kindeham wrote:

Midwestindy wrote:

What could be interesting is a split by summer vs. the rest of the year, which I don't have, and would potentially make the picture much different IMO. Comparing the entire year makes things different, since European demand explodes during the summer.

During the summer of the CDG route it seemed there were weeks where Indy could have supported a second EU destination. I wouldn't be entirely shocked to see tha happen in the long term for the summer months. IND certainly can't maintain two EU destinations year-round (for a many years to come). Assuming this all pans out it looks like BA aims for 5x weekly during the summer. That would, in a couple years after things are more normal, leave the door open for someone else to come in with 3 or 5x weekly to somewhere else (CDG/AMS/FRA being the obvious choices I think). But that is assuming BA doesn' fortify themselves and take the service to 7x weekly and/or upgauge the aircraft during the summer months.

TATL demand for June at least (not sure if this # included India) was 650+ PDEW. So certainly room for a daily + less-than daily pre-covid, although its unclear what that demand profile looks like now

I really hope this is a nudge for Delta and certainly they’ve been watching the competitive scenarios over the Atlantic. I think a market as dynamic as Indy needs more than a summer seasonal- CDG was indeed that link as it operated year round at least 4(?) weekly. I feel like, for one of the years, CDG may have stopped operating for a couple months Jan/ Feb but can’t recall. I know at one point it was daily, or 5x, for a good seven months.

IIRC, CDG went to 3x weekly in Jan/Feb, flying Saturday, Tuesday and Thursday. In early 2020, it was announced that the fall schedule would increase by one frequency from the 2019 schedule.

While I'd love to see DL get more aggressive and not cede the base of support they have at IND, CDG doesn't seem to be the way to kick that effort off. To date, DL has basically watched AA and UA add a bunch of P2P routes from IND and the only thing DL tried, for about six weeks, was a 1x daily to MEM which, I'm sure few of us are surprised by, flopped.

I'm totally armchairing this, but DL's network planning is head-scratching. The CDG-RDU/CVG restarts for 2022 aren't until August which seems to miss the bulk of high season for TATL traffic. DL also made the statement recently that in 2022, all TATL flights will have the new Premium Select seating. This leads me to think there really is a shortage of aircraft b/c I can't think of any other reason why you wouldn't restart a TATL route in time to get the highest yields you probably get over the course of the year.

At the same time, DL has A330s and 767s flying domestic routes like JFK-LAS, DTW-ATL which wasn't necessarily SOP pre-pandemic. So perhaps the shortage of aircraft extends past wide bodies and this is how they're trying to cover the holes they have. Who knows.

In any case, my own belief is this is a no-brainer for whoever is the first-mover. You get a pretty healthy state subsidy AND the opportunity to be the single TATL route out of IND. I know Cummins, Lilly and others were using DL's CDG service and it was clearly doing well in the cargo hold and with LF's. Should BA move ahead with LHR, there will be a day DL wishes it hadn't cowered so significantly in IND.

indygs wrote:

IIRC, CDG went to 3x weekly in Jan/Feb, flying Saturday, Tuesday and Thursday. In early 2020, it was announced that the fall schedule would increase by one frequency from the 2019 schedule.

While I'd love to see DL get more aggressive and not cede the base of support they have at IND, CDG doesn't seem to be the way to kick that effort off. To date, DL has basically watched AA and UA add a bunch of P2P routes from IND and the only thing DL tried, for about six weeks, was a 1x daily to MEM which, I'm sure few of us are surprised by, flopped.

I'm totally armchairing this, but DL's network planning is head-scratching. The CDG-RDU/CVG restarts for 2022 aren't until August which seems to miss the bulk of high season for TATL traffic. DL also made the statement recently that in 2022, all TATL flights will have the new Premium Select seating. This leads me to think there really is a shortage of aircraft b/c I can't think of any other reason why you wouldn't restart a TATL route in time to get the highest yields you probably get over the course of the year.

At the same time, DL has A330s and 767s flying domestic routes like JFK-LAS, DTW-ATL which wasn't necessarily SOP pre-pandemic. So perhaps the shortage of aircraft extends past wide bodies and this is how they're trying to cover the holes they have. Who knows.

In any case, my own belief is this is a no-brainer for whoever is the first-mover. You get a pretty healthy state subsidy AND the opportunity to be the single TATL route out of IND. I know Cummins, Lilly and others were using DL's CDG service and it was clearly doing well in the cargo hold and with LF's. Should BA move ahead with LHR, there will be a day DL wishes it hadn't cowered so significantly in IND.

I agree with much of your premise. The one item I would add is considering the limited staffing, particularly in the pilot/FA realms for all airlines. Through layoffs or incentivized early retirements in 2020, all airlines shrunk staffing wise, and have struggled to hire/ train back. And to expand on that further, I am implying that staffing is also a reason why DL in 2021 is being conservative with their network additions or rebuilds. By not pushing the envelope on scheduled flying time with their new staffing limitations … they mitigate a risky situation of a minor hiccup somewhere cascading and disrupting much of their network. DL fell victim to this last Thanksgiving and Christmas in 2020,, and since then they have been much more conservative rebuilding the network, to reduce the risk of a meltdown happening again.

AA and WN in particular have been pushing the envelope with schedule additions. Holiday time and winter weather will be a test to see how unscathed they can both emerge operationally, as their staffing margins need to be much tighter to fly their more aggressive schedules.

I am not saying one approach is correct over the other, just that they are different. Delta and United are prioritizing reliability now, where WN and AA are prioritizing expansion. Time will tell who succeeds long term.

IAA head (Mario) will be on Inside Indiana Business this weekend, talking about airport & TATL

Midwestindy wrote:

IAA head (Mario) will be on Inside Indiana Business this weekend, talking about airport & TATL

Watched the interview:

Said it is "speculative" and that the state and city are working on bringing back TATL but it will take some time. "Doesn't want to get anyones hopes up."

Not mentioned in the interview but worth noting, the negotiations with airlines for international flights are handled by the state (IEDC) because of the program the governor of Indiana set up pre-covid, so the airport aren't the ones who are negotiating with BA, DL, e.t.c.

Midwestindy wrote:

Midwestindy wrote:

Midwestindy wrote:

Keep an eye out, there will likely be some upguages for the college football championship in January. Probably IND-ATL, and some one-off flights from whichever teams gets in.

Lol, all but 1 IND-ATL flight is already sold out for Jan 11. Probably Georgia fans buying tickets prematurely.

Don't think I've ever seen so many flights sell out so early.

Minor upguages/frequency increases from AA for the event so far

Jan 11
IND-ORD will see 3x738
IND-CLT +1x A319
IND-LAX +1x B738
IND-DFW +1x A321

Jan 11
IND-ATL increased to 10x

DL is now scheduled to be all mainline at IND with the obvious exception of NYC.

Midwestindy wrote:

Midwestindy wrote:

Midwestindy wrote:

YTD July
MCI-3,962,415
CLE-3,798,231
SAT-3,793,490
IND-3,753,075
SNA-3,509,744
SJC-3,414,728
CVG-3,322,790
PIT-3,122,865
CMH-2,936,409

August 83.5% of 2019 passengers

IND YTD 4,401,728
IND YTD Cargo +29.4% from 2019

YTD August
MCI - 4,721,262
CLE - 4,523,665
SAT - 4,506,898
IND - 4,401,728
SNA - 4,341,266
SJC - 4,171,086
CVG - 3,928,840
PIT - 3,779,167
CMH - 3,495,171
https://d1j6zi7czwjuok.cloudfront.net/i ... 0929112331
https://d1j6zi7czwjuok.cloudfront.net/i ... 1007160500

For comparison this is what this list looked like at the end of 2019
SJC - 15,650,444
MCI - 11,795,635
SNA - 10,656,986
SAT - 10,363,040
CLE - 10,040,817
PIT - 9,779,024
IND - 9,537,377
CVG - 9,103,554
CMH - 8,637,108

September passengers 84.8% of 2019, improvement from August

September Cargo +56.9% vs. 2019

September % of 2019
SY - inf.
NK - 214.6%
G4 - 122.2%
F9 - 102.8%
AA - 92.1%
AS - 90.4%
WN - 90.4%
UA - 75.9%
DL - 64.0%
AC - 0%

https://d1j6zi7czwjuok.cloudfront.net/i ... 1102223345
https://d1j6zi7czwjuok.cloudfront.net/i ... 1101151851

YTD September

MCI - 5,438,808
CLE - 5,170,576
SAT - N/A
IND - 5,023,831
SJC - 4,894,050
SNA - N/A
CVG - 4,482,768
PIT - 4,379,774
CMH - 4,045,190

Enormous growth for AA in October, they were #1 in market share for the month:

October % 2019
SY - inf.
NK - 207.1%
AA - 128.9% (October market share moved from 18.5% in 2019 to 25.8% in 2021)
G4 - 110.7%
AS - 101.7%
F9 - 93.8%
UA - 85.1%
WN - 82.0%
DL - 71.5%
AC - 0%

Total October Pax were 93.5% of 2019
Total October Cargo was 124.3% of 2019

YTD October
MCI - 6,232,338
SNA - 5,998,425
IND - 5,796,534
SJC - 5,715,241
CVG - 5,125,290

https://d1j6zi7czwjuok.cloudfront.net/i ... 1129143154
https://d1j6zi7czwjuok.cloudfront.net/i ... 1209081147

Midwestindy wrote:

Midwestindy wrote:

Midwestindy wrote:

August 83.5% of 2019 passengers

IND YTD 4,401,728
IND YTD Cargo +29.4% from 2019

YTD August
MCI - 4,721,262
CLE - 4,523,665
SAT - 4,506,898
IND - 4,401,728
SNA - 4,341,266
SJC - 4,171,086
CVG - 3,928,840
PIT - 3,779,167
CMH - 3,495,171
https://d1j6zi7czwjuok.cloudfront.net/i ... 0929112331
https://d1j6zi7czwjuok.cloudfront.net/i ... 1007160500

For comparison this is what this list looked like at the end of 2019
SJC - 15,650,444
MCI - 11,795,635
SNA - 10,656,986
SAT - 10,363,040
CLE - 10,040,817
PIT - 9,779,024
IND - 9,537,377
CVG - 9,103,554
CMH - 8,637,108

September passengers 84.8% of 2019, improvement from August

September Cargo +56.9% vs. 2019

September % of 2019
SY - inf.
NK - 214.6%
G4 - 122.2%
F9 - 102.8%
AA - 92.1%
AS - 90.4%
WN - 90.4%
UA - 75.9%
DL - 64.0%
AC - 0%

https://d1j6zi7czwjuok.cloudfront.net/i ... 1102223345
https://d1j6zi7czwjuok.cloudfront.net/i ... 1101151851

YTD September

MCI - 5,438,808
CLE - 5,170,576
SAT - N/A
IND - 5,023,831
SJC - 4,894,050
SNA - N/A
CVG - 4,482,768
PIT - 4,379,774
CMH - 4,045,190

Enormous growth for AA in October, they were #1 in market share for the month:

October % 2019
SY - inf.
NK - 207.1%
AA - 128.9% (October market share moved from 18.5% in 2019 to 25.8% in 2021)
G4 - 110.7%
AS - 101.7%
F9 - 93.8%
UA - 85.1%
WN - 82.0%
DL - 71.5%
AC - 0%

Total October Pax were 93.5% of 2019
Total October Cargo was 124.3% of 2019

YTD October
MCI - 6,232,338
SNA - 5,998,425
IND - 5,796,534
SJC - 5,715,241
CVG - 5,125,290

https://d1j6zi7czwjuok.cloudfront.net/i ... 1129143154
https://d1j6zi7czwjuok.cloudfront.net/i ... 1209081147

What do you think will be next for AA out of IND?

I don’t know what’s going on with DL on January 11th but 3 of the 10 flights Ind to ATL are listed as sold out and they go back to 6 or 7 flights per day depending on day of the week the next day. Is there a big convention or football game or something in Indy?

Also delta is not all mainline I’m not sure where that’s coming from. DtW and MSP only have one mainline per day on the days in January I checked. Midwest Indy where are you seeing that? What time of year?

ncflyer wrote:

I don’t know what’s going on with DL on January 11th but 3 of the 10 flights Ind to ATL are listed as sold out and they go back to 6 or 7 flights per day depending on day of the week the next day. Is there a big convention or football game or something in Indy?

Yes. The ncaa football national champ game. Georgia is expected to be in it.

ncflyer wrote:

Also delta is not all mainline I’m not sure where that’s coming from. DtW and MSP only have one mainline per day on the days in January I checked. Midwest Indy where are you seeing that? What time of year?

Starting in spring, first BOS, then MSP, and then DTW each a month apart.

ilive4planes wrote:

Midwestindy wrote:

Midwestindy wrote:

September passengers 84.8% of 2019, improvement from August

September Cargo +56.9% vs. 2019

September % of 2019
SY - inf.
NK - 214.6%
G4 - 122.2%
F9 - 102.8%
AA - 92.1%
AS - 90.4%
WN - 90.4%
UA - 75.9%
DL - 64.0%
AC - 0%

https://d1j6zi7czwjuok.cloudfront.net/i ... 1102223345
https://d1j6zi7czwjuok.cloudfront.net/i ... 1101151851

YTD September

MCI - 5,438,808
CLE - 5,170,576
SAT - N/A
IND - 5,023,831
SJC - 4,894,050
SNA - N/A
CVG - 4,482,768
PIT - 4,379,774
CMH - 4,045,190

Enormous growth for AA in October, they were #1 in market share for the month:

October % 2019
SY - inf.
NK - 207.1%
AA - 128.9% (October market share moved from 18.5% in 2019 to 25.8% in 2021)
G4 - 110.7%
AS - 101.7%
F9 - 93.8%
UA - 85.1%
WN - 82.0%
DL - 71.5%
AC - 0%

Total October Pax were 93.5% of 2019
Total October Cargo was 124.3% of 2019

YTD October
MCI - 6,232,338
SNA - 5,998,425
IND - 5,796,534
SJC - 5,715,241
CVG - 5,125,290

https://d1j6zi7czwjuok.cloudfront.net/i ... 1129143154
https://d1j6zi7czwjuok.cloudfront.net/i ... 1209081147

What do you think will be next for AA out of IND?

More mainline, September LF numbers come out soon so that could tell how well their existing p2p started out.

Some interesting developments for IND with the potential Allegiant & Viva tie-up:


i) IND has not approached Viva before for service to IND according to the filing

ii) G4 plans to open IND-CUN regardless of approval:


iii) G4 also plans to open up IND-SJD regardless of approval, but will could also throw in others like PVR with approval :


iv) Interesting highlight of G4 atIND



https://www.regulations.gov/document/DO ... -0152-0001

With Virgin Atlantic looking to start a new U.S. route, is there any chance they steal the route from under BA's nose? I don't know if IND is normally the type of route they'd start, but BA has already done their homework and their hand has been revealed. Would be too easy for Virgin to take the route and leave BA out in the cold.

Indy wrote:

I don't know if IND is normally the type of route they'd start,

it's not + there are no connection opptions to Europe

strangeplanes wrote:

Indy wrote:

I don't know if IND is normally the type of route they'd start,

it's not + there are no connection opptions to Europe

Agreed, they won't start IND. They don't fly to DEN, IAH, BOS, MSP, DTW, TPA, PHL, e.t.c.

Midwestindy wrote:

strangeplanes wrote:

Indy wrote:

I don't know if IND is normally the type of route they'd start,

it's not + there are no connection opptions to Europe

Agreed, they won't start IND. They don't fly to DEN, IAH, BOS, MSP, DTW, TPA, PHL, e.t.c.

You know what those destinations have in common? They all have London service. I suspect the Virgin service will be a sunny destination. I don't think it will be midsize markets with existing LHR service like RDU, BNA and AUS. PHX? Probably not. There are already 2 airlines on the route. If there is a market that could supposed the extra airline on the route, it would probably be Tampa. Maybe Tampa will be a future port for Virgin Voyages. They aren't going with city size ships like Royal Caribbean so they should be able to go under the bridge.

Indy wrote:

Midwestindy wrote:

strangeplanes wrote:

it's not + there are no connection opptions to Europe

Agreed, they won't start IND. They don't fly to DEN, IAH, BOS, MSP, DTW, TPA, PHL, e.t.c.

You know what those destinations have in common? They all have London service.

I see Virgin and BA offering different things. BA provides direct service to London and connecting options to Europe, Middle East, and Africa. The mid-sized US cities need connecting opportunities on the Euro end which Virgin does not have. BA, DL, KLM, AF, FI are much better fits for cities like IND, KC, and STL. VS going to a mid-sized Midwest city isn't in-line with their past actions and so I really don't think it will happen.

May as well say its MCI or STL too. MCI is getting a big new Delta lounge in '23. Those cities have a mix of business and pleasure traffic and no flights to London let alone Europe. See you really start to grasp at straws to make these kinds of cities make any sense.

strangeplanes wrote:

Indy wrote:

Midwestindy wrote:

Agreed, they won't start IND. They don't fly to DEN, IAH, BOS, MSP, DTW, TPA, PHL, e.t.c.

You know what those destinations have in common? They all have London service.

I see Virgin and BA offering different things. BA provides direct service to London and connecting options to Europe, Middle East, and Africa. The mid-sized US cities need connecting opportunities on the Euro end which Virgin does not have. BA, DL, KLM, AF, FI are much better fits for cities like IND, KC, and STL. VS going to a mid-sized Midwest city isn't in-line with their past actions and so I really don't think it will happen.

May as well say its MCI or STL too. MCI is getting a big new Delta lounge in '23. Those cities have a mix of business and pleasure traffic and no flights to London let alone Europe. See you really start to grasp at straws to make these kinds of cities make any sense.

Exactly. This is why DL previously served IND-CDG, even though the IND-LHR PDEW is higher. Onward connections are necessary to make such routes work profitably and competitively.

The only reason I could see DL/VS launching IND-LHR would be to thin the route to the extent that BA couldn’t profitably serve it, and frankly the monetary losses that DL/VS would incur to be that deterrent aren’t worth whatever benefits would be achieved.

WN really struggling at IND, they are planning on running fewer flights in May 2022 than in May 2021.

Midwestindy wrote:

WN really struggling at IND, they are planning on running fewer flights in May 2022 than in May 2021.

Struggling or “shifting” resources?

southwest1675 wrote:

Midwestindy wrote:

WN really struggling at IND, they are planning on running fewer flights in May 2022 than in May 2021.

Struggling or “shifting” resources?

The two aren't mutually exclusive, IMO

Midwestindy wrote:

DL's fall from grace in IND has been impressive.....

IND-SLC appears gone after January

Surprised DL's IND-SEA is even on the schedule at this point.

This is DL's IND network until IND-SEA supposedly resumes in 6 months.....

Midwestindy wrote:

Midwestindy wrote:

DL's fall from grace in IND has been impressive.....

IND-SLC appears gone after January

Surprised DL's IND-SEA is even on the schedule at this point.

This is DL's IND network until IND-SEA supposedly resumes in 6 months.....

Even LAX-IND is only running 5x weekly till S22 starts. I don’t understand how it would make sense to drop IND from a fortress hub like SLC to try and make struggling routes like LAX/SEA-IND work? I would have thought making SLC-IND at least daily is the best option.

onwFan wrote:

Midwestindy wrote:

Midwestindy wrote:

DL's fall from grace in IND has been impressive.....

IND-SLC appears gone after January

Surprised DL's IND-SEA is even on the schedule at this point.

This is DL's IND network until IND-SEA supposedly resumes in 6 months.....

Even LAX-IND is only running 5x weekly till S22 starts. I don’t understand how it would make sense to drop IND from a fortress hub like SLC to try and make struggling routes like LAX/SEA-IND work? I would have thought making SLC-IND at least daily is the best option.

My thought also.

SLC construction might be a reason.

Sent from my SM-G950U using Tapatalk

Pretty interesting how AA is now clearly the legacy of choice if you are just looking at network options out of IND. I'd be curious to see how the local market share look a year or 2 from now. We are unlikely to see the effect of DL's reduced presence in places like IND right away. Pre-COVID, I think AA was just slightly ahead of DL at IND.

Also, I think WN's smaller presence at IND is probably due to NK.

ibthebigd wrote:

onwFan wrote:

Midwestindy wrote:

IND-SLC appears gone after January

Surprised DL's IND-SEA is even on the schedule at this point.

This is DL's IND network until IND-SEA supposedly resumes in 6 months.....

Even LAX-IND is only running 5x weekly till S22 starts. I don’t understand how it would make sense to drop IND from a fortress hub like SLC to try and make struggling routes like LAX/SEA-IND work? I would have thought making SLC-IND at least daily is the best option.

My thought also.

SLC construction might be a reason.

Sent from my SM-G950U using Tapatalk

Can't be the reason, as I didn't see many other SLC cuts.

The weird thing is IND-SLC is a pretty decent market on its own. Pre-covid it was 105 PDEW averaging $283 each way(very high yielding). It was even supposed to go 2x daily at some point in time.

Keep in mind as well that IND-SLC is in range of a E175, so they could have chosen to downguage if they were worried about too much capacity.

tphuang wrote:

Pretty interesting how AA is now clearly the legacy of choice if you are just looking at network options out of IND. I'd be curious to see how the local market share look a year or 2 from now. We are unlikely to see the effect of DL's reduced presence in places like IND right away. Pre-COVID, I think AA was just slightly ahead of DL at IND.

Also, I think WN's smaller presence at IND is probably due to NK.

This is how things adjusted. AA hasn't updated its March schedule, but I expect a big gap once that opens.


RDU is probably worse though, pre-covid DL was at 80+ flights. Now AA has more flights scheduled there. Similar story in BNA, and even in CVG, AA has drastically closed the gap from when DL was 80 departures/day 2 years ago.

I just don't see how they maintain revenue premiums with the changes to their network at these spokes/focus cities.

^ also not sure what it has been running on but they run plenty of A220s out of SLC also so that would have been another option for a down gauge if they are running A32X/737s. Odd cut.

Jshank83 wrote:

^ also not sure what it has been running on but they run plenty of A220s out of SLC also so that would have been another option for a down gauge if they are running A32X/737s. Odd cut.

Dl moved a lot of the a220s planned for SLC to NYC and bos to counter nea. They also opened up sea a220 base. A lot fewer a220s available SLC.

tphuang wrote:

Jshank83 wrote:

^ also not sure what it has been running on but they run plenty of A220s out of SLC also so that would have been another option for a down gauge if they are running A32X/737s. Odd cut.

Dl moved a lot of the a220s planned for SLC to NYC and bos to counter nea. They also opened up sea a220 base. A lot fewer a220s available SLC.

Ahh. 2 out of the 3 SLC-STL flights a day are schedule for A220s so I figured they had a fair amount.

No SLC service is no big deal. I am there now and the operation is a complete disaster. This trip has been so bad that it might be my last DL flight.

Indy wrote:

No SLC service is no big deal. I am there now and the operation is a complete disaster. This trip has been so bad that it might be my last DL flight.

I actually enjoy the new terminal, but the problem is the walks take a long time when you are at the airport

SLC is the gateway to the mountain west, so unless the destination is served from MSP (which many aren't), if you are flying DL you'll have to backtrack from SEA to reach many Mountain West locales & even then many don't have SEA service either.

One example is IND-RNO/COS/BIL/FAT/EUG/IDA/e.t.c.: if you want to fly DL on IND-RNO/COS/e.t.c. in March you'll need to double connect.

Not to mention IND-SLC is a 100+ PDEW market during peak season.

PDX, RDU, SAT, SLC, SAN, & MCI are all 100+ PDEW markets that should have service ATM or at least seasonally (with the exception of MCI)

Midwestindy wrote:

Indy wrote:

No SLC service is no big deal. I am there now and the operation is a complete disaster. This trip has been so bad that it might be my last DL flight.

I actually enjoy the new terminal, but the problem is the walks take a long time when you are at the airport

SLC is the gateway to the mountain west, so unless the destination is served from MSP (which many aren't), if you are flying DL you'll have to backtrack from SEA to reach many Mountain West locales & even then many don't have SEA service either.

One example is IND-RNO/COS/BIL/FAT/EUG/IDA/e.t.c.: if you want to fly DL on IND-RNO/COS/e.t.c. in March you'll need to double connect.

Not to mention IND-SLC is a 100+ PDEW market during peak season.

PDX, RDU, SAT, SLC, SAN, & MCI are all 100+ PDEW markets that should have service ATM or at least seasonally (with the exception of MCI)

The walk is ridiculous especially when going from a high A gate to a high B gate. I think those are the slowest moving walkways anywhere. I think I got passed by someone with a walker The end of the B concourse is probably the biggest wreck of any hub. They have maybe half the number of seats required -- at best. There is no regard for social distancing and everything seems uncoordinated. it is amusing to hear a recorded message from the mayor talking about the importance of safety as the end of the B concourse looks like a super spreader event. People are packed in with a number having their masks down or off completely.

Midwestindy wrote:

One example is IND-RNO/COS/BIL/FAT/EUG/IDA/e.t.c.: if you want to fly DL on IND-RNO/COS/e.t.c. in March you'll need to double connect.

Not to mention IND-SLC is a 100+ PDEW market during peak season.

RNO and COS both have ATL service (although RNO isn't daily and I'm not sure if it will operate in March). It's a bit out of the way to go through ATL, but it's doable and faster than double connecting.

However, your point is well taken. The vast majority of Delta's lower 48 destinations from SEA and LAX also have service to MSP and/or ATL (with a few places like EUG and MFR being exceptions), but there are a fair number of cities with ONLY service to SLC.

Delta out of Indianapolis is nostalgic of the long former Northwest network. History repeats itself.

WN extension:

IND-SAN returns Saturday only
IND-MYR returns daily
No IND-MIA during summer
IND-ECP/SRQ also Saturday only

Adding a 10:30PM IND-DEN

Midwestindy wrote:

WN extension:

IND-SAN returns Saturday only
IND-MYR returns daily
No IND-MIA during summer
IND-ECP/SRQ also Saturday only

Adding a 10:30PM IND-DEN

Happy to San Diego back but dont like how it's just once a week!

"A new London-to-Indianapolis flight will likely have to wait another year. British Airways this week confirmed the proposed route isn’t among those that will launch in summer 2022 as originally considered."

https://www.ibj.com/articles/british-ai ... t-for-2022

ilive4planes wrote:

Midwestindy wrote:

WN extension:

IND-SAN returns Saturday only
IND-MYR returns daily
No IND-MIA during summer
IND-ECP/SRQ also Saturday only

Adding a 10:30PM IND-DEN

Happy to San Diego back but dont like how it's just once a week!

A few West Coast destinations are down pretty big (>20%) seat wise from 2019, I think we'll get some backfill in the schedule in coming months.

https://www.ibj.com/articles/british-ai ... t-for-2022

I couldn't tell from this if BA decided against the route or if they were just denied the slots?

“I guarantee they’ve discussed it … and I guarantee [they have] had more than tea with British Airways,” Mike Boyd, an industry analyst and president of consultancy Boyd Group International, told IBJ.

You think he means they had crumpets also?

Jshank83 wrote:

“I guarantee they’ve discussed it … and I guarantee [they have] had more than tea with British Airways,” Mike Boyd, an industry analyst and president of consultancy Boyd Group International, told IBJ.

You think he means they had crumpets also?

Could be scones or whatever it is they call biscuits.

Can someone factually recount and remind us what NW's network was like from IND pre-merger? I want to say it was mainline DTW (7) mix of DC-9 and 319 and MSP (5) mix of 320 and maybe a 757? I think they also had a MEM flight and did LAS and LAX, maybe BOS and DCA on the CR2 at some point?

flyboy80 wrote:

Can someone factually recount and remind us what NW's network was like from IND pre-merger? I want to say it was mainline DTW (7) mix of DC-9 and 319 and MSP (5) mix of 320 and maybe a 757? I think they also had a MEM flight and did LAS and LAX, maybe BOS and DCA on the CR2 at some point?

They certainly had MEM (I flew on it a few times). They also had BDL, RDU & FLL at some point(s).

Were those mainline or airlink? Did they have EWR/ LGA as well?

As I recall the NW focus city included, at some point and time regular and or seasonal service to:

Northwest Airlines:
Detroit
Minneapolis
Memphis
Seattle
Los Angeles
Las Vegas
Tampa
Orlando
Ft Myers
Denver
Phoenix
Ft Lauderdale

Northwest Airlink and or a mix of NWA/Link:
Hartford
Austin
St Louis (brief)
Boston
Washington National
Raleigh Durham
Kansas City
NY LaGuardia
San Antonio
Philadelphia

kindeham wrote:

https://www.ibj.com/articles/british-airways-scraps-london-to-indianapolis-flight-for-2022

I couldn't tell from this if BA decided against the route or if they were just denied the slots?

So is the DL flight gone for good? Or would this have been in competition