Moderators: richierich, ua900, PanAm_DC10, hOMSaR
Sooner787 wrote:Anyone know when the rebuild of runway 18R/36L is supposed to be completed?
Ishrion wrote:In 2020, AA designated DFW as its "gateway to Asia". Will we see more flights to Asia?
Ishrion wrote:What other destinations could AA expand to from DFW?
Ishrion wrote:Could any other airlines add flights to DFW?
jplatts wrote:
AA adding DFW-ALB/BTV/CHO/MFR/PVD/ROA/ROC/AVP/SYR nonstop service are possibilities with ALB, BTV, CHO, MFR, PVD, ROA, ROC, AVP, and SYR being top domestic destinations traveled to from DFW that aren't currently served nonstop from DFW. AA also would not face any competition from WN on DFW-BTV/CHO/MFR/ROA/AVP/SYR, whereas WN has 1-stop connecting service to ALB, PVD, and ROC from DAL.
jplatts wrote:AA adding DFW-NGO/KIX
jplatts wrote:AA adding DFW-KUL nonstop service might also be a possibility if there is enough demand due to (a) oneworld member airline MH having its main hub at KUL, (b) connecting opportunities available to Malaysia, Indonesia, and Singapore at KUL on MH, and (c) AA having connecting feed from other U.S. destinations.
deltairlines wrote:MFR-DFW is a 1552 mile flight - towards the end of the E175 range. With the new AS partnership and existing PHX service, that's probably enough over a long, thin 175 route that would chew up a lot of block time (this also applies to BTV/PVD/ALB/etc). You're looking at 8 hour DFW-outstation-DFW block times minimally here - that's a lot of aircraft time for markets that can easily flow over three other hubs.
jplatts wrote:EI adding DFW-DUB nonstop service and IB adding DFW-MAD nonstop service might be possibilities due to (a) connecting opportunities available at DUB and MAD to other European destinations, (b) EI and IB both being members of the AA/BA/IB/AY/EI TATL JV, and (c) EI and IB being able to offer connections onto AA flights out of DFW.
jplatts wrote:Ishrion wrote:In 2020, AA designated DFW as its "gateway to Asia". Will we see more flights to Asia?
AA adding DFW-NGO/KIX nonstop service might be possibilities due to
(a) companies based in Greater Nagoya and Greater Osaka that have their North American headquarters in the DFW Metroplex such as Toyota (based in Greater Nagoya) having its headquarters in Plano and Kubota (based in Osaka) having its North American headquarters in Grapevine, TX near DFW Airport,
(b) Greater Osaka being one of the largest markets by population in the world that isn't served nonstop from DFW,
(c) connecting opportunities available onto JL NGO-TSN/TPE and KIX-BKK/TPE flights, and
(d) connecting opportunities available to other AA destinations in the U.S. (especially in the South) at DFW.
AA adding DFW-TPE nonstop service might be a possibility due to (a) Taiwan currently lacking AA service whereas Japan, Mainland China, Hong Kong, and South Korea are already served by AA, (b) TPE not currently having any nonstop service to DFW, and (c) AA adding DFW-TPE would provide easier access to Taiwan from the U.S.
AA adding DFW-KUL nonstop service might also be a possibility if there is enough demand due to (a) oneworld member airline MH having its main hub at KUL, (b) connecting opportunities available to Malaysia, Indonesia, and Singapore at KUL on MH, and (c) AA having connecting feed from other U.S. destinations.Ishrion wrote:What other destinations could AA expand to from DFW?
AA adding DFW-ALB/BTV/CHO/MFR/PVD/ROA/ROC/AVP/SYR nonstop service are possibilities with ALB, BTV, CHO, MFR, PVD, ROA, ROC, AVP, and SYR being top domestic destinations traveled to from DFW that aren't currently served nonstop from DFW. AA also would not face any competition from WN on DFW-BTV/CHO/MFR/ROA/AVP/SYR, whereas WN has 1-stop connecting service to ALB, PVD, and ROC from DAL.Ishrion wrote:Could any other airlines add flights to DFW?
While TYO already has nonstop service from DFW on both AA and JL, I have previously mentioned NH possibly adding DFW-TYO nonstop service if there is enough demand for additional nonstop service to TYO from DFW due to the business ties that exist between the DFW Metroplex and Japan along with the connecting opportunities available at TYO on NH and its partners.
EI adding DFW-DUB nonstop service and IB adding DFW-MAD nonstop service might be possibilities due to (a) connecting opportunities available at DUB and MAD to other European destinations, (b) EI and IB both being members of the AA/BA/IB/AY/EI TATL JV, and (c) EI and IB being able to offer connections onto AA flights out of DFW.
HA adding DFW-HNL nonstop service might be a possibility with DFW being one of the top domestic destinations traveled to from HNL that isn't currently served by HA.
While G4 doesn't currently serve the Dallas/Fort Worth market, G4 had previously mentioned possibly adding some international flights out of DFW in an application for international service that was approved in 2019.
audian wrote:Looks like Emirates is changing its schedule to DFW from March.
Now the departure time for EK222 is 18:45 instead of 11:15 am.
And the route will be served by 777-200LR instead of 300ER.
Delta28L wrote:audian wrote:Looks like Emirates is changing its schedule to DFW from March.
Now the departure time for EK222 is 18:45 instead of 11:15 am.
And the route will be served by 777-200LR instead of 300ER.
So the Qatar and Emirates flights will be departing within an hour of each other.
audian wrote:Looks like Emirates is changing its schedule to DFW from March.
Now the departure time for EK222 is 18:45 instead of 11:15 am.
And the route will be served by 777-200LR instead of 300ER.
jplatts wrote:Ishrion wrote:In 2020, AA designated DFW as its "gateway to Asia". Will we see more flights to Asia?
AA adding DFW-NGO/KIX nonstop service might be possibilities.
gdg9 wrote:jplatts wrote:Ishrion wrote:In 2020, AA designated DFW as its "gateway to Asia". Will we see more flights to Asia?
AA adding DFW-NGO/KIX nonstop service might be possibilities.
If I am not mistaken, AA has tried DFW-KIX at least twice and possible three times?
Ishrion wrote:DFW is using Runway 31L for landing and 31R for takeoffs/landings. Definitely a rare occasion.
maps4ltd wrote:Some takeoffs on 31R also, like AA1280 DFW-EWR.
FURUREFA wrote:I’m on AA639 SFO-DFW. Diverted to Austin (skd 1:31p arrival) and still here (now 4p) along with DFW inbounds from LAX and PDX (all I can see from my window).
Super88 wrote:I've been watching them build the extension to the international terminal but can't tell how many gets there will be 3 maybe 4. Saw a TUI 787 at DFW not to long ago, not sure if it was charter or cargo. nice to see something different at DFW.
Ishrion wrote:For what it's worth, AA just added DFW to Eugene, a 1,600 mile E-175 flight.
citationjet wrote:Ishrion wrote:For what it's worth, AA just added DFW to Eugene, a 1,600 mile E-175 flight.
Per AA.com the block time for flight #4061 DFW to EUG is 4:20.
Ishrion wrote:“Medford Airport asks for support in adding flight to Dallas-Fort Worth”
http://www.kdrv.com/templates/AMP?contentID=573684931
Ishrion wrote:DFW is using Runway 31L for landing and 31R for takeoffs/landings. Definitely a rare occasion.
FriscoHeavy wrote:Can someone explain to me why they’d use 31R for takeoff over 31L when ‘Left’ is slightly (300 ft) longer?
mcoatc wrote:FriscoHeavy wrote:Can someone explain to me why they’d use 31R for takeoff over 31L when ‘Left’ is slightly (300 ft) longer?
31L go arounds can easily be turned west to de-conflict with 31R departures (of which two headings were used).
In the other scenario, turning a 31R arrival east into DAL doesn't work well for anyone involved. And as you said the difference in length is pretty marginal. We're talking full power takeoffs in strong winds in January. Watching the wind drift and groundspeed was fun.
FriscoHeavy wrote:mcoatc wrote:FriscoHeavy wrote:Can someone explain to me why they’d use 31R for takeoff over 31L when ‘Left’ is slightly (300 ft) longer?
31L go arounds can easily be turned west to de-conflict with 31R departures (of which two headings were used).
In the other scenario, turning a 31R arrival east into DAL doesn't work well for anyone involved. And as you said the difference in length is pretty marginal. We're talking full power takeoffs in strong winds in January. Watching the wind drift and groundspeed was fun.
That makes sense (regarding the DAL traffic). Thanks for sharing.
Regarding takeoff - Just because it's windy and January doesn't have anything to do with 'full power takeoffs'. 9,000 ft is adequate for 99% of flights and given that it's A. into the wind and B. not hot -- a vast majority of flights would not need 'full takeoff power'. Perhaps a few flights to the Middle East or Asia (if operating), but not flights to Europe or even East Asia (Japan, etc).
jmc1975 wrote:Is the southernmost portion of Terminal C going to get a more permanent structure instead of the existing glorified modular structure?
washingtonflyer wrote:Figure they want all the gates they can get. Was there Thursday and terminals C and A were quite crowded.