demand out of NYC/Boston. Although South Florida has been a bright spot during recent time. Among the big 3, it seems to me the geographical element of demand drop hit UA harder than AA/DL. So as you have posted in the united thread, UA has done a lot better at DEN/IAH than EWR/ORD/SFO.

As much as I like to cheer on JetBlue's moves, the reality is that they only made some of these moves because JFK/BOS are among the hardest hit airport and they have to fly the aircraft somewhere. While JetBlue can be more flexible than UA, it's not a ULCC that can just pack stuff up and go to another airport. So their move so far have been to EWR (where demand is higher than LGA/JFK) and to RDU (where there is large NYC transplant population) and add MIA(probably the largest NY transplant market). The shifting demand dynamics may mean they will be larger in South Florida than Boston for a while.

For UA, I think it might mean that IAH and DEN are your most important hub going forward. It might mean LAX and SFO will be closer in size. On the positive side, UA might permanently run the show in Chicago if AA downsizes there. And if there is a permanent shift in population from midwest to warmer climate, maybe DL's 2 hubs in midwest will have trouble competing against 1 larger single hub from UA in ORD. But then again, UA also seems to be facing the brunt of WN pressure at Denver, Houston and Chicago.

The current demand shift and population movement would seem to help AA more than UA/DL. Long term, will the lack of SE hub hurt UA more than it did pre-COVID as more people move to Florida? That's quite possible. It's also possible that UA will benefit from more people moving into Texas. In current environment, I don't see UA having enough resources to build up a new SE hub, so it probably will have to make best use of the hubs that it has.

For someone like me that has lived in NY/NJ area since college, the shifting population dynamics to me plays out in which airport are people choosing in this area. I don't know enough to understand what's going on in other parts of the country. I can see that people are moving out of NYC to NJ/CT/Long Island in huge numbers. Anyone can see that Manhattan offices are mostly empty. I can see satellite office opening in NJ and westchester so that people don't have to take public transit into Manhattan. Is the demand shift to EWR a permanent thing or just due to the more severe lockdown measures in NY state? I think that's something all the major airlines in NYC needs to figure out. Airlines continue to act like LGA slots are worth the weight of gold, but when is that demand coming back? I'm slowly coming around to the idea that EWR will be the preferred airport for more and more people and may eventually be preferred by more people than LGA.

UA probably has the worst connection flow to Florida amongst the US big 3. AA has SE hubs in CLT and MIA and DL has ATL. The closest "southern" hub that UA has to offer is IAH, which doesn't really work for east coast customers traveling to Florida. This is why we're seeing UA open P2P routes from the east coast to Florida, offering $21 one-way fares from NYC/Boston to Florida. I certainly agree that going forward, hubs in the middle of the US will end up performing better, like DEN and IAH with more efficient connection flow, while the coastal hubs like SFO and EWR will suffer more since they provide less efficient domestic connection flow, contributing to more fuel burn and backtracking. Not to mention that the major coastal cities are generally more densely populated, leading to more COVID cases and stricter lockdown/quarantine restrictions, and as a result, people are moving away from these densely populated cities as the prevalence of remote working continues to steadily increase overtime.

However, as tphuang pointed out, if EWR does indeed have higher demand than JFK/LGA, then UA will have a much easier time recovering in the NYC market than B6/DL will.

United has a hub at Dullas.

AC4500 · Tue Dec 29, 2020 10:02 pm

klm617 wrote:
AC4500 wrote:
tphuang wrote:

Thanks for a very thoughtful response. I apologize in advance for some very random thoughts jumping off my head.

During this COVID time, it seems to me that NYC/Boston/DC/SF and more recently Chicago have suffered the biggest drop in demand. Geographically speaking, JetBlue was hit really hard by the drop in demand out of NYC/Boston. Although South Florida has been a bright spot during recent time. Among the big 3, it seems to me the geographical element of demand drop hit UA harder than AA/DL. So as you have posted in the united thread, UA has done a lot better at DEN/IAH than EWR/ORD/SFO.

As much as I like to cheer on JetBlue's moves, the reality is that they only made some of these moves because JFK/BOS are among the hardest hit airport and they have to fly the aircraft somewhere. While JetBlue can be more flexible than UA, it's not a ULCC that can just pack stuff up and go to another airport. So their move so far have been to EWR (where demand is higher than LGA/JFK) and to RDU (where there is large NYC transplant population) and add MIA(probably the largest NY transplant market). The shifting demand dynamics may mean they will be larger in South Florida than Boston for a while.

For UA, I think it might mean that IAH and DEN are your most important hub going forward. It might mean LAX and SFO will be closer in size. On the positive side, UA might permanently run the show in Chicago if AA downsizes there. And if there is a permanent shift in population from midwest to warmer climate, maybe DL's 2 hubs in midwest will have trouble competing against 1 larger single hub from UA in ORD. But then again, UA also seems to be facing the brunt of WN pressure at Denver, Houston and Chicago.

The current demand shift and population movement would seem to help AA more than UA/DL. Long term, will the lack of SE hub hurt UA more than it did pre-COVID as more people move to Florida? That's quite possible. It's also possible that UA will benefit from more people moving into Texas. In current environment, I don't see UA having enough resources to build up a new SE hub, so it probably will have to make best use of the hubs that it has.

For someone like me that has lived in NY/NJ area since college, the shifting population dynamics to me plays out in which airport are people choosing in this area. I don't know enough to understand what's going on in other parts of the country. I can see that people are moving out of NYC to NJ/CT/Long Island in huge numbers. Anyone can see that Manhattan offices are mostly empty. I can see satellite office opening in NJ and westchester so that people don't have to take public transit into Manhattan. Is the demand shift to EWR a permanent thing or just due to the more severe lockdown measures in NY state? I think that's something all the major airlines in NYC needs to figure out. Airlines continue to act like LGA slots are worth the weight of gold, but when is that demand coming back? I'm slowly coming around to the idea that EWR will be the preferred airport for more and more people and may eventually be preferred by more people than LGA.

UA probably has the worst connection flow to Florida amongst the US big 3. AA has SE hubs in CLT and MIA and DL has ATL. The closest "southern" hub that UA has to offer is IAH, which doesn't really work for east coast customers traveling to Florida. This is why we're seeing UA open P2P routes from the east coast to Florida, offering $21 one-way fares from NYC/Boston to Florida. I certainly agree that going forward, hubs in the middle of the US will end up performing better, like DEN and IAH with more efficient connection flow, while the coastal hubs like SFO and EWR will suffer more since they provide less efficient domestic connection flow, contributing to more fuel burn and backtracking. Not to mention that the major coastal cities are generally more densely populated, leading to more COVID cases and stricter lockdown/quarantine restrictions, and as a result, people are moving away from these densely populated cities as the prevalence of remote working continues to steadily increase overtime.

However, as tphuang pointed out, if EWR does indeed have higher demand than JFK/LGA, then UA will have a much easier time recovering in the NYC market than B6/DL will.

United has a hub at Dullas.

I wouldn't consider IAD a "southeast" hub. AA through CLT and DL through ATL still provide far better connection flow to Florida than IAD does.

BoeingGuy · Tue Dec 29, 2020 10:08 pm

jbs2886 wrote:
enilria wrote:
EK DXB-SEA FEB 0>0.6[1.1] MAR 0.1>0.6[0.9] APR 1.0>0.5[1.0] MAY 1.0>0.6[1.0] JUN 1.0>0.6[0] JUL 1.0>0.5[0] AUG 1.0>0.6[1.0] SEP 1.0>0.6[1.0]

So far it looks like the naysayers are wrong that EK will not come back with Qatar's addition. EK adds February flights, although decreases from daily through September.

On a similar topic, is there confirmation that CX isn’t returning to SEA? A number have posters have mentioned that, but has CX confirmed it?

CX didn't serve SEA very long, but it ranks up there with the likes of BA in PIT. BA to PDX never even started.

Chugach · Tue Dec 29, 2020 10:45 pm

ytib wrote:
enilria wrote:
Chuska wrote:
I thought they flew these last year? I guess not.
*DL JNU-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]
*DL KTN-SEA JUN 0>1.0[0] JUL 0>1.0[0.7] SEP 0>1.0[0]

DL did fly them in 2019. This is now comparing 2021 over 2020. Oops. Gotcha!
Happy New Year and thanks again for all you do with this.

I do know how it works. I thought CARES required continuance of all stations in the USA. I guess they got an exception.

They did fly to Juneau in 2020 but it was July and August only. The other cities may have been on a waiver.

In 2021 the cruise ship season is going longer than usual in SE Alaska with some ships into October. In the past Delta has filed for full in September but usually will pull back towards Labor Day later.

One of the larger items is how far out will Canada move the cruise ship ban for their ports. Based on the registration of the ships they have to stop at a non-US port during their voyage otherwise they cannot do the SE Alaska trips. The cruise ship industry drives tourism in SE Alaska.

DL flew to JNU, SIT, and KTN in 2020. They took longer than normal to load all three for 2021; I suspect they were waiting to see how the Alaska season was shaping up for this upcoming summer. DL’s flights to all three of those cities looked pretty empty in 2020...little tourist traffic and the locals presumably flew AS as they normally do.

I’m happy they’re back for 2021, but also a little bit surprised in the case of SIT and KTN.

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