Moderators: richierich, ua900, PanAm_DC10, hOMSaR
PSU.DTW.SCE wrote:DL is also upgauging DTW & MSP - MDW to all mainline 717s (from CR7s) in May.
DTW-STL goes all mainline 4x 717 in May as well.
Finally some love coming for the core hubs in addition to all the stuff already mentioned all above.
Boeing757100 wrote:AVLAirlineFreq wrote:THERE'S STILL 15 DAYS LEFT IN DECEMBER FOR A BIG DELTA ANNOUNCEMENT!
SLC-ICN coming in 3, 2, 1......
jetawayusa wrote:Boeing757100 wrote:AVLAirlineFreq wrote:THERE'S STILL 15 DAYS LEFT IN DECEMBER FOR A BIG DELTA ANNOUNCEMENT!
SLC-ICN coming in 3, 2, 1......
No New DL ICN Service will be announced until the KE/OZ merger is Complete from (All Government) Anti-Trust regulators(Worldwide)!
Lets hope this merger is complete soon!
jetawayusa wrote:Boeing757100 wrote:AVLAirlineFreq wrote:THERE'S STILL 15 DAYS LEFT IN DECEMBER FOR A BIG DELTA ANNOUNCEMENT!
SLC-ICN coming in 3, 2, 1......
No New DL ICN Service will be announced until the KE/OZ merger is Complete from (All Government) Anti-Trust regulators(Worldwide)!
Lets hope this merger is complete soon!
BoeingG wrote:Why did DL add Tahiti if AF already services it? https://youtu.be/VS-_9sXGKEU
portola2727 wrote:BoeingG wrote:Why did DL add Tahiti if AF already services it? https://youtu.be/VS-_9sXGKEU
Clearly there's demand for more LAX-PPT flights. It's like asking why United flies SFO-PPT when French Bee already flies ORY-SFO-PPT.
CIDFlyer wrote:I wish DL would show some love to my airport CID. The schedule is paltry. We already lost Detroit but MSP was up to 3 daily CR9 as of November and flights are full. Now it’s back to 2x daily CR9 to MSP and 1 daily Airbus to ATL.
Compared to AA here which just announced a DCA flight, spring summer here on AA is approx 2x to CLT A320/CR9, 3x daily DFW all 319 but occasionally 2 A319 1 E75, 1 PHX A319 (switched to E75 for summer) 4 ORD (Mix of E75 E45 and CRJ depending on month) and 1 DCA CR9. They just aren’t competitive anymore. At least add back an ATL frequency for early evening.
BoeingG wrote:portola2727 wrote:BoeingG wrote:Why did DL add Tahiti if AF already services it? https://youtu.be/VS-_9sXGKEU
Clearly there's demand for more LAX-PPT flights. It's like asking why United flies SFO-PPT when French Bee already flies ORY-SFO-PPT.
Source?
BoeingG wrote:Unrelated: is DL's HPN-BOS service viable? A cursory glance at flights for January shows many empty seat maps. It seemed like an ill-advised, knee-jerk response to MX's rapid expansion there when it was first announced. I expect it will be axed by summer.
jbs2886 wrote:BoeingG wrote:Unrelated: is DL's HPN-BOS service viable? A cursory glance at flights for January shows many empty seat maps. It seemed like an ill-advised, knee-jerk response to MX's rapid expansion there when it was first announced. I expect it will be axed by summer.
Seat maps are not reliable indicators of load (or yield for that matter).
BoeingGuy wrote:jetawayusa wrote:Boeing757100 wrote:
SLC-ICN coming in 3, 2, 1......
No New DL ICN Service will be announced until the KE/OZ merger is Complete from (All Government) Anti-Trust regulators(Worldwide)!
Lets hope this merger is complete soon!
He was poking fun at the fact that some people seem to imagine there will be a big announcement of routes that are on their own wish lists.
Is DL going to actually start PDX-ICN? Pre-COVID I could see DL or KE trying SLC-ICN maybe 3X. However we are in a new world with Asia traffic slow to recover. It’s going to be awhile before possible routes like SLC-ICN or AA SEA-BLR become viable again.
a320flyer wrote:jbs2886 wrote:BoeingG wrote:Unrelated: is DL's HPN-BOS service viable? A cursory glance at flights for January shows many empty seat maps. It seemed like an ill-advised, knee-jerk response to MX's rapid expansion there when it was first announced. I expect it will be axed by summer.
Seat maps are not reliable indicators of load (or yield for that matter).
Technically yes, but they do give you a rough idea. It’s pretty clear bookings are low when not a single seat is selected on many dates less than a month out.
rainaviation2 wrote:Harlingen, Texas (HRL): Daily, February – April
jplatts wrote:rainaviation2 wrote:Harlingen, Texas (HRL): Daily, February – April
In addition to the seasonal nonstop service that DL has to MSP from HRL, DL adding HRL-ATL nonstop service might be a possibility with the significant amount of connecting opportunities that would be available through ATL to the Eastern U.S. and Europe if DL adds HRL-ATL nonstop service.
The Rio Grande Valley is also not a small market (at least by population) as more than 1.3 million people live on the Texas side of the Rio Grande Valley.
The Rio Grande Valley is also one of the biggest markets in the U.S. by population that doesn't have DL nonstop service to ATL.
Greater Fresno is the only other U.S. market with a population of over 1.3 million people that doesn't currently have DL nonstop service to ATL.
AVLAirlineFreq wrote:jplatts wrote:rainaviation2 wrote:Harlingen, Texas (HRL): Daily, February – April
In addition to the seasonal nonstop service that DL has to MSP from HRL, DL adding HRL-ATL nonstop service might be a possibility with the significant amount of connecting opportunities that would be available through ATL to the Eastern U.S. and Europe if DL adds HRL-ATL nonstop service.
The Rio Grande Valley is also not a small market (at least by population) as more than 1.3 million people live on the Texas side of the Rio Grande Valley.
The Rio Grande Valley is also one of the biggest markets in the U.S. by population that doesn't have DL nonstop service to ATL.
Greater Fresno is the only other U.S. market with a population of over 1.3 million people that doesn't currently have DL nonstop service to ATL.
Didn't HRL have non-stop service at one time pre-Covid from MSP? There is a huge snowbird population in south Texas from that area.
AVLAirlineFreq wrote:jplatts wrote:rainaviation2 wrote:Harlingen, Texas (HRL): Daily, February – April
In addition to the seasonal nonstop service that DL has to MSP from HRL, DL adding HRL-ATL nonstop service might be a possibility with the significant amount of connecting opportunities that would be available through ATL to the Eastern U.S. and Europe if DL adds HRL-ATL nonstop service.
The Rio Grande Valley is also not a small market (at least by population) as more than 1.3 million people live on the Texas side of the Rio Grande Valley.
The Rio Grande Valley is also one of the biggest markets in the U.S. by population that doesn't have DL nonstop service to ATL.
Greater Fresno is the only other U.S. market with a population of over 1.3 million people that doesn't currently have DL nonstop service to ATL.
Didn't HRL have non-stop service at one time pre-Covid from MSP? There is a huge snowbird population in south Texas from that area.
BoeingG wrote:Unrelated: is DL's HPN-BOS service viable? A cursory glance at flights for January shows many empty seat maps. It seemed like an ill-advised, knee-jerk response to MX's rapid expansion there when it was first announced. I expect it will be axed by summer.
APP47 wrote:PSU.DTW.SCE wrote:DL is also upgauging DTW & MSP - MDW to all mainline 717s (from CR7s) in May.
DTW-STL goes all mainline 4x 717 in May as well.
Finally some love coming for the core hubs in addition to all the stuff already mentioned all above.
The upgauging of MSP-MDW must be a reflection of limited regional capacity because there has not been mainline on that route for perhaps a decade. I fly the route every 6 weeks and gave up on MDW because I find the professionalism and reliability of the regional carriers to be substantially inferior to DL mainline.
The downgrading of MSP-CHI over the past 15 years is a story in itself. I remember a period when there were 45 flights a day each way on this route: hourly service on NW and UA to ORD, significant densities on AA, NW mainline to MDW and then a MDW based carrier with a bunch of flights, whether Midway, ATA, or WN. NW legendarily ran a daily 747 positioning for ORD-NRT. It's devolved to 4-5 WN flights and DL CR9s to MDW, while the ORD service among the network carriers has been fewer than 20 flights in aggregate. During '20/'21 all were operating RJs to ORD but DL/UA are mostly back to all mainline.
WA707atMSP wrote:I think the higher speed limit on I-94 is another reason air traffic to Chicago from DTW and MSP has decreased.
In the 1980s, the speed limit was 55, strictly enforced. Now, it's 70, with no enforcement, which means most motorists drive at least 80. This has significantly lowered the driving time from Minneapolis or Detroit to Chicago.
Of course, the higher speed limit is also a big reason why the death rate from auto accidents has increased so much.....
BowlingShoeDC9 wrote:WA707atMSP wrote:I think the higher speed limit on I-94 is another reason air traffic to Chicago from DTW and MSP has decreased.
In the 1980s, the speed limit was 55, strictly enforced. Now, it's 70, with no enforcement, which means most motorists drive at least 80. This has significantly lowered the driving time from Minneapolis or Detroit to Chicago.
Of course, the higher speed limit is also a big reason why the death rate from auto accidents has increased so much.....
The death rate in terms of total deaths, deaths per capita, and deaths per vehicle mile traveled has decreased pretty consistently since the 55mph limit was removed.
For the record I’m not saying that the 55mph limit caused more fatalities, just that its overall effect on safety is far from clear.
WA707atMSP wrote:I think the higher speed limit on I-94 is another reason air traffic to Chicago from DTW and MSP has decreased.
In the 1980s, the speed limit was 55, strictly enforced. Now, it's 70, with no enforcement, which means most motorists drive at least 80. This has significantly lowered the driving time from Minneapolis or Detroit to Chicago.
Of course, the higher speed limit is also a big reason why the death rate from auto accidents has increased so much.....
MAH4546 wrote:BoeingG wrote:Unrelated: is DL's HPN-BOS service viable? A cursory glance at flights for January shows many empty seat maps. It seemed like an ill-advised, knee-jerk response to MX's rapid expansion there when it was first announced. I expect it will be axed by summer.
It’s slot squatting. They don’t have enough staffing to best utilize HPN slots right now. All airlines are slot squatting to some extent due to the pilot shortages.
TW870 wrote:APP47 wrote:PSU.DTW.SCE wrote:DL is also upgauging DTW & MSP - MDW to all mainline 717s (from CR7s) in May.
DTW-STL goes all mainline 4x 717 in May as well.
Finally some love coming for the core hubs in addition to all the stuff already mentioned all above.
The upgauging of MSP-MDW must be a reflection of limited regional capacity because there has not been mainline on that route for perhaps a decade. I fly the route every 6 weeks and gave up on MDW because I find the professionalism and reliability of the regional carriers to be substantially inferior to DL mainline.
The downgrading of MSP-CHI over the past 15 years is a story in itself. I remember a period when there were 45 flights a day each way on this route: hourly service on NW and UA to ORD, significant densities on AA, NW mainline to MDW and then a MDW based carrier with a bunch of flights, whether Midway, ATA, or WN. NW legendarily ran a daily 747 positioning for ORD-NRT. It's devolved to 4-5 WN flights and DL CR9s to MDW, while the ORD service among the network carriers has been fewer than 20 flights in aggregate. During '20/'21 all were operating RJs to ORD but DL/UA are mostly back to all mainline.
Very good observation on the Chicago market. I first flew MSP-MDW on an NW 727 in the fall of 1983 tagging along on a business trip with my dad. We flw home out of ORD the same day on the 5pm 747-200 that came through from NRT.
Part of the reason there is less flying to Chicago now is because via consolidation, the airlines all have much stronger coastal hubs, which means that some traffic overflies their core midwestern hubs. When I worked for United in the late-1990s, we only flew ORD and DEN out of MSP. Yes, ORD was our hourly "business one" service. But to get to our European operation at IAD or Latin American operation at MIA, you had to go through ORD. Plus, we carried plenty of California traffic that didn't go through DEN, as there was no way to get to our LAX and SFO hubs non-stop to MSP. Today, after merging with Continental and strengthening all of their hubs, much of their New York, Washington, and California traffic goes non-stop, along with international connections at those hubs.
I do not miss those ORD hourly service days. Before the runway redesign at ORD, and with a giant schedule at ORD that was far larger than the airport's capacity on windy, rainy, or slower days, those flights were very unreliable. Today it is much easier to get to Chicago even if very cheap flights are less common.
evank516 wrote:MAH4546 wrote:BoeingG wrote:Unrelated: is DL's HPN-BOS service viable? A cursory glance at flights for January shows many empty seat maps. It seemed like an ill-advised, knee-jerk response to MX's rapid expansion there when it was first announced. I expect it will be axed by summer.
It’s slot squatting. They don’t have enough staffing to best utilize HPN slots right now. All airlines are slot squatting to some extent due to the pilot shortages.
There are no slots at HPN. HPN is limited to the number of passengers that can pass through every hour or something like that. But there are no slots.TW870 wrote:APP47 wrote:
The upgauging of MSP-MDW must be a reflection of limited regional capacity because there has not been mainline on that route for perhaps a decade. I fly the route every 6 weeks and gave up on MDW because I find the professionalism and reliability of the regional carriers to be substantially inferior to DL mainline.
The downgrading of MSP-CHI over the past 15 years is a story in itself. I remember a period when there were 45 flights a day each way on this route: hourly service on NW and UA to ORD, significant densities on AA, NW mainline to MDW and then a MDW based carrier with a bunch of flights, whether Midway, ATA, or WN. NW legendarily ran a daily 747 positioning for ORD-NRT. It's devolved to 4-5 WN flights and DL CR9s to MDW, while the ORD service among the network carriers has been fewer than 20 flights in aggregate. During '20/'21 all were operating RJs to ORD but DL/UA are mostly back to all mainline.
Very good observation on the Chicago market. I first flew MSP-MDW on an NW 727 in the fall of 1983 tagging along on a business trip with my dad. We flw home out of ORD the same day on the 5pm 747-200 that came through from NRT.
Part of the reason there is less flying to Chicago now is because via consolidation, the airlines all have much stronger coastal hubs, which means that some traffic overflies their core midwestern hubs. When I worked for United in the late-1990s, we only flew ORD and DEN out of MSP. Yes, ORD was our hourly "business one" service. But to get to our European operation at IAD or Latin American operation at MIA, you had to go through ORD. Plus, we carried plenty of California traffic that didn't go through DEN, as there was no way to get to our LAX and SFO hubs non-stop to MSP. Today, after merging with Continental and strengthening all of their hubs, much of their New York, Washington, and California traffic goes non-stop, along with international connections at those hubs.
I do not miss those ORD hourly service days. Before the runway redesign at ORD, and with a giant schedule at ORD that was far larger than the airport's capacity on windy, rainy, or slower days, those flights were very unreliable. Today it is much easier to get to Chicago even if very cheap flights are less common.
MSP-JFK returns to mainline in May as well (FINALLY). DTW-JFK is still on RJs. Hope to see mainline back on that too.
SESGDL wrote:evank516 wrote:MAH4546 wrote:
It’s slot squatting. They don’t have enough staffing to best utilize HPN slots right now. All airlines are slot squatting to some extent due to the pilot shortages.
There are no slots at HPN. HPN is limited to the number of passengers that can pass through every hour or something like that. But there are no slots.TW870 wrote:
Very good observation on the Chicago market. I first flew MSP-MDW on an NW 727 in the fall of 1983 tagging along on a business trip with my dad. We flw home out of ORD the same day on the 5pm 747-200 that came through from NRT.
Part of the reason there is less flying to Chicago now is because via consolidation, the airlines all have much stronger coastal hubs, which means that some traffic overflies their core midwestern hubs. When I worked for United in the late-1990s, we only flew ORD and DEN out of MSP. Yes, ORD was our hourly "business one" service. But to get to our European operation at IAD or Latin American operation at MIA, you had to go through ORD. Plus, we carried plenty of California traffic that didn't go through DEN, as there was no way to get to our LAX and SFO hubs non-stop to MSP. Today, after merging with Continental and strengthening all of their hubs, much of their New York, Washington, and California traffic goes non-stop, along with international connections at those hubs.
I do not miss those ORD hourly service days. Before the runway redesign at ORD, and with a giant schedule at ORD that was far larger than the airport's capacity on windy, rainy, or slower days, those flights were very unreliable. Today it is much easier to get to Chicago even if very cheap flights are less common.
MSP-JFK returns to mainline in May as well (FINALLY). DTW-JFK is still on RJs. Hope to see mainline back on that too.
There’s currently mainline on one of the 3 daily MSP-JFK flights.
Jeremy
evank516 wrote:MAH4546 wrote:BoeingG wrote:Unrelated: is DL's HPN-BOS service viable? A cursory glance at flights for January shows many empty seat maps. It seemed like an ill-advised, knee-jerk response to MX's rapid expansion there when it was first announced. I expect it will be axed by summer.
It’s slot squatting. They don’t have enough staffing to best utilize HPN slots right now. All airlines are slot squatting to some extent due to the pilot shortages.
There are no slots at HPN. HPN is limited to the number of passengers that can pass through every hour or something like that. But there are no slots.TW870 wrote:[quote="APP47"
joeblow10 wrote:AVLAirlineFreq wrote:jplatts wrote:
In addition to the seasonal nonstop service that DL has to MSP from HRL, DL adding HRL-ATL nonstop service might be a possibility with the significant amount of connecting opportunities that would be available through ATL to the Eastern U.S. and Europe if DL adds HRL-ATL nonstop service.
The Rio Grande Valley is also not a small market (at least by population) as more than 1.3 million people live on the Texas side of the Rio Grande Valley.
The Rio Grande Valley is also one of the biggest markets in the U.S. by population that doesn't have DL nonstop service to ATL.
Greater Fresno is the only other U.S. market with a population of over 1.3 million people that doesn't currently have DL nonstop service to ATL.
Didn't HRL have non-stop service at one time pre-Covid from MSP? There is a huge snowbird population in south Texas from that area.
It did. IIRC though it was weekends only and only Feb-Apr on an OO CRJ-900. Was a pretty limited service. Although as of now, it appears to be going away after May unless they haven’t loaded the summer yet. SY is year round.
evank516 wrote:SESGDL wrote:evank516 wrote:
There are no slots at HPN. HPN is limited to the number of passengers that can pass through every hour or something like that. But there are no slots.
MSP-JFK returns to mainline in May as well (FINALLY). DTW-JFK is still on RJs. Hope to see mainline back on that too.
There’s currently mainline on one of the 3 daily MSP-JFK flights.
Jeremy
Used to be all mainline.
jetlanta wrote:The MSP changes are just a sign of whats to come. Expect similar Summer 2023 changes, and beyond, as aircraft/crew availability becomes more clear. These will be heavily focused on MSP, DTW and ATL.
freakyrat wrote:jetlanta wrote:The MSP changes are just a sign of whats to come. Expect similar Summer 2023 changes, and beyond, as aircraft/crew availability becomes more clear. These will be heavily focused on MSP, DTW and ATL.
Delta Informed SBN and FWA that the DTW flights are projected to return toward the later half of 2023 pending crew availability at Endeavor and Skywest.
The noon SBN-ATL CRJ900 flight resumes in April.
AVLAirlineFreq wrote:For a loyal DL customer like myself, the lack of connectivity from SLC to secondary and tertiary Western markets can be frustrating. I get that there's relatively little meaningful volume through them, but it can be maddening.
nickvanw wrote:AVLAirlineFreq wrote:For a loyal DL customer like myself, the lack of connectivity from SLC to secondary and tertiary Western markets can be frustrating. I get that there's relatively little meaningful volume through them, but it can be maddening.
Folks can call it what they want - whether it's "not a hole" because Delta is such a big international carrier - but ultimately they get that way by doing a lot of flying and being able to connect people to/from as many places as possible. That's why SBN-DTW going away is so annoying, as are some of the other gaps.
I travel to SBP frequently from the PNW and it's unfortunate how little service to that area Delta has.
UA flies SBP-SFO, SBP-DEN and SBP-LAX
AA flies SBP-DFW and SBP-PHX
AS flies SBP-SEA, SBP-PDX and SBP-SAN
DL can't even manage a single flight to SLC or LAX (or SEA). I usually fly to SFO or SJC and (or even a UA SFO-SBP), or suck it up and fly AS if the ticket is cheap enough (which it often is not - fares can sometimes be very high).
In the grand scheme of things, it does not detract from Delta's grandiose route network, but these start to stack up when there are holes like this.
SLCaviation wrote:nickvanw wrote:AVLAirlineFreq wrote:For a loyal DL customer like myself, the lack of connectivity from SLC to secondary and tertiary Western markets can be frustrating. I get that there's relatively little meaningful volume through them, but it can be maddening.
Folks can call it what they want - whether it's "not a hole" because Delta is such a big international carrier - but ultimately they get that way by doing a lot of flying and being able to connect people to/from as many places as possible. That's why SBN-DTW going away is so annoying, as are some of the other gaps.
I travel to SBP frequently from the PNW and it's unfortunate how little service to that area Delta has.
UA flies SBP-SFO, SBP-DEN and SBP-LAX
AA flies SBP-DFW and SBP-PHX
AS flies SBP-SEA, SBP-PDX and SBP-SAN
DL can't even manage a single flight to SLC or LAX (or SEA). I usually fly to SFO or SJC and (or even a UA SFO-SBP), or suck it up and fly AS if the ticket is cheap enough (which it often is not - fares can sometimes be very high).
In the grand scheme of things, it does not detract from Delta's grandiose route network, but these start to stack up when there are holes like this.
Delta has these “holes” everywhere at SLC. SBA, SBP, RDD, ACV, ASE, GJT, DRO, HDN, COD, FLG, and SAF. Delta is moving away from regional connections but these regional flights are what keep their SLC hub going.
TonyClifton wrote:evank516 wrote:SESGDL wrote:
There’s currently mainline on one of the 3 daily MSP-JFK flights.
Jeremy
Used to be all mainline.
Depends on when. It’s bounced between RJ, Mainline, and a combo for years. DTW JFK has had far more regional presence, would be great to see some shift to the 220.
nickvanw wrote:
Folks can call it what they want - whether it's "not a hole" because Delta is such a big international carrier - but ultimately they get that way by doing a lot of flying and being able to connect people to/from as many places as possible. That's why SBN-DTW going away is so annoying, as are some of the other gaps.
evank516 wrote:TonyClifton wrote:evank516 wrote:
Used to be all mainline.
Depends on when. It’s bounced between RJ, Mainline, and a combo for years. DTW JFK has had far more regional presence, would be great to see some shift to the 220.
MSP-JFK was mainline for years before the pandemic with A319s, A320s, and 717s and they were about to introduce A220s. Capacity on that route tanked last year.
freakyrat wrote:evank516 wrote:TonyClifton wrote:Depends on when. It’s bounced between RJ, Mainline, and a combo for years. DTW JFK has had far more regional presence, would be great to see some shift to the 220.
MSP-JFK was mainline for years before the pandemic with A319s, A320s, and 717s and they were about to introduce A220s. Capacity on that route tanked last year.
Was talking to an Endeavor Captain who said traffic to the NYC area has not returned in the numbers that Delta had hoped for so the DTW connecting traffic out of places like SBN, FWA and others hadn't either and that is reflected in the DTW traffic numbers for some of those airports.
evank516 wrote:I don't think NYC traffic will ever be what it was pre-pandemic again. This high frequency RJ service from NYC is no longer needed. They can consolidate frequencies and upgauge aircraft on some of these routes and probably do just fine. For example, some cities with 5x RJ frequencies to NYC could probably survive with 2x A220/A319s or 1xA220 1xE175
evank516 wrote:freakyrat wrote:evank516 wrote:
MSP-JFK was mainline for years before the pandemic with A319s, A320s, and 717s and they were about to introduce A220s. Capacity on that route tanked last year.
Was talking to an Endeavor Captain who said traffic to the NYC area has not returned in the numbers that Delta had hoped for so the DTW connecting traffic out of places like SBN, FWA and others hadn't either and that is reflected in the DTW traffic numbers for some of those airports.
I don't think NYC traffic will ever be what it was pre-pandemic again. This high frequency RJ service from NYC is no longer needed. They can consolidate frequencies and upgauge aircraft on some of these routes and probably do just fine. For example, some cities with 5x RJ frequencies to NYC could probably survive with 2x A220/A319s or 1xA220 1xE175
tjerome wrote:Don't believe it was mentioned before, but there is a 3rd ATL-CDG flight on some days of the week next summer. On a 764 leaving at 6:30pm.
dtwpilot225 wrote:freakyrat wrote:jetlanta wrote:The MSP changes are just a sign of whats to come. Expect similar Summer 2023 changes, and beyond, as aircraft/crew availability becomes more clear. These will be heavily focused on MSP, DTW and ATL.
Delta Informed SBN and FWA that the DTW flights are projected to return toward the later half of 2023 pending crew availability at Endeavor and Skywest.
The noon SBN-ATL CRJ900 flight resumes in April.
That’s a step in the right direction
kavok wrote:dtwpilot225 wrote:freakyrat wrote:
Delta Informed SBN and FWA that the DTW flights are projected to return toward the later half of 2023 pending crew availability at Endeavor and Skywest.
The noon SBN-ATL CRJ900 flight resumes in April.
That’s a step in the right direction
Agreed. It will be interesting to see what frequency is used.
Specifically, I will be curious if they are just a 1x daily RON CR9, or if it comes back at 2x daily like AZO/MBS/LAN. I still maintain that for those closer-in DTW routes to be palatable to the remaining business travelers, that multiple daily frequencies are needed to improve load factors. But I understand with the pilot/fleet shortages why it may only be 1x daily initially, which is far better than what exists today.
As an anecdote, on my own work trips to smaller markets, I fully accept the inevitability of at least one of 1) a near midnight arrival or 2) a ~5am departure. But when the 1x daily forces me to do both (and thus a second hotel night with both being short-sleep), I start checking for other options.
But however it may return, agreed it’s a step in the right direction.
MIflyer12 wrote:evank516 wrote:I don't think NYC traffic will ever be what it was pre-pandemic again. This high frequency RJ service from NYC is no longer needed. They can consolidate frequencies and upgauge aircraft on some of these routes and probably do just fine. For example, some cities with 5x RJ frequencies to NYC could probably survive with 2x A220/A319s or 1xA220 1xE175
If they want to retain high-yield business traffic (whatever is left of it) they're going to need schedules that support same-day trips XXX-NYC.
kavok wrote:evank516 wrote:freakyrat wrote:
Was talking to an Endeavor Captain who said traffic to the NYC area has not returned in the numbers that Delta had hoped for so the DTW connecting traffic out of places like SBN, FWA and others hadn't either and that is reflected in the DTW traffic numbers for some of those airports.
I don't think NYC traffic will ever be what it was pre-pandemic again. This high frequency RJ service from NYC is no longer needed. They can consolidate frequencies and upgauge aircraft on some of these routes and probably do just fine. For example, some cities with 5x RJ frequencies to NYC could probably survive with 2x A220/A319s or 1xA220 1xE175
ATL and LGA are the lone remaining high frequency hubs in the DL network at this point. ATL is for obvious reasons, and LGA is because DL feels the need to keep all of their LGA slots. There is no logistical way for LGA, and thus NYC, not to be high frequency… if DL doesn’t relinquish (or lease out) their slots.
