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.

As far as SBN/FWA DTW coming back I'll believe when I see it also. The SBN-ATL flights have lots of enplanements according to the DOT statistics same for FWA-ATL. DOT Statistics show that the enplanements to MSP on the lone flight in the morning have taken a large jump the past 12 months but pilot/fleet shortages at Skywest might keep the afternoon flight from returning. SBN-ATL on DL and SBN-CLT on AA are running neck and neck on market share and enplanements and AA has added a third daily flight in the late afternoon to cover for DL's pulling of the DTW flight and has the luxury with PSA of swapping out CRJ700's and CRJ900's depending on load factor. In SBN's case if traffic on SBN-ATL would return to pre-Covid levels and crew shortages continue at Skywest and Endeavor then DL could bring some mainline in with B717's which are actually cheaper to operate than any of the CRJ's. I wonder if that's why DL moved back to the gates in the old section of the terminal with the stronger ramp pavement and ramp room and full sized jetbridges.

WA707atMSP wrote:

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.

Over the past couple of years, that trend has reversed and the death rate on the roads has increased. Some politicians in Minnesota are openly decrying the higher death rates on our roads. I think a major culprit is distracted driving, which would be a problem no matter what the speed limit is. However, the fact remains that it takes longer to quickly stop a vehicle going 75 MPH than it does to quickly stop a vehicle going 55 MPH, and the impact forces are much higher at 75 MPH than they are at 55 MPH.

What’s the quote… speed doesn’t kill, it’s suddenly coming to a stop that gets you.

kavok wrote:

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.

FWIW, as of now DL is replacing the CR2 aircraft on routes like ATL-CSG/BQK/ABY/VLD where it has generally been running 3x/daily with CR9s at 2x/day. However, some of these don't appear to be RON.

AVLAirlineFreq wrote:

kavok wrote:

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.

FWIW, as of now DL is replacing the CR2 aircraft on routes like ATL-CSG/BQK/ABY/VLD where it has generally been running 3x/daily with CR9s at 2x/day. However, some of these don't appear to be RON.

DHN and GTR at least, do not have a RON after the swap. Those passengers don’t have any other options besides going to other airports.

freakyrat wrote:

kavok wrote:

dtwpilot225 wrote:

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.

As far as SBN/FWA DTW coming back I'll believe when I see it also. The SBN-ATL flights have lots of enplanements according to the DOT statistics same for FWA-ATL. DOT Statistics show that the enplanements to MSP on the lone flight in the morning have taken a large jump the past 12 months but pilot/fleet shortages at Skywest might keep the afternoon flight from returning. SBN-ATL on DL and SBN-CLT on AA are running neck and neck on market share and enplanements and AA has added a third daily flight in the late afternoon to cover for DL's pulling of the DTW flight and has the luxury with PSA of swapping out CRJ700's and CRJ900's depending on load factor. In SBN's case if traffic on SBN-ATL would return to pre-Covid levels and crew shortages continue at Skywest and Endeavor then DL could bring some mainline in with B717's which are actually cheaper to operate than any of the CRJ's. I wonder if that's why DL moved back to the gates in the old section of the terminal with the stronger ramp pavement and ramp room and full sized jetbridges.

PreCovid, DTW-FWA/SBN was regularly at 3x/4x daily on CR2s, which is obviously 150/200 seats daily. I don’t see why people think it’s that far fetched to think that at least a 1x CR9 (70/76 seats) could return. PostCovid FWA/SBN pax numbers to/from the Northeast may be down, but they also didn’t become nonexistent either.

And while ATL does still offer FWA/SBN a 1-stop connection to most places that would connect over DTW, it’s also significantly out of the way if going to/from the Northeast. A DTW connection would likely shave almost 2 hours of flight time on a hypothetical routing of FWA/SBN-ATL/DTW-Northeast. That’s a big deal for us business travelers, as that 2 hour time savings could be the difference between needing an extra hotel night or not.

Adding back DTW to FWA/SBN will free up some seats on north/south routes to ATL, and probably pull back some pax from AA who are connecting in CLT, and who not surprisingly find FWA/SBN-DTW-BOS/NYC/etc. more convenient. The issue isn’t demand, but pilots and frames.

kavok wrote:

freakyrat wrote:

kavok wrote:

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.

As far as SBN/FWA DTW coming back I'll believe when I see it also. The SBN-ATL flights have lots of enplanements according to the DOT statistics same for FWA-ATL. DOT Statistics show that the enplanements to MSP on the lone flight in the morning have taken a large jump the past 12 months but pilot/fleet shortages at Skywest might keep the afternoon flight from returning. SBN-ATL on DL and SBN-CLT on AA are running neck and neck on market share and enplanements and AA has added a third daily flight in the late afternoon to cover for DL's pulling of the DTW flight and has the luxury with PSA of swapping out CRJ700's and CRJ900's depending on load factor. In SBN's case if traffic on SBN-ATL would return to pre-Covid levels and crew shortages continue at Skywest and Endeavor then DL could bring some mainline in with B717's which are actually cheaper to operate than any of the CRJ's. I wonder if that's why DL moved back to the gates in the old section of the terminal with the stronger ramp pavement and ramp room and full sized jetbridges.

PreCovid, DTW-FWA/SBN was regularly at 3x/4x daily on CR2s, which is obviously 150/200 seats daily. I don’t see why people think it’s that far fetched to think that at least a 1x CR9 (70/76 seats) could return. PostCovid FWA/SBN pax numbers to/from the Northeast may be down, but they also didn’t become nonexistent either.

And while ATL does still offer FWA/SBN a 1-stop connection to most places that would connect over DTW, it’s also significantly out of the way if going to/from the Northeast. A DTW connection would likely shave almost 2 hours of flight time on a hypothetical routing of FWA/SBN-ATL/DTW-Northeast. That’s a big deal for us business travelers, as that 2 hour time savings could be the difference between needing an extra hotel night or not.

Adding back DTW to FWA/SBN will free up some seats on north/south routes to ATL, and probably pull back some pax from AA who are connecting in CLT, and who not surprisingly find FWA/SBN-DTW-BOS/NYC/etc. more convenient. The issue isn’t demand, but pilots and frames.

Moving SBN/FWA-ATL to B717's would free up Skywest to move their CRJ900's back to the Midwest to operate SBN/FWA-DTW flights. Skywest just moved a base into ATL because Endeavor couldn't cover all their routes and then Skywest is short of Captains so they cannot cover their Midwest flying to DTW. This morning Skywest had a morning meltdown at SBN with AA's DFW flight being 2.5 hrs late and the DL MSP flight requiring a fresh airplane brought in from MKE to fly the flight. Weather issues at MSP didn't help either. Usually Skywest would have a frame from all three of their majors over at the SBN maintenance hangar as spares.

Personally I feel that of the traffic to the Northeast picks up the DTW flights will resume. What would be better for Delta as both SBN and FWA have all the GSE equipment for A220's is to run a morning A220 from both airports to DTW and on to LGA or BOS. Something will give with DTW in the later half of 2023 or maybe by summer as more pilots come on line.

Heard whispers that DL is looking at expanding Australian services potentially adding a new destination.

I heard LAX-MEL. Only recently have the planners at DL realized AU/NZ-US traffic is high yielding akin to the Pacific version of US-EU.

freakyrat wrote:

kavok wrote:

freakyrat wrote:

As far as SBN/FWA DTW coming back I'll believe when I see it also. The SBN-ATL flights have lots of enplanements according to the DOT statistics same for FWA-ATL. DOT Statistics show that the enplanements to MSP on the lone flight in the morning have taken a large jump the past 12 months but pilot/fleet shortages at Skywest might keep the afternoon flight from returning. SBN-ATL on DL and SBN-CLT on AA are running neck and neck on market share and enplanements and AA has added a third daily flight in the late afternoon to cover for DL's pulling of the DTW flight and has the luxury with PSA of swapping out CRJ700's and CRJ900's depending on load factor. In SBN's case if traffic on SBN-ATL would return to pre-Covid levels and crew shortages continue at Skywest and Endeavor then DL could bring some mainline in with B717's which are actually cheaper to operate than any of the CRJ's. I wonder if that's why DL moved back to the gates in the old section of the terminal with the stronger ramp pavement and ramp room and full sized jetbridges.

PreCovid, DTW-FWA/SBN was regularly at 3x/4x daily on CR2s, which is obviously 150/200 seats daily. I don’t see why people think it’s that far fetched to think that at least a 1x CR9 (70/76 seats) could return. PostCovid FWA/SBN pax numbers to/from the Northeast may be down, but they also didn’t become nonexistent either.

And while ATL does still offer FWA/SBN a 1-stop connection to most places that would connect over DTW, it’s also significantly out of the way if going to/from the Northeast. A DTW connection would likely shave almost 2 hours of flight time on a hypothetical routing of FWA/SBN-ATL/DTW-Northeast. That’s a big deal for us business travelers, as that 2 hour time savings could be the difference between needing an extra hotel night or not.

Adding back DTW to FWA/SBN will free up some seats on north/south routes to ATL, and probably pull back some pax from AA who are connecting in CLT, and who not surprisingly find FWA/SBN-DTW-BOS/NYC/etc. more convenient. The issue isn’t demand, but pilots and frames.

Moving SBN/FWA-ATL to B717's would free up Skywest to move their CRJ900's back to the Midwest to operate SBN/FWA-DTW flights. Skywest just moved a base into ATL because Endeavor couldn't cover all their routes and then Skywest is short of Captains so they cannot cover their Midwest flying to DTW. This morning Skywest had a morning meltdown at SBN with AA's DFW flight being 2.5 hrs late and the DL MSP flight requiring a fresh airplane brought in from MKE to fly the flight. Weather issues at MSP didn't help either. Usually Skywest would have a frame from all three of their majors over at the SBN maintenance hangar as spares.

Personally I feel that of the traffic to the Northeast picks up the DTW flights will resume. What would be better for Delta as both SBN and FWA have all the GSE equipment for A220's is to run a morning A220 from both airports to DTW and on to LGA or BOS. Something will give with DTW in the later half of 2023 or maybe by summer as more pilots come on line.

More likely to see 717 than 220. 220 to DTW isn’t any benefit to those big GTFs, they need longer flights to make them worthwhile. Not to mention no 220 crew base in DTW compared to 717, so another count in favor.

x1234 wrote:

I heard LAX-MEL. Only recently have the planners at DL realized AU/NZ-US traffic is high yielding akin to the Pacific version of US-EU.

Well pre-COVID DL had a JV with Virgin Australia, so they were getting much more of that traffic than currently and know what that traffic yields.

x1234 wrote:

I heard LAX-MEL. Only recently have the planners at DL realized AU/NZ-US traffic is high yielding akin to the Pacific version of US-EU.

Sounds great, but I'll believe it when I see it. Is there a souce for this? Last time there were rumors of LAX-AKL and SLC-ICN and other routes which obviously have never been announced. Just curious, because there were a lot of other "internal announcements" like the A35K which never actually were publically announced.

x1234 wrote:

I heard LAX-MEL. Only recently have the planners at DL realized AU/NZ-US traffic is high yielding akin to the Pacific version of US-EU.

This actually isn't all that surprising.
A couple weeks ago on the news here in Australia, there was a story on Melbourne airport hosting some 'convention' to get more airlines to fly;

I can't source it for the life of me, but the reporter effectively said that MEL wanted Air Canada to return, and Delta to begin flights.
Given they've increased their NW flights to Sydney from 7 to 10 weekly, I don't think it's a complete stab in the dark.

I tend to think that DL may well just focus on SYD-LAX and increase up to 2 x daily when required (currently increasing to 10 x weekly), but will be pleasantly surprised if they do launch another Australian city.

Whether or not the A359 in the DL configuration is suited to a route of MEL-LAX’s length is something that also has to be considered, but can see a market for it. It was also mentioned in a recent news report that MEL were looking to get DL to fly there, so we will see.

The MEL market to LAX currently has significant less capacity on it including:
- QF: reduced frequency and currently no A380 services
- UA: back up to the same level as pre-Covid after recently relaunching
- VA: no longer flying long haul

What has happened since pre-Covid days though:
- QF: launched MEL-DFW. MEL-SFO remains suspended with no information on whether it will be restarted.
- UA: now flying daily MEL-SFO, which is an increase from pre-Covid flights

There has been some fragmentation of the market, with less focus on LAX. As LAX remains the main gateway for Australia-US traffic, the demand would still likely be strong to look to tap into for DL if it sees it as a good opportunity, but will depend on whether they have the right aircraft and likely a good incentives deal on the table to get it going.

It’s a very competitive global marketplace afterall, so the optimal asset allocation will be important.

If dtw is going to do anything further with the 220 it should be places like sna, bzn, Mty, smf everything else the 717 can do

dtwpilot225 wrote:

If dtw is going to do anything further with the 220 it should be places like sna, bzn, Mty, smf everything else the 717 can do

Both of these aircraft have lower operating costs than any model of the CRJ's

DL is not deploying A220s on short-hop stuff. They are most certainly not putting them into anything FWA or SBN anytime soon.
That would be 717 or 2-class RJ territory.

Please stick to the topic. Complaining about the thread’s contents is counterproductive.

IndianicWorld wrote:

Whether or not the A359 in the DL configuration is suited to a route of MEL-LAX’s length is something that also has to be considered,

The A359 in DL configuration (280t) will very much be able to do MEL-LAX easily. I could also see something like AKL-LAX on the A339 if DL so chooses to launch it.

a320flyer wrote:

TonyClifton wrote:

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.

I’d be willing to bet it is timed so that the return goes to CVG.

Yep, that’s exactly what’s happening, operates from ATL the 4 days CVG-CDG does not run and begins right when RDU-CDG goes daily. I’d imagine DL knew BA was starting CVG-LHR (as they control the international gates and ticketing areas BA will have to use), so they kept the old frequency instead of moving it to daily like RDU.

Hopefully after a year demand grows enough to warrant daily serve again for 2024.

Well...CDG could get a huge uptick if the whole restriction debacle at AMS isnt resolved anytime soon

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.

schedule load shows it’s 2x RJ9 AZO-DTW starting early March. would imagine that doesn’t change as we get into the summer with more folks traveling. can’t say for MBS/LAN.

I noticed that some months back the BOS-LHR went to the A330-200 while BOS-DUB went to the 764. Does DUB now represent more premium traffic, which the 764 was ostensibly meant for?

chrisnh wrote:

I noticed that some months back the BOS-LHR went to the A330-200 while BOS-DUB went to the 764. Does DUB now represent more premium traffic, which the 764 was ostensibly meant for?

The 764 and A332 have basically the same number of premium seats. I wouldn’t read too much into swaps like that, things like cargo and aircraft availability/scheduling optimization probably plays a big role.

Its due to more cargo. LHR is the CARGO HUB of EMEA and the A33x aircraft can take LD3 containers/pallets side by side while the B76x aircraft have smaller LD2 containers/pallets.

Is 90 days out still the rule of thumb for schedule accuracy?

This is the DL network thread. If you’d like to discuss weather related cancellations, do so in the dedicated thread.

I thought BOS-SAN was going to twice daily at some point, but now I am not seeing it when I look at Summer 2023. Was I just imagining an eastbound flight that wasn't a redeye?

DeltaRules wrote:

Is 90 days out still the rule of thumb for schedule accuracy?

90 days the schedule is "fairly accurate" in terms of a frozen master schedule; routes, destinations, aircraft type, and general departure times
Within the 60-90 window there still tends to some minor tweaking in terms of aircraft type and departure times; as they work the schedule to available crew hours / aircraft availability
Under 60 days schedule is generally set.

For example; in the past 2 weeks, DL loaded a bunch changes to its March and April schedules.
That was essentially at the 90 mark for March.

In beginning of January, DL will put the February bid pack out to the pilots to bid their schedules/lines.

There are some exceptions to this, but its a general rule for planning purposes.

Some new BOS flying being reported here starting in May.
DL continuing its tit for tat with AA/B6 in the Northeast.

https://twitter.com/IshrionA/status/160 ... 6KtMwsAAAA

BOS-MEM 1x E75
BOS-SDF 1x E75
BOS-ILM 2x weekly E75

Resuming:
BOS-TVC E75 Summer Seasonal
BOS-MYR A220 Summer Seasonal

Also:
LGA-LIT 1x E75

Hasn’t BOS-MEM been planned for like 3 years now?

They planned it prepandemic and then kept pushing the start date back more and more without ever actually starting it. Hopefully it actually starts this time.

I'm gonna be that guy, ATL-SYD can and will become a thing.

A man can dream!

Bengals charter diverted to JFK

TWA772LR wrote:

I'm gonna be that guy, ATL-SYD can and will become a thing.

A man can dream!

LOL! Not a chance.

If DL ever gets the “legs” for ATL-SYD, I think they’d be better off doing JFK-SYD.
I mean, if they’re going to do ULH, why not do it somewhere with significant O&D traffic too. Can’t see much of that with ATL… it’d mainly be transit.

TWA772LR wrote:

I'm gonna be that guy, ATL-SYD can and will become a thing.

A man can dream!

Don’t worry bro, my wish is ATL-India, but that’s been crapped on because of Russian and Afghanistan airspace closures, plus the pandemic to an extent.

JJWess wrote:

If DL ever gets the “legs” for ATL-SYD, I think they’d be better off doing JFK-SYD.
I mean, if they’re going to do ULH, why not do it somewhere with significant O&D traffic too. Can’t see much of that with ATL… it’d mainly be transit.

This take is pretty much the opposite of how it works, to be blunt. ATL works better for a market like this because it consolidates so many O&Ds across Delta's network. JFK already has QF service and DL service there would require backtracking from the limited number of connecting markets it could serve. This is precisely why South Africa is served via ATL and not via the shorter JFK routing. ATL would be preferred for the same reason DFW works.

That said, I don't expect Delta to be entering doing either anytime soon.

Here’s an odd one. Delta is running an A220 on JFK-MCI from March 9-April 9. I know it can still change but this is definitely odd even for a placeholder schedule. Wonder what’s happening here?

a320flyer wrote:

evank516 wrote:

Here’s an odd one. Delta is running an A220 on JFK-MCI from March 9-April 9. I know it can still change but this is definitely odd even for a placeholder schedule. Wonder what’s happening here?

Not odd at all. Freeing up RJ time on a longer route so it can be used elsewhere. They’re doing this on many longer routes out of BOS served by RJs.

Then i guess the question is whether or not it sticks beyond April 9, or it reverts back to a CR9 (not sure if anything beyond April 9 is finalized yet). A larger aircraft for a flight that can be up to 3 hours is much more appealing.

avi8 wrote:

Merry Christmas!

Any idea why the thread on DL’s new routes from DCA was removed?

Where did they find the DCA slots? Someone mentioned new BOS routes but I counts find them anywhere.

It’s BOS-SDF/MEM daily on an E175 and ILM 2x a week on an E175.

PSU.DTW.SCE wrote:

Some new BOS flying being reported here starting in May.
DL continuing its tit for tat with AA/B6 in the Northeast.

https://twitter.com/IshrionA/status/160 ... 6KtMwsAAAA

BOS-MEM 1x E75
BOS-SDF 1x E75
BOS-ILM 2x weekly E75

Resuming:
BOS-TVC E75 Summer Seasonal
BOS-MYR A220 Summer Seasonal

Also:
LGA-LIT 1x E75

Odd, it appears as though BOS-MYR is weekend only service. Not really useful for those that want to have a golf trip (probably the only real draw to the area for people). You can't do a Wednesday to Saturday or Sunday trip. You'll have to connect one way, unless you're down there for a week.

B752OS wrote:

Odd, it appears as though BOS-MYR is weekend only service. Not really useful for those that want to have a golf trip (probably the only real draw to the area for people). You can't do a Wednesday to Saturday or Sunday trip. You'll have to connect one way, unless you're down there for a week.

Most rentals in the Myrtle Beach area require a week minimum during the summer, and the rental periods start on Saturday.

BowlingShoeDC9 wrote:

Hasn’t BOS-MEM been planned for like 3 years now?

AviationScorpio wrote:

They planned it prepandemic and then kept pushing the start date back more and more without ever actually starting it. Hopefully it actually starts this time.

DL BOS-SDF/MEM/TVC/ILM and LGA-LIT nonstop service will be operated by YX whereas the DL Connection nonstop routes out of CVG that were dropped in the last 3 years were operated by 9E 3 years ago.

I saw ATL-OGG is going year round in NS23 operating 5x weekly

Please continue in the 2023 edition below:
viewtopic.php?f=3&t=1479999