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).

THE SCHEDULES SHOWN HERE CHANGE AFTER YOU POST???
-To improve is to change; to be perfect is to change often---Winston Churchill. This is data the carriers filed at the point in time it was captured. It's changed since then. You are just going to have to live with it.

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 "*".

3M FLL-FPO JUL 2>3
3M FLL-GGT JUL 0.9>1.2 AUG 0.8>1.0
3M FLL-GHB JUL 0.6>0.7
3M FLL-TCB JUL 1.2>1.5 AUG 1.1>1.3

4O JFK-MEX JUN 3>4 JUL 3>4 AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4 DEC 3>4 JAN 3>4

7Q EWR-BIM NOV 0>0.3 DEC 0>0.3 JAN 0>0.3

9X BFD-PIT JAN 0.6>1.3
9X FKL-PIT JAN 0.5>1.2
9X IAD-JST JAN 0.5>1.2
9X JHW-PIT JAN 0.7>1.7
9X JST-PIT JAN 0.5>1.5
9X MDT-PIT JAN 0.1>1.1

AA DFW-CDG JAN 0.8>1.0
AA LGA-STL SEP 4>5 OCT 4>5 NOV 4>5 DEC 4>5 JAN 4>5
AA MIA-SAN SEP 2>1.0

AD FLL-VCP SEP 1.0>1.2

DL ATL-MDW SEP 8>7 OCT 8>7 NOV 8>7
DL ATL-MSN JAN 4>3
DL ATL-PIA JUL 3>2
DL ATL-SDF JAN 9>8
DL ATL-SJD JAN 1.1>1.2
DL BIS-MSP SEP 7>6 OCT 7>6 NOV 7>6
DL DTW-ATL SEP 12>11 OCT 12>11 NOV 12>11
DL DTW-CLE OCT 4>5 NOV 4>5 JAN 4>5
DL DTW-LAN OCT 6>5
DL DTW-STL JAN 6>5
DL HNL-NRT JUN 1.7>1.6
DL JFK-DTW OCT 3>4 NOV 3>4
*DL JFK-GIG DEC 0>0.4 JAN 0>1.0
DL LAX-SAL NOV 0.8>0.7
DL LAX-SMF JAN 6>5
DL MSP-TVC SEP 1.9>3
DL SEA-GEG OCT 7>8 JAN 5>6
DL SLC-BIL SEP 3>4
DL SLC-BUR AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4 JAN 3>4
DL SLC-BZN AUG 3>4
*DL SLC-FLL DEC 0>1.0 JAN 0>1.0
*DL SLC-IND SEP 0>1.0 OCT 0>1.0 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0

EI BOS-DUB JAN 1.5>1.1
EI BOS-SNN NOV 0.9>1.0 DEC 0.8>0.9
EI MIA-DUB JAN 0.8>0.4

HA HNL-KOA JUN 22>23 JUL 22>23 AUG 22>23
HA HNL-LIH JUN 20>21 JUL 20>21 AUG 20>21

*LY MIA-TLV NOV 0>0.4 DEC 0>0.4 JAN 0>0.5

*PR LAX-CEB JUN 0.4>0 JUL 0.4>0 AUG 0.5>0 SEP 0.4>0 OCT 0.4>0 NOV 0.4>0 DEC 0.4>0 JAN 0.4>0

PY MIA-AUA NOV 0.4>0.3 DEC 0.5>0.3 JAN 0.4>0.3

S4 BOS-PDL DEC 0.8>0.7 JAN 0.9>0.7

Schedule extension
SY BOS-MSP DEC 1.1>3 JAN 0>1.0
SY DCA-MSP JAN 0>0.9
SY DFW-CUN DEC 0.2>0.3
SY JFK-MSP DEC 1.5>3 JAN 0>1.4
SY LAS-MSP JAN 0>3
SY LAX-MSP DEC 1.4>3 JAN 0>1.3
SY MCO-MSP DEC 1.2>3 JAN 0>3
SY MIA-MSP JAN 0>0.8
SY MSP-AUA JAN 0>0.1
SY MSP-CUN DEC 0.5>1.1 JAN 0>1.8
SY MSP-CZM DEC 0>0.1 JAN 0>0.4
SY MSP-LIR DEC 0>0.2 JAN 0>0.3
SY MSP-MBJ DEC 0>0.2 JAN 0>0.5
SY MSP-MZT DEC 0.1>0.2 JAN 0>0.4
SY MSP-PHX DEC 1.1>1.9 JAN 0>3
SY MSP-PSP JAN 0>0.9
SY MSP-PUJ DEC 0.1>0.4 JAN 0>0.7
SY MSP-PVR DEC 0.2>0.5 JAN 0>1.2
SY MSP-RSW DEC 1.2>3 JAN 0>3
SY MSP-SAN JAN 0>0.9
SY MSP-SEA DEC 0.6>1.5
SY MSP-SFO DEC 1.1>3 JAN 0>1.2
SY MSP-SJD DEC 0>0.1 JAN 0>0.3
SY MSP-SJU DEC 0>0.2 JAN 0>0.2
SY MSP-SXM JAN 0>0.1
SY MSP-TPA JAN 0>1.0
SY MSP-ZIH DEC 0>0.1 JAN 0>0.4

UA BOS-CLE SEP 3>4
UA DEN-ASE SEP 6>7
UA DEN-BIL SEP 5>4
UA DEN-COS SEP 9>8 OCT 9>8
UA DEN-FSD SEP 5>4 OCT 5>4
UA DEN-GTF OCT 2>3
UA DEN-GUC AUG 2>1.5
UA DEN-IND SEP 3>1.9
UA DEN-JAC OCT 3>4
UA DEN-MSO SEP 4>5 OCT 4>5
UA DEN-PVR NOV 0.5>1.2 DEC 0.7>1.2 JAN 0.7>1.1
UA DEN-RAP SEP 7>6
UA DEN-SJD NOV 0.5>1.2 DEC 0.8>1.2 JAN 0.7>1.2
UA DEN-SLC SEP 7>6 OCT 7>6
UA DEN-TPA AUG 2>1.5 SEP 1.8>1.1
UA DEN-TUS SEP 5>3 OCT 5>4
UA DEN-YYZ SEP 3>1.8 OCT 3>2.0
UA EWR-BDL SEP 4>3
UA EWR-BTV SEP 5>6 OCT 5>6
UA EWR-BUF OCT 6>7
UA EWR-CHS SEP 5>4
UA EWR-CMH SEP 6>7 OCT 6>7
UA EWR-DAY SEP 3>1.7 OCT 3>1.8
UA EWR-FLL SEP 7>5 OCT 7>5
UA EWR-GSP SEP 2.0>3 OCT 2.0>3
UA EWR-IND SEP 7>6 OCT 7>6
UA EWR-MCO SEP 9>8 OCT 9>8
UA EWR-MHT SEP 4>3 OCT 4>3
UA EWR-MIA SEP 5>4
UA EWR-ORF SEP 5>6 OCT 5>6
UA EWR-PBI SEP 6>4 OCT 6>5
UA EWR-PHX SEP 4>1.8 OCT 4>1.9
UA EWR-PWM SEP 6>7 OCT 5>7
UA EWR-RDU SEP 8>9 OCT 8>9
UA EWR-RIC OCT 5>6
UA EWR-RSW SEP 3>2
UA EWR-SBN SEP 1.0>1.8 OCT 1.0>1.9
UA EWR-SEA SEP 3>4 OCT 3>5
UA EWR-SYR SEP 4>5 OCT 4>5
UA EWR-TPA SEP 6>4 OCT 6>4
UA EWR-YOW SEP 3>1.8 OCT 3>1.9
UA EWR-YYZ SEP 5>4 OCT 5>4
UA IAD-CAE SEP 4>3 OCT 4>3
UA IAD-CHO SEP 3>2.0 OCT 3>1.9
UA IAD-CVG SEP 1.8>3 OCT 1.7>3
UA IAD-DAY SEP 3>1.8 OCT 3>1.9
UA IAD-FAY SEP 3>2.0
UA IAD-GSO SEP 3>1.9 OCT 3>1.9
UA IAD-GSP SEP 4>3 OCT 4>3
UA IAD-GUA JUL 0.2>0
UA IAD-JAX SEP 3>1.9 OCT 3>1.9
UA IAD-PUJ NOV 0.3>1.0 DEC 0.8>1.2
UA IAD-PVD SEP 3>4 OCT 2>4
UA IAD-PWM SEP 3>4 OCT 2>4
UA IAD-RIC OCT 3>4
UA IAD-ROC SEP 4>3
UA IAD-SCE SEP 4>1.8 OCT 4>3
UA IAD-SYR SEP 4>3
UA IAD-YOW SEP 3>1.9
UA IAH-ABQ JUN 4>3
UA IAH-ATL OCT 8>7
UA IAH-BOS SEP 6>5 OCT 6>5
UA IAH-BWI SEP 3>1.7 OCT 3>1.8
UA IAH-CLE JUN 5>4
UA IAH-CMH SEP 4>5 OCT 4>5
UA IAH-CVG SEP 5>4 OCT 5>4
UA IAH-EWR SEP 10>9
UA IAH-FLL SEP 5>4 OCT 5>4
UA IAH-GRK SEP 3>1.9 OCT 3>1.9 NOV 3>1.8
UA IAH-GSP JUN 1.8>1.2 SEP 1.0>1.8 OCT 1.0>1.9
UA IAH-GUA JUL 4>3
UA IAH-JAX SEP 4>3 OCT 4>3
UA IAH-LAS SEP 7>5 OCT 7>5
UA IAH-MCO SEP 7>6 OCT 7>6
UA IAH-MEM JUN 5>4
UA IAH-MIA OCT 4>3
UA IAH-PDX OCT 3>2
UA IAH-RIC SEP 1.8>1.0 OCT 1.9>1.1
UA IAH-RSW SEP 1.8>1.2 OCT 2>1.4
UA IAH-SAV SEP 1.8>1.0 OCT 2>1.1
UA IAH-SEA OCT 6>5 NOV 6>5
UA IAH-SJC SEP 1.8>0.9 OCT 1.9>1.1
UA IAH-TUS SEP 4>3
UA LAX-BOS SEP 1.1>2.0 OCT 1.0>1.9
UA LAX-BWI SEP 1.8>1.0 OCT 2>1.1
UA LAX-CLE SEP 1.8>1.1 OCT 1.9>1.1
UA LAX-DEN OCT 8>7
UA LAX-EWR OCT 13>11
UA LAX-FAT SEP 1.1>3 OCT 1.0>3
UA LAX-LAS SEP 4>3
UA LAX-PHX SEP 4>3
UA ORD-ALB OCT 5>4
UA ORD-ATL SEP 8>7 OCT 8>7
UA ORD-AVL OCT 3>4 NOV 3>4
UA ORD-BGR SEP 1.2>2
UA ORD-BIL AUG 1.0>0.5
UA ORD-BNA SEP 6>7 OCT 6>7
UA ORD-BTV OCT 3>4
UA ORD-CID SEP 6>5 OCT 6>5
UA ORD-CLE SEP 10>9 OCT 10>9
UA ORD-CVG OCT 8>7
UA ORD-DAY SEP 7>6 OCT 7>6
UA ORD-DEN SEP 12>11 OCT 12>11
UA ORD-DTW SEP 6>7 OCT 6>7
UA ORD-EWR SEP 11>10 OCT 12>10
UA ORD-FLL SEP 1.9>3 OCT 2>3
UA ORD-GRR SEP 5>6 OCT 5>6
UA ORD-GSO SEP 3>4 OCT 3>4
UA ORD-GSP SEP 3>4 OCT 3>4
UA ORD-IAD OCT 6>5
UA ORD-IAH SEP 11>10 OCT 11>10 NOV 12>11 DEC 12>11 JAN 12>11
UA ORD-IND SEP 8>9 OCT 8>9
UA ORD-JAN JUN 1.8>1.1 AUG 1.7>1.3
UA ORD-LAS SEP 5>6 OCT 5>6
UA ORD-LAX SEP 12>11 OCT 13>11
UA ORD-MBJ NOV 0.1>1.0 DEC 0.5>1.0 JAN 0.4>1.1
UA ORD-MHT OCT 1.9>3
UA ORD-MIA SEP 5>3
UA ORD-MTJ SEP 0.2>0.1
UA ORD-OMA SEP 6>5 OCT 6>5
UA ORD-ORF SEP 4>3
UA ORD-PUJ NOV 0.3>1.0 DEC 0.7>1.1
UA ORD-PWM OCT 3>4
UA ORD-ROC OCT 3>4
UA ORD-SAN SEP 4>5 OCT 4>5
UA ORD-SDF SEP 6>5 OCT 6>5
UA ORD-SJD OCT 0.3>0.9 NOV 0.4>1.1 DEC 0.8>1.3
UA ORD-TUL SEP 3>4 OCT 3>4
UA ORD-TVC SEP 4>5 OCT 3>4
UA ORD-YOW SEP 4>3 OCT 4>3
UA ORD-YUL SEP 5>3 OCT 5>4
UA SFO-BOI SEP 4>5 OCT 4>5
UA SFO-CLE SEP 1.9>1.1 OCT 2>1.1
UA SFO-DEN SEP 12>11 OCT 13>12
UA SFO-EWR OCT 15>14
UA SFO-HNL OCT 5>4 NOV 5>4
UA SFO-LAS SEP 9>11 OCT 9>11
UA SFO-LAX SEP 13>14
UA SFO-ORD SEP 15>13 OCT 15>14

UP FLL-NAS SEP 5>4 OCT 4>3
*UP MCO-FPO SEP 0.3>0.0 OCT 0.3>0 NOV 0.3>0.1 JAN 0.3>0.0
UP MCO-NAS SEP 3>1.2 OCT 2>1.0 NOV 2>1.4 JAN 1.9>1.2

VS LAS-LGW DEC 0.9>0.7 JAN 0.8>0.7
VS MCO-MAN JAN 0.9>0.8

VVC MIA-MDE JUL 0>1.0

WP HNL-OGG JUL 13>14 AUG 13>14 SEP 13>14 OCT 13>14 NOV 13>14 DEC 13>14 JAN 13>14

WW LAX-KEF NOV 0>0.4 DEC 0>0.4 JAN 0>0.4
WW MIA-KEF NOV 0>0.1 DEC 0>0.3 JAN 0>0.3
WW SFO-KEF NOV 0>0.2 DEC 0>0.4 JAN 0>0.4

ZK DEN-FMN JUN 3>1.7 JUL 3>1.7 AUG 3>1.7 SEP 3>1.7 OCT 3>1.7 NOV 3>1.7 DEC 3>1.7 JAN 3>1.7
ZK DEN-RIW JUN 3>1.7 JUL 3>1.4 AUG 3>1.4 SEP 3>1.4 OCT 3>1.5 NOV 3>1.4 DEC 3>1.6 JAN 3>1.6
ZK DEN-TEX JUN 0.5>0.3 JUL 1.9>1.4 AUG 1.8>1.2 SEP 1.9>1.3 OCT 1.8>1.3 NOV 1.8>1.3 DEC 1.9>1.3 JAN 1.8>1.3
ZK PGA-PHX DEC 3>2 JAN 3>2

enilria wrote:

*DL SLC-FLL DEC 0>1.0 JAN 0>1.0

UA BOS-CLE SEP 3>4

UA EWR-FLL SEP 7>5 OCT 7>5
UA EWR-MCO SEP 9>8 OCT 9>8
UA EWR-MIA SEP 5>4
UA EWR-PBI SEP 6>4 OCT 6>5

Thanks as always on enilria.

Called it on DL response to B6's SLC-FLL Boy that was quick.

UA's EWR-Florida reductions, combined with B6's reductions, should help right size the market after WN's and NK's recent capacity additions.

jetbluefan1 wrote:

enilria wrote:

*DL SLC-FLL DEC 0>1.0 JAN 0>1.0

UA BOS-CLE SEP 3>4

UA EWR-FLL SEP 7>5 OCT 7>5
UA EWR-MCO SEP 9>8 OCT 9>8
UA EWR-MIA SEP 5>4
UA EWR-PBI SEP 6>4 OCT 6>5

Thanks as always on enilria.

Called it on DL response to B6's SLC-FLL Boy that was quick.

UA's EWR-Florida reductions, combined with B6's reductions, should help right size the market after WN's and NK's recent capacity additions.

Thanks

Yeah, no love lost there.

Something missing SY Sun Country will introduce to Santa Rosa, CA (STS) from MSP this summer.

Q

Any update as to when in June that 7I (Insel Air) is returning to the United States, and from which destinations. Also any chance that the MD80s have been replaced with either A32X family or 737-700/800/900 family aircrafts?

Seems like UA keeps cutting frequencies all over the board. No more IAD-GUA apparently and it's interesting to see how many destinations go down to only 3 daily IAH flights.

Times have changed.

jetbluefan1 wrote:

enilria wrote:

*DL SLC-FLL DEC 0>1.0 JAN 0>1.0

UA BOS-CLE SEP 3>4

UA EWR-FLL SEP 7>5 OCT 7>5
UA EWR-MCO SEP 9>8 OCT 9>8
UA EWR-MIA SEP 5>4
UA EWR-PBI SEP 6>4 OCT 6>5

Thanks as always on enilria.

Called it on DL response to B6's SLC-FLL Boy that was quick.

UA's EWR-Florida reductions, combined with B6's reductions, should help right size the market after WN's and NK's recent capacity additions.

September/October are low season for NE-Florida, so not much of a surprise to see schedule pared back a bit.

avi8 wrote:

Seems like UA keeps cutting frequencies all over the board. .........and it's interesting to see how many destinations go down to only 3 daily IAH flights.

Times have changed.

When LAX-LAS and LAX-PHX drop down to 3 daily, you know times have changed. You would think that some O/D routes almost require a certain minimum frequency to even be a consideration for locals. Granted, the fares that show up online are in the gutter so it might not be the best market to chase other than maintaining a token presence. The morning LAS flight doesn't even connect with the Australia arrivals.

When does UA get those 2 gates back at LAX that are closed for construction?

codc10 wrote:

jetbluefan1 wrote:

enilria wrote:

*DL SLC-FLL DEC 0>1.0 JAN 0>1.0

UA BOS-CLE SEP 3>4

UA EWR-FLL SEP 7>5 OCT 7>5
UA EWR-MCO SEP 9>8 OCT 9>8
UA EWR-MIA SEP 5>4
UA EWR-PBI SEP 6>4 OCT 6>5

Thanks as always on enilria.

Called it on DL response to B6's SLC-FLL Boy that was quick.

UA's EWR-Florida reductions, combined with B6's reductions, should help right size the market after WN's and NK's recent capacity additions.

September/October are low season for NE-Florida, so not much of a surprise to see schedule pared back a bit.

Happens every year, this is a seasonal reduction.

avi8 wrote:

Seems like UA keeps cutting frequencies all over the board. No more IAD-GUA apparently and it's interesting to see how many destinations go down to only 3 daily IAH flights.

Times have changed.

And they added frequencies too. That's how it works.

enilria wrote:

*DL JFK-GIG DEC 0>0.4 JAN 0>1.0

Delta's response to LATAM leaving the GIG-JFK market; LATAM is redeploying that aircraft to the GIG-MCO market.

avi8 wrote:

Seems like UA keeps cutting frequencies all over the board. No more IAD-GUA apparently and it's interesting to see how many destinations go down to only 3 daily IAH flights.

Times have changed.

IIRC IAH is being re-banked with fewer banks. I want to say it's going from 10 to 8, so there will be some reductions, but it will also be easier to upgauge.

Maybe UA is losing ground to AA at DFW. More people want to connect with AA at DFW than UA at IAH.

Eniliria as always thank you for for doing an A+ job on these reports!!

enilria wrote:

FAQ
*DL SLC-FLL DEC 0>1.0 JAN 0>1.0

Deltas response to B6 was fast even for them. Not really too surprising though, Delta doesn't like B6 getting too comfortable on their turf. Delta has chased B6 out of SLC before but that was before B6 had strong stations of their own to connect them too. The legacies can make things difficult, but when B6 has strong cities on the other end they can make things work, and seem to be.

So now B6 flies from SLC to BOS, JFK, MCO, FLL, LGB(3x day) all B6 focus cities.

enilria wrote:

EI MIA-DUB JAN 0.8>0.4

With winter being peak season for MIA this doesn't look good. EI already cutting service and they haven't even launched the flights yet. Must be poor advanced bookings.

enilria wrote:

WW MIA-KEF NOV 0>0.1 DEC 0>0.3 JAN 0>0.3

Again - why such low service when winter is peak time for MIA?

clrd4t8koff wrote:

enilria wrote:

EI MIA-DUB JAN 0.8>0.4

With winter being peak season for MIA this doesn't look good. EI already cutting service and they haven't even launched the flights yet. Must be poor advanced bookings.

enilria wrote:

WW MIA-KEF NOV 0>0.1 DEC 0>0.3 JAN 0>0.3

Again - why such low service when winter is peak time for MIA?

Nothing is being cut. Last week EI changed the days that MIA would operate after Xmas from TuThSa to WeFrSu. However, EI didn't remove the old schedule so for about two days one could book the old flights and the new flights.

WOW flies to MIA 3w year-round. That's it's schedule. It actually has to RON an A330 overnight in Miami to fit its connecting banks, and Wow only ha 3 A330s.

United Afternoon SBN-EWR flight resumes for Notre Dame's fall semester and football season.

slcdeltarumd11 wrote:

Eniliria as always thank you for for doing an A+ job on these reports!!

enilria wrote:

FAQ
*DL SLC-FLL DEC 0>1.0 JAN 0>1.0

Deltas response to B6 was fast even for them. Not really too surprising though, Delta doesn't like B6 getting too comfortable on their turf. Delta has chased B6 out of SLC before but that was before B6 had strong stations of their own to connect them too. The legacies can make things difficult, but when B6 has strong cities on the other end they can make things work, and seem to be.

So now B6 flies from SLC to BOS, JFK, MCO, FLL, LGB(3x day) all B6 focus cities.

Thanks. Yes JetBlue and Delta are in a seemingly endless war. Excepting FLL, the rest of B6's network pretty much totally overlaps DL (LGB=LAX).

Q wrote:

Something missing SY Sun Country will introduce to Santa Rosa, CA (STS) from MSP this summer.

Q

Not an error on my side. Perhaps it is Summer only?

Funny, I just asked this week why DL doesn't run IND-SLC during the ski season, and it seems like the Delta Gods were watching over me

enilria wrote:

FAQ
DL ATL-PIA JUL 3>2

Looks like this frequency reduction spans July 1-August 22. Aircraft shortage? Competition from American Eagle's new PIA-CLT flights?

enilria wrote:

Thanks. Yes JetBlue and Delta are in a seemingly endless war. Excepting FLL, the rest of B6's network pretty much totally overlaps DL (LGB=LAX).

Indeed. And, once DL gets control of more gates at BOS, it will get even more interesting.

Midwestindy wrote:

Funny, I just asked this week why DL doesn't run IND-SLC during the ski season, and it seems like the Delta Gods were watching over me

Possibly literally. They have flown it before, right?

11725Flyer wrote:

Indeed. And, once DL gets control of more gates at BOS, it will get even more interesting.

JetBlue would even add more flights at ORH to prevent that!

Unusually low views on the thread today. Mother's Day?

enilria wrote:

Midwestindy wrote:

Funny, I just asked this week why DL doesn't run IND-SLC during the ski season, and it seems like the Delta Gods were watching over me

Possibly literally. They have flown it before, right?

11725Flyer wrote:

Indeed. And, once DL gets control of more gates at BOS, it will get even more interesting.

JetBlue would even add more flights at ORH to prevent that!

Unusually low views on the thread today. Mother's Day?

At this point, what could B6 risk by adding more flights into DL hubs like MSP and CVG? DL has already announced full throttle in their BOS expansion. Neither can expand further at JFK. There is no room for DL to expand at FLL. DL will continue to risk retaliation from AA/UA/WN when enter into more business routes out of BOS. B6 won't run the same risk adding flights into MSP and CVG. Seems like B6 should just go full steam forward.

FlyPeoria wrote:

enilria wrote:

FAQ
DL ATL-PIA JUL 3>2

Looks like this frequency reduction spans July 1-August 22. Aircraft shortage? Competition from American Eagle's new PIA-CLT flights?

Yep, definitely because of American CLT-PIA flights.

UA adding more ORD-GSO/GSP. Direct response to AA.

Thanks as always for this update.

enilria wrote:

UA ORD-JAN JUN 1.8>1.1 AUG 1.7>1.3

DL must really have a lock on Jackson. (Though geography alone must count for something.) Seems odd to be cutting the frequency almost in half (no, not technically, but still) with only a few weeks to go until June. Most of the other UA adjustments seem to impact September and beyond.

enilria wrote:

Midwestindy wrote:

Funny, I just asked this week why DL doesn't run IND-SLC during the ski season, and it seems like the Delta Gods were watching over me

Possibly literally. They have flown it before, right?

Yup -- IND-SLC was daily for several years, but in 2015 and 2016 it was cut back to just June/July/August.

Looks like Indy won't be short on seats to the west coast with the recent SEA addition on Alaska and IND-SFO getting an AS (Virgin) and second UA trip.

tphuang wrote:

enilria wrote:

Midwestindy wrote:

Funny, I just asked this week why DL doesn't run IND-SLC during the ski season, and it seems like the Delta Gods were watching over me

Possibly literally. They have flown it before, right?

11725Flyer wrote:

Indeed. And, once DL gets control of more gates at BOS, it will get even more interesting.

JetBlue would even add more flights at ORH to prevent that!

Unusually low views on the thread today. Mother's Day?

At this point, what could B6 risk by adding more flights into DL hubs like MSP and CVG? DL has already announced full throttle in their BOS expansion. Neither can expand further at JFK. There is no room for DL to expand at FLL. DL will continue to risk retaliation from AA/UA/WN when enter into more business routes out of BOS. B6 won't run the same risk adding flights into MSP and CVG. Seems like B6 should just go full steam forward.

I think the time has come for B6 or AS to expand in the DL (NW) hubs.

jb1087xna wrote:

Thanks as always for this update.

Delta can expand plenty at JFK. They have more slots and a lot of RJs using said slots.

jb1087xna wrote:

Thanks as always for this update.

enilria wrote:

UA ORD-JAN JUN 1.8>1.1 AUG 1.7>1.3

DL must really have a lock on Jackson. (Though geography alone must count for something.) Seems odd to be cutting the frequency almost in half (no, not technically, but still) with only a few weeks to go until June. Most of the other UA adjustments seem to impact September and beyond.

The southeast is DL's stronghold. There is a reason that folks in the south joke... "When you die, whether you're going to heaven or hell, you'll have to connect through Atlanta."

enilria wrote:

tphuang wrote:

enilria wrote:

Possibly literally. They have flown it before, right?

JetBlue would even add more flights at ORH to prevent that!

Unusually low views on the thread today. Mother's Day?

At this point, what could B6 risk by adding more flights into DL hubs like MSP and CVG? DL has already announced full throttle in their BOS expansion. Neither can expand further at JFK. There is no room for DL to expand at FLL. DL will continue to risk retaliation from AA/UA/WN when enter into more business routes out of BOS. B6 won't run the same risk adding flights into MSP and CVG. Seems like B6 should just go full steam forward.

I think the time has come for B6 or AS to expand in the DL (NW) hubs.

jb1087xna wrote:

Thanks as always for this update.

Which possible routes could they add, I'm not saying you are wrong, but it seems like these hubs are pretty jam packed with flights to the east coast and florida.
CVG: They could definately add BOS, but other than that NYC is already served by G4, F9, DL, AA, and UA, FLL is already served by DL, F9, and G4
DTW: already served by B6
MSP: Bos is served by DL, NK, and SY, NYC by DL, AA, UA, and SY, and FLL by DL and WN and SY seasonally
SLC: Already well served by B6
ATL: Already served by B6
JFK: Already well served by B6
BOS: Already well served by B6
LAX: Already well served by B6
SEA: Already well served by B6
MEM(low demand): No service to BOS, FLL, or JFK

Likely in the upcoming years B6 CVG-BOS, MSP-BOS, MSP-FLL, CVG-FLL, ATL-FLL then maybe MEM-JFK/FLL/BOS

enilria wrote:

Unusually low views on the thread today. Mother's Day?

Maybe we just need to wait for UA to start another nonhub-to-nonhub route again to spite DL. That'll get things cooking again.

Though on a serious note, while there do appear to be a lot of changes this week, nothing really jumps out to me as anything too unusual or eye-catching.

Midwestindy wrote:

enilria wrote:

tphuang wrote:

At this point, what could B6 risk by adding more flights into DL hubs like MSP and CVG? DL has already announced full throttle in their BOS expansion. Neither can expand further at JFK. There is no room for DL to expand at FLL. DL will continue to risk retaliation from AA/UA/WN when enter into more business routes out of BOS. B6 won't run the same risk adding flights into MSP and CVG. Seems like B6 should just go full steam forward.

I think the time has come for B6 or AS to expand in the DL (NW) hubs.

jb1087xna wrote:

Thanks as always for this update.

Which possible routes could they add, I'm not saying you are wrong, but it seems like these hubs are pretty jam packed with flights to the east coast and florida.
CVG: They could definately add BOS, but other than that NYC is already served by G4, F9, DL, AA, and UA, FLL is already served by DL, F9, and G4
DTW: already served by B6
MSP: Bos is served by DL, NK, and SY, NYC by DL, AA, UA, and SY, and FLL by DL and WN and SY seasonally
SLC: Already well served by B6
ATL: Already served by B6
JFK: Already well served by B6
BOS: Already well served by B6
LAX: Already well served by B6
SEA: Already well served by B6
MEM(low demand): No service to BOS, FLL, or JFK

Likely in the upcoming years B6 CVG-BOS, MSP-BOS, MSP-FLL, CVG-FLL, ATL-FLL then maybe MEM-JFK/FLL/BOS

I still think DTW-JFK is pretty possible. B6 has one way one stops for sale sometimes for $85 which isn't bad since B6 has been exposed to the market. FLL was having a hard time at the beginning but it's getting better, same for BOS-DTW which is why they're bringing the 320 back, though it'd be something if they did the 321 eventually. MCO will be served eventually too because DL hasnt shown major indication of service changes while NK and F9 continue to upgague and add frequency. Not all MCO travelers want ULCC or DL's prices so $180 RT will make a traveler happy.

jfklganyc wrote:

Delta can expand plenty at JFK. They have more slots and a lot of RJs using said slots.

SBN-JFK operated by an RJ is in the works they just do not know when yeet.

intotheair wrote:

enilria wrote:

Unusually low views on the thread today. Mother's Day?

Maybe we just need to wait for UA to start another nonhub-to-nonhub route again to spite DL. That'll get things cooking again.

Though on a serious note, while there do appear to be a lot of changes this week, nothing really jumps out to me as anything too unusual or eye-catching.

Maybe a few routes to spite DL and AA? Just adding to the fun...

Wonder if UP is dropping FPO-MCO to serve the long-filed (and un-filed, and presently re-filed) NAS-TPA? About the same frequency, if memory serves.

Midwestindy wrote:

MEM-JFK/FLL/BOS

The chances they would use slots on that seem very low.

intotheair wrote:

Though on a serious note, while there do appear to be a lot of changes this week, nothing really jumps out to me as anything too unusual or eye-catching.

The UA changes while voluminous aren't that meaningful to me. I didn't really see a pattern.

axiom wrote:

Wonder if UP is dropping FPO-MCO to serve the long-filed (and un-filed, and presently re-filed) NAS-TPA? About the same frequency, if memory serves.

That saga is a comedy of bad intentions.

Looks like this frequency reduction spans July 1-August 22. Aircraft shortage? Competition from American Eagle's new PIA-CLT flights?

[/quote]

Yep, definitely because of American CLT-PIA flights.

[/quote]

That and Caterpillar is moving their HQ from PIA to Chicago. Cat generates a fair amount of biz traffic to/from PIA.

OzarkD9S wrote:

That and Caterpillar is moving their HQ from PIA to Chicago. Cat generates a fair amount of biz traffic to/from PIA.

They haven't moved yet. Given the 6 week nature of the cut during the peak of summer this is definitely pilot driven. Given the short time period, it's obvious that it is unrelated to any supposed impact from an AA flight to CLT.

dcajet wrote:

enilria wrote:

*DL JFK-GIG DEC 0>0.4 JAN 0>1.0

Delta's response to LATAM leaving the GIG-JFK market; LATAM is redeploying that aircraft to the GIG-MCO market.

Probably the safer route. Good luck Delta. Delta is probably going on the Brazilian economy will improve more and business travel will go up?

Midwestindy wrote:

enilria wrote:

tphuang wrote:

At this point, what could B6 risk by adding more flights into DL hubs like MSP and CVG? DL has already announced full throttle in their BOS expansion. Neither can expand further at JFK. There is no room for DL to expand at FLL. DL will continue to risk retaliation from AA/UA/WN when enter into more business routes out of BOS. B6 won't run the same risk adding flights into MSP and CVG. Seems like B6 should just go full steam forward.

I think the time has come for B6 or AS to expand in the DL (NW) hubs.

jb1087xna wrote:

Thanks as always for this update.

Which possible routes could they add, I'm not saying you are wrong, but it seems like these hubs are pretty jam packed with flights to the east coast and florida.
CVG: They could definately add BOS, but other than that NYC is already served by G4, F9, DL, AA, and UA, FLL is already served by DL, F9, and G4
DTW: already served by B6
MSP: Bos is served by DL, NK, and SY, NYC by DL, AA, UA, and SY, and FLL by DL and WN and SY seasonally
SLC: Already well served by B6
ATL: Already served by B6
JFK: Already well served by B6
BOS: Already well served by B6
LAX: Already well served by B6
SEA: Already well served by B6
MEM(low demand): No service to BOS, FLL, or JFK

Likely in the upcoming years B6 CVG-BOS, MSP-BOS, MSP-FLL, CVG-FLL, ATL-FLL then maybe MEM-JFK/FLL/BOS

If they can enter bos to dtw and atl then msp and cvg should be no different.

JFK to cvg cheapest one way price over the next few months is $176 for a 2 hour flight. Even if b6 has to pric it at what f9 is charging out of lga, it's still much higher Than what they are pricing bos to atl these days. If sun country can make JFK to msp work, I don't see why JetBlue cannot.

Other than that, fll to msp,atl,cvg. I am sure it won't be easy, but they need to connect the dots.

Mco to rdu and cvg maybe

enilria wrote:

Q wrote:

Something missing SY Sun Country will introduce to Santa Rosa, CA (STS) from MSP this summer.

Q

Not an error on my side. Perhaps it is Summer only?

The STS flying was announced back in March.

slcdeltarumd11 wrote:

dcajet wrote:

enilria wrote:

*DL JFK-GIG DEC 0>0.4 JAN 0>1.0

Delta's response to LATAM leaving the GIG-JFK market; LATAM is redeploying that aircraft to the GIG-MCO market.

Probably the safer route. Good luck Delta. Delta is probably going on the Brazilian economy will improve more and business travel will go up?

Brazil seems to be doing slightly better, but lets remember Brazil's crisis is political in nature; with Lula announcing his intention to compete in the next election, things will get interesting, for sure.

NYC-GIG is a shadow if its former self, when it used to be VARIG's prestige route. With many more competitors and routes between the US and Brazil, the market is significantly more segmented. LATAM and United giving up on the NY-Rio market is very telling of the state of affairs on the route.

Hopefully Delta, with Gol's connectivity in GIG can make it work.

dc10lover wrote:

Maybe UA is losing ground to AA at DFW. More people want to connect with AA at DFW than UA at IAH.

I don't think it's much a case of United (or IAH) "losing ground" to AA/DFW. AA at DFW has always been a significantly larger hub, overall. As mentioned already, I think it's far more reflective of United's new (and likely better, at least financially) strategy of optimizing IAH for connecting banks. At AA, Delta or United hubs where this has happened in recent years, many markets have seen fewer flights on larger planes. IAH should be no different.

enilria wrote:

Yes JetBlue and Delta are in a seemingly endless war. Excepting FLL, the rest of B6's network pretty much totally overlaps DL (LGB=LAX).

I don't know if I'd say it's a "seemingly endless war," but I agree that it is interesting to see these two carriers clearly and deliberately bumping into each other all over the place. It is and will continue to be fascinating to watch given the laser focus of the Wall Street commentariat on capacity discipline and yield pressure.

orangeguy wrote:

The southeast is DL's stronghold. There is a reason that folks in the south joke... "When you die, whether you're going to heaven or hell, you'll have to connect through Atlanta."

dcajet wrote:

NYC-GIG is a shadow if its former self, when it used to be VARIG's prestige route. With many more competitors and routes between the US and Brazil, the market is significantly more segmented. LATAM and United giving up on the NY-Rio market is very telling of the state of affairs on the route.

A lot has changed. A big part of why NYC-RIO is far less prominent as a market, relatively speaking, compared to years past is because Rio de Janeiro is far less prominent of a market than it used to be. The economic center of gravity in Brazil is firmly ensconced in São Paulo. While Rio de Janeiro is certainly not a small population or economic center by any stretch, it's a fraction of São Paulo - economically and demographically.

commavia wrote:

dcajet wrote:

NYC-GIG is a shadow if its former self, when it used to be VARIG's prestige route. With many more competitors and routes between the US and Brazil, the market is significantly more segmented. LATAM and United giving up on the NY-Rio market is very telling of the state of affairs on the route.

A lot has changed. A big part of why NYC-RIO is far less prominent as a market, relatively speaking, compared to years past is because Rio de Janeiro is far less prominent of a market than it used to be. The economic center of gravity in Brazil is firmly ensconced in São Paulo. While Rio de Janeiro is certainly not a small population or economic center by any stretch, it's a fraction of São Paulo - economically and demographically.

Another factor to consider is that until the early 90s or so, GIG was the international gateway to Brazil, as Sao Paulo just had CGH and VCP. With GRU open for business, the status quo changed to reflect more accurately the economic shape of the country.

In recent times GIG got a boost from the oil industry, which is centered around the Rio area, but this traffic, generally speaking, is not NYC-bound.

dcajet wrote:

Another factor to consider is that until the early 90s or so, GIG was the international gateway to Brazil, as Sao Paulo just had CGH and VCP. With GRU open for business, the status quo changed to reflect more accurately the economic shape of the country.

Yep - absolutely. That, too. The confluence of all of these factors has led to NYC-GIG specifically, and RIO metro as a market in general, becoming less prominent - relatively speaking - than it once was.

dcajet wrote:

In recent times GIG got a boost from the oil industry, which is centered around the Rio area, but this traffic, generally speaking, is not NYC-bound.

Indeed. At this point, outside of oil industry traffic - which is very heavily concentrated on IAH - the vast majority of U.S.-GIG demand, like the vast majority of U.S.-Brazil demand in general, is concentrated in three places - South Florida, MCO and NYC. Thus precisely why all three of those markets continue to have substantial nonstop capacity to multiple large Brazil markets.

orangeguy wrote:

jb1087xna wrote:

Thanks as always for this update.

enilria wrote:

UA ORD-JAN JUN 1.8>1.1 AUG 1.7>1.3

DL must really have a lock on Jackson. (Though geography alone must count for something.) Seems odd to be cutting the frequency almost in half (no, not technically, but still) with only a few weeks to go until June. Most of the other UA adjustments seem to impact September and beyond.

The southeast is DL's stronghold. There is a reason that folks in the south joke... "When you die, whether you're going to heaven or hell, you'll have to connect through Atlanta."

Nowadays, the death is a little more painful given the state of commercial aviation in the country (and world).

Midwestindy wrote:

enilria wrote:

tphuang wrote:

At this point, what could B6 risk by adding more flights into DL hubs like MSP and CVG? DL has already announced full throttle in their BOS expansion. Neither can expand further at JFK. There is no room for DL to expand at FLL. DL will continue to risk retaliation from AA/UA/WN when enter into more business routes out of BOS. B6 won't run the same risk adding flights into MSP and CVG. Seems like B6 should just go full steam forward.

I think the time has come for B6 or AS to expand in the DL (NW) hubs.

jb1087xna wrote:

Thanks as always for this update.

Which possible routes could they add, I'm not saying you are wrong, but it seems like these hubs are pretty jam packed with flights to the east coast and florida.
CVG: They could definately add BOS, but other than that NYC is already served by G4, F9, DL, AA, and UA, FLL is already served by DL, F9, and G4
DTW: already served by B6
MSP: Bos is served by DL, NK, and SY, NYC by DL, AA, UA, and SY, and FLL by DL and WN and SY seasonally
SLC: Already well served by B6
ATL: Already served by B6
JFK: Already well served by B6
BOS: Already well served by B6
LAX: Already well served by B6
SEA: Already well served by B6
MEM(low demand): No service to BOS, FLL, or JFK

Likely in the upcoming years B6 CVG-BOS, MSP-BOS, MSP-FLL, CVG-FLL, ATL-FLL then maybe MEM-JFK/FLL/BOS

Unlikely MEM will ever see the level of traffic they had during RC/NW/DL hub days.

DL up to 8 SEA-GEG during low season. Plus SLC-GEG is going 4x 717 (usually 2 320/319, 2 CR7) during fall/winter. And GEG-MSP stays 2x daily but both on 739 - upgrade over past 2x M90.