FAQ

WHAT IS THIS REPORT?
This compares departures for sale THIS WEEK for the stated period versus what was for sale LAST WEEK...It does NOT compare to last year or now (UNLESS OTHERWISE STATED).

HOW DO I READ IT?
XXX-YYY DEC 4>5 JAN 4>5 ; means that the listed airline changed the frequency between the two airports to add from 4 to 5 roundtrips in December and January. No other months were changed. I only list one direction, although it is possible the listed change is only one way. It is too difficult to average the two directions. I assume the change is roundtrip and that is most often the case.

WHERE ARE SEATS SHOWN?
They aren't. This only shows departures.

HOW ARE THE DAILY DEPARTURES CALCULATED?
This report uses total operations for the month listed, divided over the days in the month.

WHAT ARE THE FRACTIONAL FLIGHTS?
Flights that do not operate every day of the month create fractional service. In most cases flights are rounded, but in the case of international service or markets with low frequency, fractions are shown. For example, if a flight operates 4 times in April it will show 4/30=0.133=0.1. Also , a flight that only operates once per week may vary between 0.1 and 0.2 because a weekday may repeat either 4 or 5 times depending on the month.

WHAT ABOUT CARRIERS THAT DON'T PUBLISH A SCHEDULE 9 MONTHS IN ADVANCE?
Most airlines publish schedules 11 months in advance. This report covers the next 9 months. That avoids seeing schedules as they are loaded. Several LCCs load their schedules less than 9 months into the future. I remove the schedule adds if I see them and show a year over year (YOY) comparison if I notice them.

THOSE FLIGHTS AREN'T DELTA, THEY ARE SKYWEST
This report only shows the marketing code. It is too complicated to show all the operators.

THE FREQUENCIES MAY HAVE CHANGED AS YOU SHOW, BUT THE SEATS DIDNT CHANGE BECAUSE OF EQUIPMENT SWAPS
That is a natural weakness of a frequency based report, but it provides something to discuss below.

THIS LOOKS LIKE AN ERROR?
The carriers file the schedules. They do make mistakes. Most of the mistakes I have seen are either related to code shares not being marked as "duplicates" or carriers filing flights with invalid data such as equipment codes that are not standard. This causes flights to not appear.

CHARTERS?
Lately charters have been showing up in the database. I have no idea if that will continue.

I marked some of the ones I thought were interesting with an "*".

2D FLL-CCS JUL 1.0>0.7 AUG 1.0>0.7 SEP 1.0>0.6 OCT 1.0>0.6 NOV 1.0>0.6 DEC 1.0>0.5
2D JFK-CUN JUL 1.0>0.8
Didn't this just going in last week? Fishing expedition?
*2D LAX-SJU JUL 0.3>0 AUG 0.3>0 SEP 0.3>0 OCT 0.3>0 NOV 0.3>0 DEC 0.3>0 JAN 0.3>0 FEB 0.3>0

3M ECP-MCO AUG 0.6>0.4
3M ECP-TPA AUG 0.5>0.3
Interesting that nothing is cut to provide aircraft/crew...
*3M FLL-CCC NOV 0>0.2 DEC 0>0.5 JAN 0>0.4 FEB 0>0.4
*3M FLL-CFG OCT 0>0.1 NOV 0>0.3 DEC 0>0.3 JAN 0>0.3 FEB 0>0.3
*3M FLL-CMW OCT 0>0.4 NOV 0>0.7 DEC 0>0.7 JAN 0>0.7 FEB 0>0.7
*3M FLL-CYO DEC 0>0.1 JAN 0>0.1 FEB 0>0.1
*3M FLL-HOG OCT 0>0.2 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-MZO DEC 0>0.2 JAN 0>0.4 FEB 0>0.4
*3M FLL-SCU NOV 0>0.9 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-SNU SEP 0>0.4 OCT 0>0.8 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-VRA DEC 0>0.5 JAN 0>0.6 FEB 0>0.6

*AA MIA-CFG SEP 0>0.8 OCT 0>1.0 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*AA MIA-CMW SEP 0>0.7 OCT 0>1.0 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*AA MIA-HOG SEP 0>1.6 OCT 0>2 NOV 0>2 DEC 0>2 JAN 0>2 FEB 0>2
*AA MIA-SNU SEP 0>1.5 OCT 0>2 NOV 0>2 DEC 0>2 JAN 0>2 FEB 0>2
*AA MIA-VRA SEP 0>1.3 OCT 0>2 NOV 0>2 DEC 0>2 JAN 0>2 FEB 0>2

AC RSW-YUL DEC 0.8>0.5

AG MIA-AUA JUL 0>1.0 NOV 0.2>1.0 DEC 0.0>1.0 JAN 0.2>1.0 FEB 0>1.0

AM BOS-MEX SEP 0.9>0.7 OCT 0.9>0.7
AM IAD-MEX OCT 0.7>0.9
AM IAH-MTY AUG 1.0>1.7 SEP 1.0>1.7 OCT 1.0>1.7 NOV 1.0>1.7 DEC 1.0>1.7 JAN 1.0>1.7 FEB 1.0>1.7
AM LAX-GDL DEC 2>3 JAN 2>3
AM LAX-MEX DEC 6>7
AM MIA-MID OCT 0.6>0.7
AM ORD-MEX OCT 2>3

B6 BOS-AUA NOV 1.1>1.3 DEC 1.2>1.3

BW JFK-KIN SEP 1.4>1.1 OCT 1.5>1.0 NOV 1.4>1.0 DEC 1.5>1.0 JAN 1.4>1.0 FEB 1.4>1.0

CA JFK-PEK NOV 2>1.5 DEC 2>1.6 JAN 2>1.6 FEB 2>1.6
*CA SJC-PVG NOV 0>0.4 DEC 0>0.5 JAN 0>0.4 FEB 0>0.4

DL ATL-CUN DEC 7>6
DL ATL-MBJ NOV 4>3 DEC 5>4
DL ATL-PBI OCT 11>12 NOV 11>12 JAN 11>12 FEB 11>12
DL ATL-SDF OCT 8>9
DL ATL-SJO NOV 1.9>1.8
DL DTW-ATL SEP 10>11 OCT 10>11
DL DTW-LAN JAN 4>5
DL DTW-RIC JAN 3>4 FEB 3>4
DL JFK-PUJ NOV 1.6>1.2 DEC 1.8>1.6
DL LGA-RDU SEP 8>7 OCT 8>7 NOV 8>7 DEC 9>8 JAN 8>7 FEB 8>7
DL MIA-LAX SEP 1.0>0.7 OCT 1.0>0.7
DL MSP-FCO SEP 1.0>0.9
DL SLC-AMS FEB 0.7>0.6
DL SLC-CDG JAN 0.7>0.6 FEB 0.7>0.6
DL SLC-GDL SEP 0.6>0.3 OCT 0.5>0.3 NOV 0.4>0.3 DEC 0.8>0.6
DL SLC-MEX OCT 1.0>0.9 NOV 0.9>0.8

DY BOS-FDF FEB 0>0.3
DY BOS-PTP FEB 0>0.3
DY BWI-FDF FEB 0>0.3
DY BWI-PTP FEB 0>0.3
DY JFK-FDF FEB 0>0.4
DY JFK-PTP FEB 0>0.4

FI EWR-KEF DEC 0.8>0.6 JAN 0.7>0.6 FEB 0.6>0.4

G4 LAS-TYS JUL 0.3>0.2

Not sure who LF is
*LF BNA-TUP SEP 0>3 OCT 0>3 NOV 0>3 DEC 0>3 JAN 0>0.7

LY JFK-TLV SEP 3>1.9

MU HNL-PVG NOV 1.0>0.7 DEC 1.0>0.7 JAN 1.0>0.7 FEB 1.0>0.7
MU ORD-PVG NOV 1.0>0.8 DEC 1.0>0.9 JAN 1.0>0.8 FEB 1.0>0.9

P1 is Public Charters Inc. Who is the actual operator I wonder?
P1 MIA-HAV JUL 0>1.0 AUG 0>1.0 SEP 0>1.0 OCT 0>1.0 NOV 0>1.0 DEC 0>1.0 JAN 0>0.3

Q7 FLL-BIM JUL 0.5>0.8 AUG 0.4>0.7 SEP 0.4>0.7 OCT 0.4>0.7 NOV 0.4>0.7 DEC 0.4>0.7 JAN 0.4>0.7 FEB 0.4>0.7
*Q7 FLL-NAS JUL 0>1.2 AUG 0>1.1 SEP 0>1.2 OCT 0>1.2 NOV 0>1.1 DEC 0>1.2 JAN 0>1.2 FEB 0>1.1

QF LAX-MEL NOV 1.3>1.2
QF SFO-SYD NOV 0.8>0.7

SE JFK-CDG DEC 0>0.3 JAN 0>0.1

*SQ LAX-ICN OCT 0>0.3 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*SQ SFO-ICN OCT 1.0>0.7 NOV 1.0>0 DEC 1.0>0 JAN 1.0>0 FEB 1.0>0
*SQ SFO-SIN OCT 0>0.3 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0

UA DEN-ASE NOV 5>4
UA DEN-BZN NOV 4>3
UA DEN-DRO NOV 7>6
UA DEN-FLL NOV 1.0>0.2
UA DEN-FSD NOV 5>4
UA DEN-HDN NOV 1.7>1.0
UA DEN-LAS NOV 6>5
UA DEN-LIR DEC 0.2>0.4
UA DEN-MAF NOV 3>2
UA DEN-MLI NOV 1.8>1.0
**UA DEN-PTY DEC 0.2>0 JAN 0.3>0 FEB 0.3>0
UA DEN-SBA NOV 1.9>3
*UA DEN-SJO JAN 0.1>0 FEB 0.1>0
UA DEN-SLC NOV 7>6
UA DEN-STL NOV 5>6
UA DEN-TUS NOV 5>4
UA DEN-YWG NOV 1.8>1.0
UA DEN-YYZ NOV 3>1.7
UA EWR-ALB NOV 5>6
UA EWR-AUA DEC 1.8>3 JAN 1.5>3
UA EWR-AUS NOV 4>3
UA EWR-BTV NOV 5>4
UA EWR-BWI NOV 5>4
UA EWR-CDG SEP 2>1.8 OCT 1.9>1.6
UA EWR-CLT NOV 6>7
UA EWR-CUN DEC 4>5 JAN 4>5
UA EWR-GCM JAN 0.2>0.3 FEB 0.1>0.3
UA EWR-LAS NOV 7>6
UA EWR-LIR FEB 1.3>1.0
UA EWR-MCI NOV 4>3
UA EWR-MHT NOV 4>3
UA EWR-MKE NOV 3>4
UA EWR-MSN NOV 1.0>2.0
UA EWR-OMA NOV 3>1.7
UA EWR-ORF NOV 6>5
UA EWR-PBI NOV 8>7
UA EWR-PHX NOV 4>3
UA EWR-PUJ JAN 1.5>3
UA EWR-RDU NOV 7>8 DEC 7>8 JAN 7>8 FEB 7>8
UA EWR-RIC NOV 5>6
UA EWR-ROC NOV 6>5
UA EWR-SEA NOV 3>1.7
UA EWR-STL NOV 6>5
UA EWR-SXM JAN 1.2>1.3 FEB 1.1>1.4
UA EWR-YYZ NOV 5>4
UA IAD-ATL NOV 3>4
UA IAD-CAE NOV 3>4
UA IAD-CHO NOV 3>4
UA IAD-CUN DEC 1.9>3 JAN 1.2>1.7
UA IAD-FAY NOV 3>1.9
UA IAD-GCM JAN 0.6>0.3 FEB 0.6>0.2
UA IAD-PVD NOV 2.0>4 DEC 2>3
UA IAD-ROA NOV 1.9>3
UA IAD-SCE NOV 4>3
UA IAD-SXM JAN 0.4>0.1 FEB 0.4>0.1
UA IAD-SYR NOV 4>3
UA IAD-TYS NOV 3>1.9
UA IAH-ASE SEP 0.2>0.0
UA IAH-BOS NOV 5>4
UA IAH-BTR NOV 7>6
UA IAH-BWI NOV 3>1.7
UA IAH-CRP DEC 7>6
UA IAH-CUN DEC 7>6
UA IAH-CVG NOV 5>4
UA IAH-CZM JAN 0.3>0.5
UA IAH-DEN NOV 12>11
UA IAH-FLL NOV 5>4
UA IAH-GCM JAN 0.2>0.4
UA IAH-GSP NOV 1.0>2
UA IAH-HRL NOV 3>4
UA IAH-HUX DEC 0.3>0.5 JAN 0.4>0.7 FEB 0.4>0.7
UA IAH-IAD NOV 4>5
UA IAH-LBB NOV 3>4 DEC 3>4
UA IAH-LCH NOV 4>3
UA IAH-LIR DEC 3>2.0
UA IAH-MCI NOV 5>4 DEC 5>4 JAN 5>4
UA IAH-MCO NOV 7>6
UA IAH-MEM NOV 5>6
UA IAH-MLU NOV 3>1.8
UA IAH-PUJ DEC 0.8>0.6 JAN 0.2>0.4
UA IAH-RIC NOV 1.8>0.9
UA IAH-SAV NOV 2.0>1.0
UA IAH-SDF NOV 4>3
UA IAH-SEA NOV 6>4 DEC 6>5
UA IAH-VER JAN 3>1.2 FEB 2>1.0
UA IAH-ZLO DEC 0.6>0.5
UA LAX-CLE NOV 1.8>1.1
UA LAX-CUN JAN 1.2>1.3
UA LAX-FAT NOV 1.1>3 DEC 1.1>1.9
UA LAX-IAD NOV 8>7
UA LAX-IAH NOV 13>12
UA LAX-LAS NOV 4>5
UA LAX-MCO NOV 2>1.1
UA LAX-PHX NOV 4>3
UA LAX-SAN NOV 5>6
UA LAX-SMF NOV 3>4
UA LAX-TUS NOV 1.0>2
UA ORD-CAK NOV 4>5
UA ORD-CZM DEC 0.3>0.2
UA ORD-DFW NOV 8>7
UA ORD-EWR NOV 11>12
UA ORD-GRR NOV 6>5
UA ORD-LIR JAN 0.2>0.3
UA ORD-PUJ FEB 1.1>1.0
UA ORD-PVD NOV 1.7>1.1
UA ORD-SJO FEB 0.3>0.1
UA ORD-SXM FEB 0.4>0.2
UA ORD-YOW OCT 4>3
UA SFO-AUS NOV 5>4 DEC 5>4
UA SFO-CLE NOV 2>1.1
UA SFO-CUN DEC 2.0>3 JAN 1.4>1.6
UA SFO-IAD NOV 10>9 DEC 10>9
UA SFO-IAH JAN 9>8
UA SFO-OGG NOV 4>3
UA SFO-ORD NOV 15>14
UA SFO-PHX NOV 4>5
UA SFO-RDD NOV 2>3
UA SFO-SAN NOV 10>9
UA SFO-SEA NOV 10>9
UA SFO-SLC NOV 6>5
UA SFO-YVR NOV 4>3

*W3 JFK-LOS NOV 0>0.4 DEC 0>0.5 JAN 0>0.4 FEB 0>0.4

Y4 DFW-GDL NOV 0.4>0.6 DEC 0.4>0.6 JAN 0.4>0.5 FEB 0.4>0.6
Y4 FAT-GDL DEC 1.2>1.4 JAN 1.1>1.3
Y4 IAH-GDL NOV 0.4>0.6 DEC 0.4>0.6 JAN 0.4>0.5 FEB 0.4>0.6
Y4 JFK-GDL NOV 0.4>0.6 DEC 0.4>0.7 JAN 0.6>0.7
Y4 LAS-GDL NOV 1.0>1.1 DEC 1.0>1.2
Y4 LAX-BJX NOV 0.6>0.7 DEC 0.5>0.7 JAN 0.6>0.7 FEB 0.6>0.7
Y4 LAX-GDL DEC 3>4
Y4 LAX-MEX NOV 1.0>2 DEC 1.0>2
Y4 LAX-MLM DEC 0.6>0.7 JAN 0.6>0.7
Y4 LAX-ZCL NOV 0.4>0.6 DEC 0.4>0.5
Y4 MCO-GDL DEC 0.3>0.4
Y4 MCO-MEX DEC 0.6>0.8
Y4 MDW-BJX DEC 0.3>0.4
Y4 MDW-MLM NOV 0.7>0.8 DEC 0.7>1.0 JAN 0.8>1.0 FEB 0.9>1.0
Y4 MDW-ZCL NOV 0.3>0.4 DEC 0.3>0.5 JAN 0.3>0.5 FEB 0.3>0.5
Y4 OAK-GDL JUL 1.7>0.2 AUG 1.7>0.3 SEP 1.1>0.3 DEC 1.0>1.5 JAN 1.0>1.5
Y4 OAK-MLM NOV 0.3>0.4
Y4 ONT-GDL DEC 0.7>0.9 FEB 0.9>0.7
Y4 ORD-MEX NOV 0.7>0.8 DEC 0.7>1.0
Y4 PDX-GDL DEC 0.4>0.5 JAN 0.4>0.5
Y4 PHX-CUL NOV 0.3>0.4 DEC 0.3>0.4 JAN 0.3>0.4 FEB 0.3>0.4
Y4 SAN-GDL JUL 0.5>0 AUG 0.3>0.0 DEC 0.3>0
**Y4 SAN-MEX SEP 0.3>0 OCT 0.3>0 NOV 0.3>0 DEC 0.5>0 JAN 0.4>0 FEB 0.3>0
Y4 SAT-GDL NOV 0.3>0.5 DEC 0.3>0.6 JAN 0.3>0.5 FEB 0.3>0.4
Y4 SFO-GDL JUL 0>1.6 AUG 0>1.7 SEP 0>1.1
Y4 SJC-GDL DEC 1.2>1.3 JAN 1.1>1.3
Y4 SMF-GDL DEC 0.7>1.0 JAN 0.7>0.8

ZK CYS-DEN JUL 3>1.3
ZK CYS-WRL JUL 0.7>0.4
ZK DEN-EAR JUL 1.7>1.1
ZK DEN-FMN JUL 0.7>0.1
ZK DEN-LBF JUL 1.4>0.7
ZK PHX-PRC JUL 0.4>0.3

enilria wrote:

P1 is Public Charters Inc. Who is the actual operator I wonder?
P1 MIA-HAV JUL 0>1.0 AUG 0>1.0 SEP 0>1.0 OCT 0>1.0 NOV 0>1.0 DEC 0>1.0 JAN 0>0.3

Flights cannot be bought yet on their website...

enilria wrote:

Not sure who LF is
*LF BNA-TUP SEP 0>3 OCT 0>3 NOV 0>3 DEC 0>3 JAN 0>0.7

Corporate Flight Management, Inc.

Do the mouseover links no longer appear on the new format? Hopefully that gets addressed.

in Sabre the P1 flight MIA-HAV shows operated by Eastern!

RJNUT wrote:

in Sabre the P1 flight MIA-HAV shows operated by Eastern!

Interesting, given that Eastern did not get scheduled approval. I wonder how that is connected?

HPRamper wrote:

Do the mouseover links no longer appear on the new format? Hopefully that gets addressed.

One more complaint about this site makeover.

HPRamper wrote:

Do the mouseover links no longer appear on the new format? Hopefully that gets addressed.

It was always wrong and broken. And Google is only a click away. It can stay gone. ¯\_(ツ)_/¯

enilria wrote:

Interesting that nothing is cut to provide aircraft/crew...
*3M FLL-CCC NOV 0>0.2 DEC 0>0.5 JAN 0>0.4 FEB 0>0.4
*3M FLL-CFG OCT 0>0.1 NOV 0>0.3 DEC 0>0.3 JAN 0>0.3 FEB 0>0.3
*3M FLL-CMW OCT 0>0.4 NOV 0>0.7 DEC 0>0.7 JAN 0>0.7 FEB 0>0.7
*3M FLL-CYO DEC 0>0.1 JAN 0>0.1 FEB 0>0.1
*3M FLL-HOG OCT 0>0.2 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-MZO DEC 0>0.2 JAN 0>0.4 FEB 0>0.4
*3M FLL-SCU NOV 0>0.9 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-SNU SEP 0>0.4 OCT 0>0.8 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-VRA DEC 0>0.5 JAN 0>0.6 FEB 0>0.6

It appears that Silver is going to lose their entire Washington Dulles operation... which is 7 airplanes. Lots of airlines circling on that EAS bid and many communities selecting anyone BUT Silver.

HPRamper wrote:

Do the mouseover links no longer appear on the new format? Hopefully that gets addressed.

I can live with most of the changes to this forum, but this to me is a huge negative.

"*W3 JFK-LOS NOV 0>0.4 DEC 0>0.5 JAN 0>0.4 FEB 0>0.4"

I had to look this one up ... W3 is Arik Air ... if anyone else is wondering

"2D FLL-CCS JUL 1.0>0.7 AUG 1.0>0.7 SEP 1.0>0.6 OCT 1.0>0.6 NOV 1.0>0.6 DEC 1.0>0.5
2D JFK-CUN JUL 1.0>0.8
*2D LAX-SJU JUL 0.3>0 AUG 0.3>0 SEP 0.3>0 OCT 0.3>0 NOV 0.3>0 DEC 0.3>0 JAN 0.3>0 FEB 0.3>0"

2D is Dynamic Airways ... if anyone else is wondering

Does AA have the capacity at MIA to handle a dozen more daily mainline flights all at once for the Cuba? I seem to recall that with the return to a banked operation, gate utilization there was rather stretched.

GSP psgr wrote:

Does AA have the capacity at MIA to handle a dozen more daily mainline flights all at once for the Cuba? I seem to recall that with the return to a banked operation, gate utilization there was rather stretched.

With the vast majority of the Cuba demand being from the MIA area, AA can schedule these flights at non-banked slow times I would think.

I pretty much forgot UA was still doing DEN-PTY/SJO. I remembered when they reduced the frequencies. Then they fell from the mind.

klwright69 wrote:

I pretty much forgot UA was still doing DEN-PTY/SJO. I remembered when they reduced the frequencies. Then they fell from the mind.

Ditto. I feel like UA has tried these types of Central America routes in the last few years from some of the hubs and they've been dropped as well.

Also with regards to UA, Lot's of trimming at EWR I see.

OOOHHHHHHH this site is annoying now...

Assuming this is a permanent drop of service at SAN by Volaris, it doesn't come as any big surprise. Their service has been terribly spotty and getting more infrequent as time has gone by.

Then, late last year, the trans-border terminal/bridge opened and probably sealed the Y4 routes' fate: I assume it's now easier than ever for those north of the border who want to fly to GDL and MEX, domestically (via TIJ), on Mexican cx, to do so.

I still maintain that a U.S. carrier offering service From Lindbergh Field to both Mexican destinations would be successful. I would love to see AS or WN or someone try it.

bb

Re: gate space at MIA... I remember the idea of remote stands/parking being raised. That will make Miami an even bigger quagmire.

piedmont762 wrote:

klwright69 wrote:

I pretty much forgot UA was still doing DEN-PTY/SJO. I remembered when they reduced the frequencies. Then they fell from the mind.

Ditto. I feel like UA has tried these types of Central America routes in the last few years from some of the hubs and they've been dropped as well.

Also with regards to UA, Lot's of trimming at EWR I see.

I thought that some of these could survive, but I guess IAH is the better hub for these services, but UA atleast tried the waters for these routes.

enilria wrote:

FAQ
DL LGA-RDU SEP 8>7 OCT 8>7 NOV 8>7 DEC 9>8 JAN 8>7 FEB 8>7

Interesting-ish in light of the DL EWR-RDU / UA LGA-RDU events of the past couple of weeks.

kbmiflyer wrote:

I can live with most of the changes to this forum, but this to me is a huge negative.

The quoting system is awful, unless I'm missing something.

usxguy wrote:

enilria wrote:

Interesting that nothing is cut to provide aircraft/crew...
*3M FLL-CCC NOV 0>0.2 DEC 0>0.5 JAN 0>0.4 FEB 0>0.4
*3M FLL-CFG OCT 0>0.1 NOV 0>0.3 DEC 0>0.3 JAN 0>0.3 FEB 0>0.3
*3M FLL-CMW OCT 0>0.4 NOV 0>0.7 DEC 0>0.7 JAN 0>0.7 FEB 0>0.7
*3M FLL-CYO DEC 0>0.1 JAN 0>0.1 FEB 0>0.1
*3M FLL-HOG OCT 0>0.2 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-MZO DEC 0>0.2 JAN 0>0.4 FEB 0>0.4
*3M FLL-SCU NOV 0>0.9 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-SNU SEP 0>0.4 OCT 0>0.8 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-VRA DEC 0>0.5 JAN 0>0.6 FEB 0>0.6

It appears that Silver is going to lose their entire Washington Dulles operation... which is 7 airplanes. Lots of airlines circling on that EAS bid and many communities selecting anyone BUT Silver.

Good catch!

GSP psgr wrote:

Does AA have the capacity at MIA to handle a dozen more daily mainline flights all at once for the Cuba?

Does FLL? They gained like 12 flights per day...so far...

piedmont762 wrote:

Also with regards to UA, Lot's of trimming at EWR I see.

Before they had to protect slots during slow seasons. No more...

SANFan wrote:

OOOHHHHHHH this site is annoying now...

Assuming this is a permanent drop of service at SAN by Volaris, it doesn't come as any big surprise. Their service has been terribly spotty and getting more infrequent as time has gone by.

Then, late last year, the trans-border terminal/bridge opened and probably sealed the Y4 routes' fate: I assume it's now easier than ever for those north of the border who want to fly to GDL and MEX, domestically (via TIJ), on Mexican cx, to do so.

Agreed on both points...I'm not sure if I will be able to put up with the awful quoting system...and yes, the bridge thingy is a big deal.

ty97 wrote:

enilria wrote:
FAQ
DL LGA-RDU SEP 8>7 OCT 8>7 NOV 8>7 DEC 9>8 JAN 8>7 FEB 8>7


Interesting-ish in light of the DL EWR-RDU / UA LGA-RDU events of the past couple of weeks.

I missed that. Another example of how DL is no longer the biggest retaliator. OTOH, we should check the equipment!

AVENSAB727 wrote:

piedmont762 wrote:

klwright69 wrote:

I pretty much forgot UA was still doing DEN-PTY/SJO. I remembered when they reduced the frequencies. Then they fell from the mind.

Ditto. I feel like UA has tried these types of Central America routes in the last few years from some of the hubs and they've been dropped as well.

Also with regards to UA, Lot's of trimming at EWR I see.

I thought that some of these could survive, but I guess IAH is the better hub for these services, but UA atleast tried the waters for these routes.

IAH economy is in the Toilet with regards to business travel - obviously a hub for United so it works to central/South America

usxguy wrote:

enilria wrote:

Interesting that nothing is cut to provide aircraft/crew...
*3M FLL-CCC NOV 0>0.2 DEC 0>0.5 JAN 0>0.4 FEB 0>0.4
*3M FLL-CFG OCT 0>0.1 NOV 0>0.3 DEC 0>0.3 JAN 0>0.3 FEB 0>0.3
*3M FLL-CMW OCT 0>0.4 NOV 0>0.7 DEC 0>0.7 JAN 0>0.7 FEB 0>0.7
*3M FLL-CYO DEC 0>0.1 JAN 0>0.1 FEB 0>0.1
*3M FLL-HOG OCT 0>0.2 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-MZO DEC 0>0.2 JAN 0>0.4 FEB 0>0.4
*3M FLL-SCU NOV 0>0.9 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-SNU SEP 0>0.4 OCT 0>0.8 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-VRA DEC 0>0.5 JAN 0>0.6 FEB 0>0.6

It appears that Silver is going to lose their entire Washington Dulles operation... which is 7 airplanes. Lots of airlines circling on that EAS bid and many communities selecting anyone BUT Silver.

Good catch!

GSP psgr wrote:

Does AA have the capacity at MIA to handle a dozen more daily mainline flights all at once for the Cuba?

Does FLL? They gained like 12 flights per day...so far...

piedmont762 wrote:

Also with regards to UA, Lot's of trimming at EWR I see.

Before they had to protect slots during slow seasons. No more...

SANFan wrote:

OOOHHHHHHH this site is annoying now...

Assuming this is a permanent drop of service at SAN by Volaris, it doesn't come as any big surprise. Their service has been terribly spotty and getting more infrequent as time has gone by.

Then, late last year, the trans-border terminal/bridge opened and probably sealed the Y4 routes' fate: I assume it's now easier than ever for those north of the border who want to fly to GDL and MEX, domestically (via TIJ), on Mexican cx, to do so.

Agreed on both points...I'm not sure if I will be able to put up with the awful quoting system...and yes, the bridge thingy is a big deal.

ty97 wrote:

enilria wrote:
FAQ
DL LGA-RDU SEP 8>7 OCT 8>7 NOV 8>7 DEC 9>8 JAN 8>7 FEB 8>7


Interesting-ish in light of the DL EWR-RDU / UA LGA-RDU events of the past couple of weeks.

I missed that. Another example of how DL is no longer the biggest retaliator. OTOH, we should check the equipment![/quote]

In regards to Silver and FLL as a whole, yes there is gate space. Silver can have I think 3 planes at a time at C8, so they can add what would amount to 3 daily flights easily. Remember, Silver oftentimes uses the Customs blacktop in lieu of the H gates. jetBlue might have an issue with Customs, but they have some dead periods at their gates as well. Southwest will have the biggest issue. Do you start service now and deplane at H or wait until the A concourse opens and risk losing the flights?

enilria wrote:

enilria wrote:

Not sure who LF is
*LF BNA-TUP SEP 0>3 OCT 0>3 NOV 0>3 DEC 0>3 JAN 0>0.7

Corporate Flight Management, Inc.

Yup. They do business as Contour (http://contourairlines.com/) and use 9-seat J31s. They seem to have okay loads so far.

LAXdude1023 wrote:

piedmont762 wrote:

AVENSAB727 wrote:

I thought that some of these could survive, but I guess IAH is the better hub for these services, but UA atleast tried the waters for these routes.

IAH economy is in the Toilet with regards to business travel - obviously a hub for United so it works to central/South America

Dude, cut the drama.

We have seen a reduction in fares paid and some lower levels of business travel. In the toilet? Hardly. Were still going to generate over 4 million international O&D pax a year.

It's not dramatic, it's fact. How many routes has UA dropped or downsized from IAH this year? Lagos was the most recent casualty.

ty97 wrote:
enilria wrote:
FAQ
DL LGA-RDU SEP 8>7 OCT 8>7 NOV 8>7 DEC 9>8 JAN 8>7 FEB 8>7


Interesting-ish in light of the DL EWR-RDU / UA LGA-RDU events of the past couple of weeks.”
I missed that. Another example of how DL is no longer the biggest retaliator. OTOH, we should check the equipment!

It seems that the 717 will be in use on the route along with the CR7/CR9/E75.

LAXdude1023 wrote:

piedmont762 wrote:

LAXdude1023 wrote:

Dude, cut the drama.

We have seen a reduction in fares paid and some lower levels of business travel. In the toilet? Hardly. Were still going to generate over 4 million international O&D pax a year.

It's not dramatic, it's fact. How many routes has UA dropped or downsized from IAH this year? Lagos was the most recent casualty.

LOS is in a massive hole right now with the airlines. The airlines cannot get money out of Nigeria. ATL-LOS will be gone before too long as well. UA's exit give them some time, but the clock is ticking on any US-Nigeria route.

The others that were cut were: BFL, TYR, and ISN.

Please tell me how that amounts to business travel being in "the toilet"? Is it down from where it was at its peak, yes. Its also stabilized. But its not in a free fall whatsoever.

It's bad enough to the point that UA has publicly admitted it and is shifting resources to the "booming" travel markets - DEN & SFO.

jco613 wrote:

usxguy wrote:

enilria wrote:

Interesting that nothing is cut to provide aircraft/crew...
*3M FLL-CCC NOV 0>0.2 DEC 0>0.5 JAN 0>0.4 FEB 0>0.4
*3M FLL-CFG OCT 0>0.1 NOV 0>0.3 DEC 0>0.3 JAN 0>0.3 FEB 0>0.3
*3M FLL-CMW OCT 0>0.4 NOV 0>0.7 DEC 0>0.7 JAN 0>0.7 FEB 0>0.7
*3M FLL-CYO DEC 0>0.1 JAN 0>0.1 FEB 0>0.1
*3M FLL-HOG OCT 0>0.2 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-MZO DEC 0>0.2 JAN 0>0.4 FEB 0>0.4
*3M FLL-SCU NOV 0>0.9 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-SNU SEP 0>0.4 OCT 0>0.8 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0 FEB 0>1.0
*3M FLL-VRA DEC 0>0.5 JAN 0>0.6 FEB 0>0.6

It appears that Silver is going to lose their entire Washington Dulles operation... which is 7 airplanes. Lots of airlines circling on that EAS bid and many communities selecting anyone BUT Silver.

Good catch!

GSP psgr wrote:

Does AA have the capacity at MIA to handle a dozen more daily mainline flights all at once for the Cuba?

Does FLL? They gained like 12 flights per day...so far...

piedmont762 wrote:

Also with regards to UA, Lot's of trimming at EWR I see.

Before they had to protect slots during slow seasons. No more...

SANFan wrote:

OOOHHHHHHH this site is annoying now...

Assuming this is a permanent drop of service at SAN by Volaris, it doesn't come as any big surprise. Their service has been terribly spotty and getting more infrequent as time has gone by.

Then, late last year, the trans-border terminal/bridge opened and probably sealed the Y4 routes' fate: I assume it's now easier than ever for those north of the border who want to fly to GDL and MEX, domestically (via TIJ), on Mexican cx, to do so.

Agreed on both points...I'm not sure if I will be able to put up with the awful quoting system...and yes, the bridge thingy is a big deal.

ty97 wrote:

enilria wrote:
FAQ
DL LGA-RDU SEP 8>7 OCT 8>7 NOV 8>7 DEC 9>8 JAN 8>7 FEB 8>7


Interesting-ish in light of the DL EWR-RDU / UA LGA-RDU events of the past couple of weeks.

I missed that. Another example of how DL is no longer the biggest retaliator. OTOH, we should check the equipment!

In regards to Silver and FLL as a whole, yes there is gate space. Silver can have I think 3 planes at a time at C8, so they can add what would amount to 3 daily flights easily. Remember, Silver oftentimes uses the Customs blacktop in lieu of the H gates. jetBlue might have an issue with Customs, but they have some dead periods at their gates as well. Southwest will have the biggest issue. Do you start service now and deplane at H or wait until the A concourse opens and risk losing the flights?[/quote]
Looks like you have found another bug with the new a.net.
The quoting is screwed up and looks like you posted the same comments I did.

With HAV not even announced yet, I'm pretty sure FLL cannot accomodate what has been approved so far...but how much of it will really fly anyway?

Alsatian wrote:

It seems that the 717 will be in use on the route along with the CR7/CR9/E75.

I take it the 717s were not there before?

LAXdude1023 wrote:

You said IAH's business travel market is in the toilet. It isn't. End of story.

"In the toilet" really has no definitive meaning, but I can tell you that sales revenue from IAH to all destinations in F and J class was down 34.5% for March 2016 from prior year March according to MIDT and 45.4% from March 2014. That's a stunning drop.

Y4 SAN-GDL JUL 0.5>0 AUG 0.3>0.0 DEC 0.3>0
**Y4 SAN-MEX SEP 0.3>0 OCT 0.3>0 NOV 0.3>0 DEC 0.5>0 JAN 0.4>0 FEB 0.3>0

This does not surprise me. Viva aerobus recently entered the TIIJ: GDL and MEX markets. These routes are highly competitive with four carries: Volaris, Interjet, Aeromexico and now Viva aerobus offering multi flights a day. With the new Boarder Express airbridge between San Diego County and the Tijuana International Airport Mexican flights are easily accessible.

enilria wrote:

jco613 wrote:

usxguy wrote:

It appears that Silver is going to lose their entire Washington Dulles operation... which is 7 airplanes. Lots of airlines circling on that EAS bid and many communities selecting anyone BUT Silver.

Good catch!

GSP psgr wrote:

Does AA have the capacity at MIA to handle a dozen more daily mainline flights all at once for the Cuba?

Does FLL? They gained like 12 flights per day...so far...

piedmont762 wrote:

Also with regards to UA, Lot's of trimming at EWR I see.

Before they had to protect slots during slow seasons. No more...

SANFan wrote:

OOOHHHHHHH this site is annoying now...

Assuming this is a permanent drop of service at SAN by Volaris, it doesn't come as any big surprise. Their service has been terribly spotty and getting more infrequent as time has gone by.

Then, late last year, the trans-border terminal/bridge opened and probably sealed the Y4 routes' fate: I assume it's now easier than ever for those north of the border who want to fly to GDL and MEX, domestically (via TIJ), on Mexican cx, to do so.

Agreed on both points...I'm not sure if I will be able to put up with the awful quoting system...and yes, the bridge thingy is a big deal.

ty97 wrote:

enilria wrote:
FAQ
DL LGA-RDU SEP 8>7 OCT 8>7 NOV 8>7 DEC 9>8 JAN 8>7 FEB 8>7


Interesting-ish in light of the DL EWR-RDU / UA LGA-RDU events of the past couple of weeks.

I missed that. Another example of how DL is no longer the biggest retaliator. OTOH, we should check the equipment!

In regards to Silver and FLL as a whole, yes there is gate space. Silver can have I think 3 planes at a time at C8, so they can add what would amount to 3 daily flights easily. Remember, Silver oftentimes uses the Customs blacktop in lieu of the H gates. jetBlue might have an issue with Customs, but they have some dead periods at their gates as well. Southwest will have the biggest issue. Do you start service now and deplane at H or wait until the A concourse opens and risk losing the flights?

Looks like you have found another bug with the new a.net.
The quoting is screwed up and looks like you posted the same comments I did.

With HAV not even announced yet, I'm pretty sure FLL cannot accomodate what has been approved so far...but how much of it will really fly anyway?

Alsatian wrote:

It seems that the 717 will be in use on the route along with the CR7/CR9/E75.

I take it the 717s were not there before?

LAXdude1023 wrote:

You said IAH's business travel market is in the toilet. It isn't. End of story.

"In the toilet" really has no definitive meaning, but I can tell you that sales revenue from IAH to all destinations in F and J class was down 34.5% for March 2016 from prior year March according to MIDT and 45.4% from March 2014. That's a stunning drop.[/quote]

Wow - worse than I thought. I would call those numbers "in the toilet"

I take it the 717s were not there before?

Exactly

GSP psgr wrote:

Does AA have the capacity at MIA to handle a dozen more daily mainline flights all at once for the Cuba? I seem to recall that with the return to a banked operation, gate utilization there was rather stretched.

I just spent the weekend in and out of MIA and Its been 10yrs since i last used MIA and wow it was packed. I did see gates that had AA HAVANA charter flights and I suppose they will have no need for charter so there is some space.

LAXdude1023 wrote:

LOS is in a massive hole right now with the airlines.

The others that were cut were: BFL, TYR, and ISN.
...................
Your argument isn't holding water. They are shifting domestic capacity to DEN from not just IAH, but ORD and LAX as well. But it has not cost any of the cities destinations. The destinations that IAH has lost were 100% completely dependent on oil. SFO is being filled in with some thinner markets that are now possible because of the 787.

You said IAH's business travel market is in the toilet. It isn't. End of story.

ORD is actually growing so they can't be funding DEN/SFO from there.

Also your list of dropped markets is missing several markets. In total it stands at:

BFL
DGO
GJT
ISN
LOS
ONT
PIA
TRC
TYR
YUL

piedmont762 wrote:

Wow - worse than I thought. I would call those numbers "in the toilet"

LAXdude1023 wrote:

piedmont762 wrote:

enilria wrote:

In regards to Silver and FLL as a whole, yes there is gate space. Silver can have I think 3 planes at a time at C8, so they can add what would amount to 3 daily flights easily. Remember, Silver oftentimes uses the Customs blacktop in lieu of the H gates. jetBlue might have an issue with Customs, but they have some dead periods at their gates as well. Southwest will have the biggest issue. Do you start service now and deplane at H or wait until the A concourse opens and risk losing the flights?

Looks like you have found another bug with the new a.net.
The quoting is screwed up and looks like you posted the same comments I did.

With HAV not even announced yet, I'm pretty sure FLL cannot accomodate what has been approved so far...but how much of it will really fly anyway?

Alsatian wrote:

It seems that the 717 will be in use on the route along with the CR7/CR9/E75.

I take it the 717s were not there before?

LAXdude1023 wrote:

You said IAH's business travel market is in the toilet. It isn't. End of story.

"In the toilet" really has no definitive meaning, but I can tell you that sales revenue from IAH to all destinations in F and J class was down 34.5% for March 2016 from prior year March according to MIDT and 45.4% from March 2014. That's a stunning drop.

Wow - worse than I thought. I would call those numbers "in the toilet"

Those numbers by themselves don't mean anything. You would have to know where they were falling from. Two years ago, IAH had some of the highest fares in the market. F and J Fares could have fallen 50% and they would still be at the levels of DFW or ATL.[/quote]
Again, there is no hurdle of what "in the toilet" means in terms of decline, so you are both right...but certainly IAH has fallen significantly and it stands to reason that service would be reduced from when high end revenue was better...and that has happened. Is Houston still a great market? Sure. It's just slid down a few rungs. Its day will come again when oil climbs.

I though the YUL drop at IAH was so AC could start it. Does not one start the day after the other stops?

FlyingSicilian wrote:

I though the YUL drop at IAH was so AC could start it. Does not one start the day after the other stops?

Yes something like that. Currently they are both operating (so a total of two flights a day between IAH and YUL) but UA will discontinue the route at some point and only AC will operate.

Rdh3e wrote:

LAXdude1023 wrote:

LOS is in a massive hole right now with the airlines.

The others that were cut were: BFL, TYR, and ISN.
...................
Your argument isn't holding water. They are shifting domestic capacity to DEN from not just IAH, but ORD and LAX as well. But it has not cost any of the cities destinations. The destinations that IAH has lost were 100% completely dependent on oil. SFO is being filled in with some thinner markets that are now possible because of the 787.

You said IAH's business travel market is in the toilet. It isn't. End of story.

ORD is actually growing so they can't be funding DEN/SFO from there.

Also your list of dropped markets is missing several markets. In total it stands at:

BFL
DGO
GJT
ISN
LOS
ONT
PIA
TRC
TYR
YUL

Many of those are either oil-related or economically depressed regions (BFL, ONT etc). YUL is replaced by AC, while LOS is gonna be the next CCS. Yet somehow, there are those h8ters who think the sky is falling.

a380787 wrote:

Many of those are either oil-related or economically depressed regions (BFL, ONT etc). YUL is replaced by AC, while LOS is gonna be the next CCS. Yet somehow, there are those h8ters who think the sky is falling.

The Houston economy is energy centric, so when oil-centric markets are cancelled that means that IAH business traffic is tanking. That was the assertion made upthread.

One I forgot was SVG, obviously another oil market.

Houston has one of the worst employment growth rates YTD of all the large cities as well.

Rdh3e wrote:

a380787 wrote:

Many of those are either oil-related or economically depressed regions (BFL, ONT etc). YUL is replaced by AC, while LOS is gonna be the next CCS. Yet somehow, there are those h8ters who think the sky is falling.

The Houston economy is energy centric, so when oil-centric markets are cancelled that means that IAH business traffic is tanking. That was the assertion made upthread.

One I forgot was SVG, obviously another oil market.

Houston has one of the worst employment growth rates YTD of all the large cities as well.

IAH-SVG wasn't a UA route. Are we counting everything lost by IAH, or just those by UA ?

Rdh3e wrote:

a380787 wrote:

Many of those are either oil-related or economically depressed regions (BFL, ONT etc). YUL is replaced by AC, while LOS is gonna be the next CCS. Yet somehow, there are those h8ters who think the sky is falling.

The Houston economy is energy centric, so when oil-centric markets are cancelled that means that IAH business traffic is tanking. That was the assertion made upthread.

One I forgot was SVG, obviously another oil market.

Houston has one of the worst employment growth rates YTD of all the large cities as well.

I hadn't really looked at it lately, but wow Chicago sucks...Detroit is now mid-pack. I wonder what it would be if Denver's mass of homeless people were counted in the methodology??? Houston is poorly ranked, but it's not far outside the mean unemployment level, unlike Chicago which is like 30% worse than the mean.

Unemployment Rates for Large Metropolitan Areas
Monthly Rankings
Not Seasonally Adjusted
Apr. 2016p
Rank Metropolitan Area Rate
1 Austin-Round Rock, TX Metropolitan Statistical Area 2.9
2 Nashville-Davidson--Murfreesboro--Franklin, TN Metropolitan Statistical Area 3.1
3 Denver-Aurora-Lakewood, CO Metropolitan Statistical Area 3.3
4 Minneapolis-St. Paul-Bloomington, MN-WI Metropolitan Statistical Area 3.4
4 San Antonio-New Braunfels, TX Metropolitan Statistical Area 3.4
6 Boston-Cambridge-Nashua, MA-NH Metropolitan NECTA 3.5
6 Dallas-Fort Worth-Arlington, TX Metropolitan Statistical Area 3.5
6 Richmond, VA Metropolitan Statistical Area 3.5
6 Washington-Arlington-Alexandria, DC-VA-MD-WV Metropolitan Statistical Area 3.5
10 Salt Lake City, UT Metropolitan Statistical Area 3.6
11 Oklahoma City, OK Metropolitan Statistical Area 3.7
11 San Francisco-Oakland-Hayward, CA Metropolitan Statistical Area 3.7
11 San Jose-Sunnyvale-Santa Clara, CA Metropolitan Statistical Area 3.7
14 Columbus, OH Metropolitan Statistical Area 3.9
14 Kansas City, MO-KS Metropolitan Statistical Area 3.9
16 Louisville/Jefferson County, KY-IN Metropolitan Statistical Area 4.1
16 Orlando-Kissimmee-Sanford, FL Metropolitan Statistical Area 4.1
16 Virginia Beach-Norfolk-Newport News, VA-NC Metropolitan Statistical Area 4.1
19 Cincinnati, OH-KY-IN Metropolitan Statistical Area 4.2
19 Raleigh, NC Metropolitan Statistical Area 4.2
21 Jacksonville, FL Metropolitan Statistical Area 4.3
21 Tampa-St. Petersburg-Clearwater, FL Metropolitan Statistical Area 4.3
23 Memphis, TN-MS-AR Metropolitan Statistical Area 4.4
23 Portland-Vancouver-Hillsboro, OR-WA Metropolitan Statistical Area 4.4
25 Baltimore-Columbia-Towson, MD Metropolitan Statistical Area 4.5
25 Detroit-Warren-Dearborn, MI Metropolitan Statistical Area 4.5
25 Indianapolis-Carmel-Anderson, IN Metropolitan Statistical Area 4.5
25 Los Angeles-Long Beach-Anaheim, CA Metropolitan Statistical Area 4.5
25 New York-Newark-Jersey City, NY-NJ-PA Metropolitan Statistical Area 4.5
25 San Diego-Carlsbad, CA Metropolitan Statistical Area 4.5
25 St. Louis, MO-IL Metropolitan Statistical Area1 4.5
32 Milwaukee-Waukesha-West Allis, WI Metropolitan Statistical Area 4.6
32 Seattle-Tacoma-Bellevue, WA Metropolitan Statistical Area 4.6
34 Phoenix-Mesa-Scottsdale, AZ Metropolitan Statistical Area 4.7
34 Rochester, NY Metropolitan Statistical Area 4.7
36 Atlanta-Sandy Springs-Roswell, GA Metropolitan Statistical Area 4.8
36 Charlotte-Concord-Gastonia, NC-SC Metropolitan Statistical Area 4.8
36 Cleveland-Elyria, OH Metropolitan Statistical Area 4.8
36 Houston-The Woodlands-Sugar Land, TX Metropolitan Statistical Area 4.8
36 Miami-Fort Lauderdale-West Palm Beach, FL Metropolitan Statistical Area 4.8
36 Providence-Warwick, RI-MA Metropolitan NECTA 4.8
42 Philadelphia-Camden-Wilmington, PA-NJ-DE-MD Metropolitan Statistical Area 4.9
43 Buffalo-Cheektowaga-Niagara Falls, NY Metropolitan Statistical Area 5.0
44 Birmingham-Hoover, AL Metropolitan Statistical Area 5.1
44 Sacramento--Roseville--Arden-Arcade, CA Metropolitan Statistical Area 5.1
46 New Orleans-Metairie, LA Metropolitan Statistical Area 5.3
47 Pittsburgh, PA Metropolitan Statistical Area 5.4
48 Riverside-San Bernardino-Ontario, CA Metropolitan Statistical Area 5.6
49 Hartford-West Hartford-East Hartford, CT Metropolitan NECTA 5.7
50 Las Vegas-Henderson-Paradise, NV Metropolitan Statistical Area 6.1
51 Chicago-Naperville-Elgin, IL-IN-WI Metropolitan Statistical Area 6.2

http://www.bls.gov/web/metro/laulrgma.htm

LAXdude1023 wrote:

Those numbers by themselves don't mean anything. You would have to know where they were falling from. Two years ago, IAH had some of the highest fares in the market. F and J Fares could have fallen 50% and they would still be at the levels of DFW or ATL.

Flight frequency reductions are modestly interesting. (That's not intended as a slight to the OP's weekly posting. Everybody interested in analysis needs benchmarks.)

Passenger numbers are modestly interesting. IAH still has high passenger counts.

What U.S. carriers seem to focus on more, however, is yield, and specifically change in yield year on year. I don't believe anybody in this thread has posted those data by route - they're proprietary, after all. We're seeing carriers cut international capacity (downgauge or reduced frequency) and still show PRASM declines. That is troubling to earnings statements.

MIflyer12 wrote:

LAXdude1023 wrote:

Those numbers by themselves don't mean anything. You would have to know where they were falling from. Two years ago, IAH had some of the highest fares in the market. F and J Fares could have fallen 50% and they would still be at the levels of DFW or ATL.

Flight frequency reductions are modestly interesting. (That's not intended as a slight to the OP's weekly posting. Everybody interested in analysis needs benchmarks.)

Passenger numbers are modestly interesting. IAH still has high passenger counts.

What U.S. carriers seem to focus on more, however, is yield, and specifically change in yield year on year. I don't believe anybody in this thread has posted those data by route - they're proprietary, after all. We're seeing carriers cut international capacity (downgauge or reduced frequency) and still show PRASM declines. That is troubling to earnings statements.

IAH average fare to all destinations (one-way) has dropped from $365 to $271 in March 2016 vs March 2014. The rest of the USA dropped from $229 to $211 in the same time. So, IAH is still ahead of the rest of the USA (partially because the average O&D distance flown tends to be longer in larger cities), but the drop is MUCH larger for IAH.

enilria wrote:

I hadn't really looked at it lately, but wow Chicago sucks...Detroit is now mid-pack. I wonder what it would be if Denver's mass of homeless people were counted in the methodology??? Houston is poorly ranked, but it's not far outside the mean unemployment level, unlike Chicago which is like 30% worse than the mean.

http://www.bls.gov/web/metro/laulrgma.htm

I would argue that unemployment rates have almost nothing to do with air service. It's more about the change in the number of people employed. One example of this would be North Dakota. Unemployment has been virtually unchanged but number of people employed there has dropped 4% YOY. Mining and logging (aka Fracking) had decline over 30% YOY and we all know that drives nearly all of the air service for several of the states airports.
http://beta.bls.gov/dataViewer/view/tim ... 1000000001

Shifting to the major metros, Chicago's UE rate isn't very good, but if you look at the actual job growth figures they are not bad.

For example look at the YTD numbers:

Houston -9.7K employed, -0.3%
Chicago +38.3K employed +0.8%

enilria wrote:

Rdh3e wrote:

a380787 wrote:

Many of those are either oil-related or economically depressed regions (BFL, ONT etc). YUL is replaced by AC, while LOS is gonna be the next CCS. Yet somehow, there are those h8ters who think the sky is falling.

The Houston economy is energy centric, so when oil-centric markets are cancelled that means that IAH business traffic is tanking. That was the assertion made upthread.

One I forgot was SVG, obviously another oil market.

Houston has one of the worst employment growth rates YTD of all the large cities as well.

I hadn't really looked at it lately, but wow Chicago sucks...Detroit is now mid-pack. I wonder what it would be if Denver's mass of homeless people were counted in the methodology??? Houston is poorly ranked, but it's not far outside the mean unemployment level, unlike Chicago which is like 30% worse than the mean.

Unemployment Rates for Large Metropolitan Areas
Monthly Rankings
Not Seasonally Adjusted
Apr. 2016p
Rank Metropolitan Area Rate
1 Austin-Round Rock, TX Metropolitan Statistical Area 2.9
2 Nashville-Davidson--Murfreesboro--Franklin, TN Metropolitan Statistical Area 3.1
3 Denver-Aurora-Lakewood, CO Metropolitan Statistical Area 3.3
4 Minneapolis-St. Paul-Bloomington, MN-WI Metropolitan Statistical Area 3.4
4 San Antonio-New Braunfels, TX Metropolitan Statistical Area 3.4
6 Boston-Cambridge-Nashua, MA-NH Metropolitan NECTA 3.5
6 Dallas-Fort Worth-Arlington, TX Metropolitan Statistical Area 3.5
6 Richmond, VA Metropolitan Statistical Area 3.5
6 Washington-Arlington-Alexandria, DC-VA-MD-WV Metropolitan Statistical Area 3.5
10 Salt Lake City, UT Metropolitan Statistical Area 3.6
11 Oklahoma City, OK Metropolitan Statistical Area 3.7
11 San Francisco-Oakland-Hayward, CA Metropolitan Statistical Area 3.7
11 San Jose-Sunnyvale-Santa Clara, CA Metropolitan Statistical Area 3.7
14 Columbus, OH Metropolitan Statistical Area 3.9
14 Kansas City, MO-KS Metropolitan Statistical Area 3.9
16 Louisville/Jefferson County, KY-IN Metropolitan Statistical Area 4.1
16 Orlando-Kissimmee-Sanford, FL Metropolitan Statistical Area 4.1
16 Virginia Beach-Norfolk-Newport News, VA-NC Metropolitan Statistical Area 4.1
19 Cincinnati, OH-KY-IN Metropolitan Statistical Area 4.2
19 Raleigh, NC Metropolitan Statistical Area 4.2
21 Jacksonville, FL Metropolitan Statistical Area 4.3
21 Tampa-St. Petersburg-Clearwater, FL Metropolitan Statistical Area 4.3
23 Memphis, TN-MS-AR Metropolitan Statistical Area 4.4
23 Portland-Vancouver-Hillsboro, OR-WA Metropolitan Statistical Area 4.4
25 Baltimore-Columbia-Towson, MD Metropolitan Statistical Area 4.5
25 Detroit-Warren-Dearborn, MI Metropolitan Statistical Area 4.5
25 Indianapolis-Carmel-Anderson, IN Metropolitan Statistical Area 4.5
25 Los Angeles-Long Beach-Anaheim, CA Metropolitan Statistical Area 4.5
25 New York-Newark-Jersey City, NY-NJ-PA Metropolitan Statistical Area 4.5
25 San Diego-Carlsbad, CA Metropolitan Statistical Area 4.5
25 St. Louis, MO-IL Metropolitan Statistical Area1 4.5
32 Milwaukee-Waukesha-West Allis, WI Metropolitan Statistical Area 4.6
32 Seattle-Tacoma-Bellevue, WA Metropolitan Statistical Area 4.6
34 Phoenix-Mesa-Scottsdale, AZ Metropolitan Statistical Area 4.7
34 Rochester, NY Metropolitan Statistical Area 4.7
36 Atlanta-Sandy Springs-Roswell, GA Metropolitan Statistical Area 4.8
36 Charlotte-Concord-Gastonia, NC-SC Metropolitan Statistical Area 4.8
36 Cleveland-Elyria, OH Metropolitan Statistical Area 4.8
36 Houston-The Woodlands-Sugar Land, TX Metropolitan Statistical Area 4.8
36 Miami-Fort Lauderdale-West Palm Beach, FL Metropolitan Statistical Area 4.8
36 Providence-Warwick, RI-MA Metropolitan NECTA 4.8
42 Philadelphia-Camden-Wilmington, PA-NJ-DE-MD Metropolitan Statistical Area 4.9
43 Buffalo-Cheektowaga-Niagara Falls, NY Metropolitan Statistical Area 5.0
44 Birmingham-Hoover, AL Metropolitan Statistical Area 5.1
44 Sacramento--Roseville--Arden-Arcade, CA Metropolitan Statistical Area 5.1
46 New Orleans-Metairie, LA Metropolitan Statistical Area 5.3
47 Pittsburgh, PA Metropolitan Statistical Area 5.4
48 Riverside-San Bernardino-Ontario, CA Metropolitan Statistical Area 5.6
49 Hartford-West Hartford-East Hartford, CT Metropolitan NECTA 5.7
50 Las Vegas-Henderson-Paradise, NV Metropolitan Statistical Area 6.1
51 Chicago-Naperville-Elgin, IL-IN-WI Metropolitan Statistical Area 6.2

http://www.bls.gov/web/metro/laulrgma.htm

And now Los Angeles-metro is lower than NYC yet UA still chooses to flee competition in that market

a380787 wrote:

Rdh3e wrote:

LAXdude1023 wrote:

LOS is in a massive hole right now with the airlines.

The others that were cut were: BFL, TYR, and ISN.
...................
Your argument isn't holding water. They are shifting domestic capacity to DEN from not just IAH, but ORD and LAX as well. But it has not cost any of the cities destinations. The destinations that IAH has lost were 100% completely dependent on oil. SFO is being filled in with some thinner markets that are now possible because of the 787.

You said IAH's business travel market is in the toilet. It isn't. End of story.

ORD is actually growing so they can't be funding DEN/SFO from there.

Also your list of dropped markets is missing several markets. In total it stands at:

BFL
DGO
GJT
ISN
LOS
ONT
PIA
TRC
TYR
YUL

Many of those are either oil-related or economically depressed regions (BFL, ONT etc). YUL is replaced by AC, while LOS is gonna be the next CCS. Yet somehow, there are those h8ters who think the sky is falling.

Nobody ever said the sky is falling. UA will keep it's IAH hub in check but there's no denying they've been trimming IAH because of market conditions & downfall in paid business travel.

And as far as IAH as a hub, probably one of the blandest terminal layouts I've ever been to packed with tons of RJ & 737s. Not sure why there are so many defenders.

So, that sez United is upping MEM to 6 flights a day to Houston. Nice to see frequencies in Memphis grow.

piedmont762 wrote:

a380787 wrote:

Rdh3e wrote:

ORD is actually growing so they can't be funding DEN/SFO from there.

Also your list of dropped markets is missing several markets. In total it stands at:

BFL
DGO
GJT
ISN
LOS
ONT
PIA
TRC
TYR
YUL

Many of those are either oil-related or economically depressed regions (BFL, ONT etc). YUL is replaced by AC, while LOS is gonna be the next CCS. Yet somehow, there are those h8ters who think the sky is falling.

Nobody ever said the sky is falling. UA will keep it's IAH hub in check but there's no denying they've been trimming IAH because of market conditions & downfall in paid business travel.

And as far as IAH as a hub, probably one of the blandest terminal layouts I've ever been to packed with tons of RJ & 737s. Not sure why there are so many defenders.

because PHX and JFK T2 are such beaming examples of world class state-of-the-art ?

your entire tone has all hinted "the sky is falling" ... just because you didn't say those explicit words doesn't make it false.

can you gate-check your UA / IAH / Smisek hatred instead of bringing it onboard ?

Right and defend the failed ex-CEO of United that was forced to resign and might be going to prison

You can drop the hysteria-related comments (don't feed the troll!)