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-GGT JUL 1.2>1.4 AUG 1.0>1.1
3M MCO-MHH JUL 1.6>1.8 AUG 1.5>1.7

7I MIA-CUR JUL 1.0>0 AUG 1.0>0 SEP 1.0>0 OCT 1.0>0 NOV 1.0>0 DEC 1.0>0 JAN 1.0>0

9K ACK-BOS JUN 21>20

9X IAD-MGW JUN 3>4 JUL 3>4 AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4 DEC 3>4
9X MGW-PIT JUN 5>6 AUG 5>6 NOV 5>6

AA CLT-BGI OCT 0>0.1
AA CLT-SAN SEP 2>3 OCT 2>3
AA CLT-SEA SEP 2>3 OCT 2>3
*AA LGA-MCI OCT 2>0.3 NOV 2>0 DEC 2>0 JAN 2>0
AA LGA-PBI JAN 0>1.0
AA MCI-CUN OCT 0>0.1
AA MIA-CZM NOV 0.8>1.0
AA MIA-JAX SEP 4>5 OCT 4>5 NOV 4>5 DEC 4>5 JAN 4>5
AA MIA-SFO OCT 5>4 NOV 5>4 DEC 5>4 JAN 5>4

AC JAX-YYZ NOV 0.3>1.0 DEC 0.3>1.0 JAN 0.3>1.0
AC SAN-YVR NOV 0>1.7 DEC 0.6>1.9 JAN 1.0>2

AD MCO-REC SEP 0.3>0.6 OCT 0.3>0.5

AF JFK-CDG NOV 5>4
AF LAX-CDG JAN 1.9>1.5

AG MIA-AUA JUN 1.0>0.9

AM FAT-GDL SEP 0.7>0.9 OCT 0.7>0.8
AM SFO-GDL OCT 1.0>0.8

*AS LAX-MEX AUG 0>0.8 SEP 0>1.0 OCT 0>1.0 NOV 0>1.8 DEC 0>2 JAN 0>2
*AS SAN-MEX NOV 0>0.8 DEC 0>1.0 JAN 0>1.0
*AS SFO-MEX AUG 0>0.8 SEP 0>1.0 OCT 0>1.0 NOV 0>1.0 DEC 0>1.0 JAN 0>1.0

I guess quid pro quo with VX dropping JFK-Florida, but still surprised it wasn't decent
*B6 LAS-SFO NOV 2>0 DEC 2>0

BA JFK-LCY AUG 0.8>0.6

DE PDX-FRA OCT 0.4>0.1

DL ATL-GUA JUL 3>2
DL ATL-SKB JAN 0.2>0.3
DL BOS-BUF AUG 0>1.5 SEP 1.9>3
DL JFK-CLE OCT 3>4 NOV 3>4 JAN 3>4
DL JFK-CLT OCT 3>4 NOV 3>4 JAN 3>4
DL JFK-SKB JAN 0>0.1
DL SEA-PDX JAN 7>6
DL SLC-GDL JAN 1.0>0.9
It does not resume following that. Moved to FLL it appears.
*DL SLC-MIA JAN 1.0>0
DL SLC-OAK AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4 DEC 3>4 JAN 3>4

FI ORD-KEF JAN 0.6>0.7

G4 ABE-MYR OCT 0.3>0.2
G4 ABQ-LAX OCT 0.3>0.2
G4 ATW-LAS OCT 0.3>0.2
G4 AVL-BWI OCT 0.3>0.2
G4 AVL-PGD OCT 0>0.7 NOV 0>0.7 DEC 0>0.7 JAN 0>0.7
G4 AVL-SFB NOV 0.9>0.6 DEC 0.9>0.6 JAN 0.8>0.6
G4 BGR-SFB JAN 0.5>0.4
G4 BLI-LAS NOV 1.3>3 DEC 1.3>3 JAN 1.3>3
G4 BLV-VPS DEC 0.6>0.4
G4 BWI-CVG OCT 0.3>0.2
G4 CHA-SFB NOV 0.4>0.3 DEC 0.4>0.3 JAN 0.4>0.3
G4 CLE-PGD DEC 0.6>0.4
G4 CLE-SAV OCT 0.3>0.2
G4 CVG-EWR OCT 0>0.7 NOV 0>0.7 DEC 0>0.7 JAN 0>0.7
G4 CVG-VPS NOV 0.4>0.3 DEC 0.5>0.3 JAN 0.4>0.3
G4 ELM-SFB NOV 0.4>0.3 DEC 0.4>0.3 JAN 0.4>0.3
G4 EVV-SFB NOV 0.4>0.3 DEC 0.4>0.3 JAN 0.4>0.3
G4 FLL-IND DEC 0.6>0.4
G4 FLL-LEX OCT 0.4>0.2
G4 FLL-MEM NOV 0.4>0.3 DEC 0.4>0.3 JAN 0.5>0.3
G4 FLL-SDF OCT 0.3>0.2
G4 GRI-LAS OCT 0.3>0.2
G4 GSP-SFB DEC 0.6>0.4
G4 HNL-LAS OCT 0.3>0.1
G4 IAG-PGD NOV 0.6>0.4
G4 IND-PGD NOV 1.0>0.7 DEC 1.0>0.7 JAN 1.0>0.7
G4 IND-PIE NOV 0.9>0.6 DEC 0.9>0.6 JAN 0.8>0.5
G4 LAS-MFR OCT 0.3>0.2
G4 LAS-PSC OCT 0.3>0.2
G4 LAS-RAP OCT 0.3>0.2
G4 LAS-SAT OCT 0.3>0.2
G4 LAS-SBN OCT 0.3>0.2
G4 LCK-MYR OCT 0.3>0.2
G4 LCK-PGD OCT 0.5>0.3
G4 LCK-SFB DEC 0.6>0.4
G4 MDT-PIE NOV 0.4>0.3 DEC 0.4>0.3 JAN 0.5>0.3
G4 MYR-SWF OCT 0.3>0.2
G4 MYR-SYR OCT 0.3>0.2
G4 PGD-PIA OCT 0.4>0.2
G4 PGD-PIT DEC 0.6>0.4
G4 PGD-TYS DEC 0.6>0.4
G4 PIE-PIT DEC 0.6>0.4
G4 PIE-TYS NOV 1.0>0.6 DEC 1.0>0.6 JAN 1.0>0.5
G4 SFB-SJU NOV 0.1>0.3 DEC 0.1>0.3 JAN 0.2>0.3

HA HNL-LIH DEC 18>17

*KL MSP-AMS NOV 0>0.4 DEC 0>0.5 JAN 0>0.4

LY JFK-TLV NOV 1.9>1.7 DEC 1.8>1.6

MW HNL-JHM SEP 9>8 OCT 9>8 NOV 9>8 DEC 9>8 JAN 9>8
MW HNL-MKK SEP 12>13 OCT 12>13 NOV 12>13 DEC 12>13 JAN 12>13
MW JHM-MKK SEP 0.7>0.4 OCT 0.7>0.3 NOV 0.7>0.3 DEC 0.7>0.3 JAN 0.7>0.3
MW MKK-OGG OCT 10>11 NOV 10>11 DEC 10>11 JAN 10>11

SE JFK-CDG DEC 0.1>0.2

TJ BOS-HPN JUN 0>1.4

TNR DLG-KEK JUN 0>1.5 JUL 0>1.4 AUG 0>1.5 SEP 0>1.4 OCT 0>1.4 NOV 0>1.5 DEC 0>1.4 JAN 0>1.5
TNR DLG-KGK JUN 0>1.5 JUL 0>1.4 AUG 0>1.5 SEP 0>1.4 OCT 0>1.4 NOV 0>1.5 DEC 0>1.4 JAN 0>1.5
TNR DLG-KMO JUN 0>0.7 JUL 0>0.7 AUG 0>0.7 SEP 0>0.7 OCT 0>0.7 NOV 0>0.7 DEC 0>0.7 JAN 0>0.7
TNR DLG-KNW JUN 0>1.5 JUL 0>1.4 AUG 0>1.5 SEP 0>1.4 OCT 0>1.4 NOV 0>1.5 DEC 0>1.4 JAN 0>1.5

UA DEN-CZM JAN 0>0.1
UA EWR-GLA JAN 0.8>0.5
UA EWR-SNN JAN 0.8>0.6
UA IAH-ZLO JAN 0.5>0.3
UA ORD-DSM OCT 5>6

VB IAH-MTY NOV 0>0.6 DEC 0>0.2

VC BKW-CLT JUN 0.6>3 JUL 0.6>3 AUG 0.6>3 SEP 0.6>3
VC BKW-PKB AUG 0.6>0.4

YOY Compare
WN ABQ-PDX OCT 0.8>0 NOV 0.9>0 DEC 0.9>0
WN ATL-AUS OCT 2>3 NOV 1.9>3
WN ATL-CAK OCT 3>0 NOV 3>0 DEC 3>0
WN ATL-CLE OCT 0>1.9 NOV 0>1.9 DEC 0>1.9
WN ATL-MKE NOV 3>2.0 DEC 3>1.9
WN ATL-MSP OCT 3>1.9
WN ATL-PBI OCT 1.8>1.0 NOV 1.9>1.0 DEC 1.9>1.1
WN ATL-STL OCT 3>4
WN AUS-LBB DEC 1.5>1.0
WN AUS-MCI OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN AUS-MSY OCT 1.0>1.7 NOV 1.2>2 DEC 1.3>2
WN AUS-SEA NOV 1.0>0.6 DEC 0.9>0.2
WN AUS-SNA OCT 1.0>0 NOV 1.0>0 DEC 1.0>0
WN AUS-STL OCT 1.0>1.7 NOV 1.0>1.8 DEC 1.0>1.8
WN BNA-CUN DEC 0>0.2
WN BNA-MKE NOV 0>1.7 DEC 0>2
WN BNA-MSP OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN BNA-SEA OCT 1.0>0
WN BNA-STL OCT 1.8>3
WN BOI-SAN OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN BOS-MCI DEC 1.8>1.4
WN BOS-MKE DEC 1.7>1.1
WN BOS-STL OCT 2>3 NOV 2.0>3
WN BUR-SFO OCT 3>5 NOV 3>5 DEC 3>4
WN BUR-SJC OCT 7>8 NOV 7>8
WN BUR-SLC OCT 0>1.7 NOV 0>1.7 DEC 0>1.5
WN BUR-SMF OCT 7>8 NOV 7>8
WN BWI-ABQ OCT 2>1.2
WN BWI-BNA DEC 7>6
WN BWI-CLT OCT 2.0>3 NOV 2.0>3
WN BWI-CUN NOV 1.9>2 DEC 2>3
WN BWI-CVG OCT 0>3 NOV 0>3 DEC 0>3
WN BWI-DTW OCT 3>4
WN BWI-LIR OCT 0.2>0
WN BWI-MSP OCT 3>1.9
WN BWI-NAS NOV 0.1>0.4 DEC 0.2>0.5
WN BWI-SJC OCT 0>1.0
WN BWI-SJO NOV 0.4>0.1 DEC 1.0>0.2
WN BWI-SLC OCT 1.0>0 NOV 1.0>0.1 DEC 0.9>0.1
WN BWI-TPA OCT 6>7
WN CLE-MKE NOV 0>1.7 DEC 0>1.9
WN CLE-STL OCT 1.0>1.9 NOV 1.0>1.8 DEC 1.0>1.8
WN DAL-BNA OCT 3>4
WN DAL-CHS OCT 1.0>0.3
WN DAL-DCA OCT 4>3
WN DAL-OAK OCT 3>1.9
WN DAL-OKC OCT 3>4
WN DAL-ONT OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN DAL-SAT OCT 10>11 DEC 10>9
WN DAL-SFO OCT 1.0>1.7
WN DAL-SJC OCT 1.8>1.0 NOV 1.9>1.1 DEC 1.9>1.1
WN DAL-SNA OCT 1.8>0.9 NOV 1.8>0.9 DEC 1.8>0.8
WN DAL-TUL OCT 3>4
WN DCA-IND NOV 1.8>1.0 DEC 1.8>1.0
WN DCA-MCI OCT 3>1.9
WN DCA-MKE OCT 3>1.9
WN DCA-PVD OCT 0>2
WN DEN-ALB OCT 0>1.0 NOV 0>0.8 DEC 0>0.8
WN DEN-AUS OCT 4>5
WN DEN-BZE DEC 0>0.2
WN DEN-CUN NOV 1.1>1.9 DEC 1.2>2
WN DEN-PDX OCT 5>4
WN DEN-PVR OCT 1.0>0.1
WN DEN-SJD NOV 0.7>0.8 DEC 0.8>1.0
WN DEN-TPA OCT 2>3
WN EWR-IND OCT 0>1.7 NOV 0>1.7 DEC 0>1.5
WN EWR-SJU OCT 0>0.1 NOV 0>0.1
WN FLL-ALB NOV 0.9>0.6 DEC 1.0>0.6
WN FLL-BNA DEC 5>4
WN FLL-BZE OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN FLL-CUN OCT 0>1.0 NOV 0>3 DEC 0>3
WN FLL-DCA OCT 1.0>2
WN FLL-EWR OCT 0>1.9 NOV 0>1.9 DEC 0>1.9
WN FLL-GCM OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN FLL-HAV OCT 0>2 NOV 0>2 DEC 0>2
WN FLL-IAD OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN FLL-IND OCT 0>1.0
WN FLL-MBJ OCT 0>1.0 NOV 0>1.9 DEC 0>2
WN FLL-PHL OCT 0>1.0 DEC 3>1.5
WN FLL-PUJ NOV 0>0.9 DEC 0>1.0
WN FLL-RDU OCT 0>1.0
WN FLL-SJO NOV 0>0.9 DEC 0>1.0
WN FLL-SJU NOV 1.8>3 DEC 2>3
WN FLL-SNU OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN FLL-VRA OCT 0>2 NOV 0>2 DEC 0>2
WN GEG-SMF OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN GRR-RSW NOV 0.1>0.0 DEC 0.2>0.1
WN HOU-ATL OCT 5>6 NOV 5>6 DEC 5>6
WN HOU-AUS OCT 5>6
WN HOU-BOS OCT 2>1.1 NOV 1.7>1.1 DEC 1.4>1.0
WN HOU-CUN OCT 2>3 NOV 2>3 DEC 2>3
WN HOU-DAL OCT 18>19
WN HOU-DCA OCT 4>3
WN HOU-ECP OCT 2>1.0 NOV 1.8>1.2 DEC 1.8>1.2
WN HOU-LGA OCT 3>2
WN HOU-MBJ OCT 1.0>0.6 NOV 1.0>0.6 DEC 1.0>0.8
WN HOU-MCI OCT 2.0>3
WN HOU-MEX OCT 2>4 NOV 2>4 DEC 2>4
WN HOU-OMA OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN HOU-PDX OCT 1.0>0 NOV 1.0>0 DEC 0.9>0
WN HOU-SAT OCT 5>6
WN HOU-SEA OCT 0.8>0 NOV 0.9>0 DEC 0.9>0
WN IND-LGA OCT 1.8>0 NOV 1.9>0 DEC 1.9>0
WN IND-TPA NOV 3>2.0 DEC 3>1.8
WN LAS-BDL NOV 1.0>0.1 DEC 1.0>0.2
WN LAS-BHM DEC 1.5>1.0
WN LAS-DTW NOV 1.0>0.5 DEC 1.0>0.6
WN LAS-LGB OCT 3>0.3 NOV 3>0.4 DEC 3>0.5
WN LAS-PHL NOV 1.0>0.1 DEC 1.0>0.2
WN LAS-PIT OCT 2>1.2
WN LAS-RDU NOV 1.0>0.1 DEC 1.0>0.2
WN LAS-SEA OCT 4>3 NOV 4>3
WN LAS-SLC OCT 6>5 NOV 6>5
WN LAX-AUS OCT 1.8>3 NOV 1.7>3
WN LAX-CUN OCT 0>1.1 NOV 0>1.0 DEC 1.8>1.0
WN LAX-LAS DEC 11>9
WN LAX-LIR OCT 1.0>0 NOV 1.0>0 DEC 1.0>0
WN LAX-PVR OCT 0>1.0 NOV 0>1.0
WN LAX-SJD OCT 0>2 NOV 0>2 DEC 1.8>2
WN LGA-MKE DEC 3>1.9
WN LGA-TPA OCT 0>2 NOV 0>2.0 DEC 0>2
WN LGB-SMF OCT 0>2 NOV 0>2.0 DEC 0>2
WN MCI-SAT OCT 0>1.0
WN MCO-EWR OCT 2>1.0
WN MCO-FLL OCT 0>5 NOV 0>5 DEC 0>5
WN MCO-FNT NOV 0.1>0.0 DEC 0.2>0.1
WN MCO-GRR NOV 0.8>0.1 DEC 1.0>0.2
WN MCO-IAD OCT 0>1.0
WN MCO-IND OCT 3>1.9
WN MCO-MBJ OCT 1.0>0.7 NOV 1.0>0.8 DEC 1.0>0.8
WN MCO-MKE OCT 3>2
WN MCO-ROC NOV 1.4>1.0
WN MCO-SDF OCT 2.0>1.0
WN MDW-BWI NOV 6>7
WN MDW-CVG OCT 0>5 NOV 0>5 DEC 0>5
WN MDW-DAY OCT 3>0 NOV 3>0 DEC 3>0
WN MDW-DCA OCT 8>6
WN MDW-EWR OCT 7>6 DEC 7>6
WN MDW-FLL OCT 3>4
WN MDW-LAX DEC 5>6
WN MDW-LGA OCT 7>6
WN MDW-MBJ NOV 0.9>0.7 DEC 1.0>0.7
WN MDW-MCI OCT 8>9
WN MDW-ORF OCT 2>1.3 NOV 2.0>1.5
WN MDW-PUJ NOV 0.9>0.6 DEC 1.0>0.6
WN MDW-RSW OCT 4>2
WN MDW-SAN OCT 4>3
WN MDW-SEA OCT 3>2
WN MDW-SJU OCT 0>0.2 NOV 0>0.3 DEC 0>0.4
WN MDW-SNA OCT 1.0>0 NOV 1.0>0 DEC 0.9>0
WN MDW-TPA DEC 6>5
WN MDW-TUS DEC 1.4>1.0
WN MKE-CUN OCT 0.2>0 NOV 0.1>0 DEC 0.2>0
WN MKE-MSP NOV 1.6>0.2 DEC 1.4>0
WN MKE-SAN NOV 1.0>0.1 DEC 0.9>0
WN MKE-SEA OCT 1.0>0 NOV 1.0>0 DEC 0.9>0
WN MKE-SFO NOV 1.0>0.1 DEC 0.9>0
WN MKE-TPA NOV 1.5>1.1
WN OAK-PVR OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN OAK-SJD OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN PDX-SAN OCT 2>1.2
WN PDX-SFO OCT 0>3 NOV 0>3 DEC 0>3
WN PDX-SMF OCT 6>5
WN PHL-TPA DEC 2>1.4
WN PHX-FLL OCT 0>1.0
WN PHX-IND NOV 1.7>1.1 DEC 1.9>1.1
WN PHX-MCO NOV 1.8>1.1 DEC 1.6>1.2
WN PHX-MSY NOV 1.6>1.0 DEC 1.7>1.1
WN PHX-SNA DEC 8>6
WN PHX-TPA NOV 1.5>1.1
WN PHX-TUL NOV 3>1.4 DEC 3>1.5
WN RNO-SJC OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN RSW-STL OCT 2.0>1.0 NOV 3>1.4 DEC 3>1.5
WN SAN-SEA OCT 1.8>1.0 NOV 1.9>1.1 DEC 1.9>1.1
WN SAN-SJC OCT 10>11 NOV 10>11 DEC 10>11
WN SAN-SJD OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN SAN-SLC OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN SAN-SMF OCT 9>11 NOV 9>12 DEC 9>11
WN SAN-TUS OCT 3>1.9
WN SEA-SMF OCT 4>6 NOV 4>5 DEC 4>5
WN SJC-SLC OCT 0>2
WN SLC-SMF OCT 0>1.0 NOV 0>1.0 DEC 0>1.0
WN SNA-SJD OCT 1.2>1.0 NOV 1.1>1.0 DEC 1.2>1.0
WN STL-CUN DEC 0>0.2
WN TPA-HAV OCT 0>1.0 NOV 0>1.0 DEC 0>1.0

WP HNL-KOA JUL 12>11 AUG 12>11 SEP 12>11 OCT 12>11 NOV 12>11 DEC 12>11 JAN 12>11
WP HNL-OGG JUN 12>11 JUL 14>13 AUG 14>13 SEP 14>13 OCT 14>13 NOV 14>13 DEC 14>13 JAN 14>13

Y4 AUS-GDL JUN 0.3>0.1 AUG 0.5>0.3
Y4 IAH-MEX JUN 0.6>0.0
Y4 JFK-GDL JUN 0.6>0.4 AUG 1.0>0.5
Y4 JFK-MEX AUG 1.0>1.5
Y4 LAS-MEX AUG 1.0>0.7
Y4 LAX-AGU AUG 0.7>0.5
Y4 LAX-BJX AUG 1.0>0.7
Y4 LAX-GDL AUG 4>3
Y4 LAX-MEX JUN 2>1.6 AUG 2>3
Y4 LAX-MLM JUN 0.9>0.7 AUG 1.0>0.8
Y4 LAX-OAX AUG 0>0.3
Y4 LAX-QRO AUG 0>0.3
Y4 LAX-ZCL AUG 0.9>0.7
Y4 MDW-BJX AUG 0.8>0.6
Y4 MDW-QRO AUG 0>0.3
Y4 MDW-ZCL AUG 0.9>0.6
Y4 MIA-MEX JUN 0.6>0.3 AUG 1.0>0.6
Y4 ONT-BJX AUG 0>0.3
Y4 ONT-GDL JUN 1.0>0.6
Y4 ORD-GDL AUG 1.0>0.4
Y4 ORD-MEX JUN 1.4>1.0 JUL 1.1>1.5 AUG 2>1.4
Y4 ORD-MTY AUG 0.4>0.3
Y4 PDX-GDL AUG 0.4>0.5
Y4 PHX-CUL JUN 0.3>0.1 AUG 0.5>0.3
Y4 SAT-GDL JUN 0.4>0.3
Y4 SBD-GDL AUG 0>0.3
Y4 SFO-GDL AUG 1.0>0.7
Y4 SFO-MEX AUG 1.0>0.7

Thanks for this thread as always!

Re B6 dropping LAS-SFO - This route never made sense given neither is a B6 focus city, and B6 is very limited in gate space at SFO. With just 2 gates, B6 turns 6x to JFK, 3x to BOS (soon to be 4x), 2x to FLL, and 5x to LGB. Dropping the 2x to LAS gives B6 some breathing room, which could be especially useful during SFO's notorious ground delays.

And of course AS/VX has ended JFK-FLL, which I suspect was the ultimate catalyst.

Thanks as always for the thread, enilria!

AS SFO-MEX makes it 4 carriers on this route. Hoping for a fares bloodbath. Wonder where AS got the MEX slots from?

KLM extension for MSP is also on a 787. First ever scheduled 787 to MSP.

SteveXC500 wrote:

KLM extension for MSP is also on a 787. First ever scheduled 787 to MSP.

- AMS 17:00 - MSP 18:50 B789 Tue, Fri, Sun
- MSP 21:30 - AMS 12:15 B789 Tue, Fri, Sun

Its a shame AA dropped LGA-MCI. It seems like DL has become the undisputed ruler of LGA and JFK!

nadavatar64 wrote:

Its a shame AA dropped LGA-MCI. It seems like DL has become the undisputed ruler of LGA and JFK!

Doesn't WN fly this route?

klwright69 wrote:

Thanks for this thread as always!

jetbluefan1 wrote:

And of course AS/VX has ended JFK-FLL, which I suspect was the ultimate catalyst.

Thanks as always for the thread, enilria!

Thanks and exactly!

rrapynot wrote:

AS SFO-MEX makes it 4 carriers on this route. Hoping for a fares bloodbath. Wonder where AS got the MEX slots from?

Wasn't it from the DL/AM slot reallocation?

nadavatar64 wrote:

Its a shame AA dropped LGA-MCI. It seems like DL has become the undisputed ruler of LGA and JFK!

LGA pretty much. JFK not as sure about that. Their domestic is basically all connect. B6 is basically all local.

WN dropping many it inherited from AirTran?

jetbluefan1 wrote:

Re B6 dropping LAS-SFO - This route never made sense given neither is a B6 focus city, and B6 is very limited in gate space at SFO. With just 2 gates, B6 turns 6x to JFK, 3x to BOS (soon to be 4x), 2x to FLL, and 5x to LGB. Dropping the 2x to LAS gives B6 some breathing room, which could be especially useful during SFO's notorious ground delays.

And of course AS/VX has ended JFK-FLL, which I suspect was the ultimate catalyst.

Thanks as always for the thread, enilria!

It's no real loss. The fares were often rock bottom (got a $34 ow last year) and B6 did occasionally have operational issues when there was weather at SFO. At least once saw them flip the flight day of to go OAK-LAS...which showed a real amateurish approach to Bay Area flying.

Great to see CLT-SAN/SEA get extended to 3 daily in September. Looking for that to continue in the non summer months.

727LOVER wrote:

nadavatar64 wrote:

Its a shame AA dropped LGA-MCI. It seems like DL has become the undisputed ruler of LGA and JFK!

Doesn't WN fly this route?

Yeah, they operate 1x737 compared to DL's 4xCR9/E170. AA currently operates 2xE175.

SFOtoORD wrote:

jetbluefan1 wrote:

Re B6 dropping LAS-SFO - This route never made sense given neither is a B6 focus city, and B6 is very limited in gate space at SFO. With just 2 gates, B6 turns 6x to JFK, 3x to BOS (soon to be 4x), 2x to FLL, and 5x to LGB. Dropping the 2x to LAS gives B6 some breathing room, which could be especially useful during SFO's notorious ground delays.

And of course AS/VX has ended JFK-FLL, which I suspect was the ultimate catalyst.

Thanks as always for the thread, enilria!

It's no real loss. The fares were often rock bottom (got a $34 ow last year) and B6 did occasionally have operational issues when there was weather at SFO. At least once saw them flip the flight day of to go OAK-LAS...which showed a real amateurish approach to Bay Area flying.

AS regularly shifts SFO flights to OAK/SJC on the big delay days at SFO. Yesterday and today PDX-SFO flights are going to OAK because of the runway construction delays. For most people, getting to OAK on time is going to be better than getting to SFO three hours later.

cvgComair wrote:

727LOVER wrote:

nadavatar64 wrote:

Its a shame AA dropped LGA-MCI. It seems like DL has become the undisputed ruler of LGA and JFK!

Doesn't WN fly this route?

Yeah, they operate 1x737 compared to DL's 4xCR9/E170. AA currently operates 2xE175.

Which equals a ton of capacity, not surprised AA blinked first. They also scaled back MCI-LAX as well.

Was 2016 peak for the number of passengers flying? I see so many flights cut.

Probably wishful thinking on my part, but I wonder if AA might use a slot or two to start MSY-LGA. NYC is our biggest market (1200 PDEW in Q2 2016). Of course there's a lot of competition and they probably wouldn't make much money on it, but for AA it would mostly serve to bolster their network to compete for frequent fliers and contracts. They are quickly closing in on #2 Delta at MSY, and already have if you count partners BA and AS.

enilria wrote:

LGA pretty much. JFK not as sure about that. Their domestic is basically all connect. B6 is basically all local.

Agree with you about DL, but B6 receives tons of connecting traffic, alot of the airlines that fly to JFK partner with B6.

SteveXC500 wrote:

KLM extension for MSP is also on a 787. First ever scheduled 787 to MSP.

Fantastic!

JetBlueCLT wrote:

Great to see CLT-SAN/SEA get extended to 3 daily in September. Looking for that to continue in the non summer months.

What are we at in the summer? I seem to remember maybe four or five to SEA last summer...
Any news on what SMF and SJC are doing this summer?

Can MCI LGA be a mistake?

There isnt an excess capacity on this route at all.

No flights to JFK. A few flights to EWR.

Pretty shabby schedule.

nadavatar64 wrote:

enilria wrote:

LGA pretty much. JFK not as sure about that. Their domestic is basically all connect. B6 is basically all local.

Agree with you about DL, but B6 receives tons of connecting traffic, alot of the airlines that fly to JFK partner with B6.

I think B6 has said that over 86% of their traffic is O/D. JFK is probably lower, but still pretty high. DL is the largest carrier in LGA/JFK, but they certainly don't dominate new york traffic. AA definitely seems to be retreating though, which is quite sad. New Yorkers like a lot of choices.

I guess B6's "growing organically in west coast" is complete bs.

ucdtim17 wrote:

SFOtoORD wrote:

jetbluefan1 wrote:

Re B6 dropping LAS-SFO - This route never made sense given neither is a B6 focus city, and B6 is very limited in gate space at SFO. With just 2 gates, B6 turns 6x to JFK, 3x to BOS (soon to be 4x), 2x to FLL, and 5x to LGB. Dropping the 2x to LAS gives B6 some breathing room, which could be especially useful during SFO's notorious ground delays.

And of course AS/VX has ended JFK-FLL, which I suspect was the ultimate catalyst.

Thanks as always for the thread, enilria!

It's no real loss. The fares were often rock bottom (got a $34 ow last year) and B6 did occasionally have operational issues when there was weather at SFO. At least once saw them flip the flight day of to go OAK-LAS...which showed a real amateurish approach to Bay Area flying.

AS regularly shifts SFO flights to OAK/SJC on the big delay days at SFO. Yesterday and today PDX-SFO flights are going to OAK because of the runway construction delays. For most people, getting to OAK on time is going to be better than getting to SFO three hours later.

Any airline that does it to me is going to get a request for refund and lose my business. That particular day I hopped on an on-time UA flight on 2 hours notice. Got in earlier than my scheduled B6 flight and many hours earlier than their foolish OAK-LAS flight.

rrapynot wrote:

AS SFO-MEX makes it 4 carriers on this route. Hoping for a fares bloodbath. Wonder where AS got the MEX slots from?

The slots came from some that AM/DL gave up so they could have a JV on Mexican routes. This was reported in the Mexican news media this week. Also, WN's 4th daily HOU-MEX is another divested slot. I don't see why WN wants another flight on this route, as fares are extremely low. Great for me as a frequent flyer on this run, but bad for business.
It was also reported the AS will run an E175 on the SAN-MEX route. Is this accurate?

IAHWorldflyer wrote:

rrapynot wrote:

AS SFO-MEX makes it 4 carriers on this route. Hoping for a fares bloodbath. Wonder where AS got the MEX slots from?

The slots came from some that AM/DL gave up so they could have a JV on Mexican routes. This was reported in the Mexican news media this week. Also, WN's 4th daily HOU-MEX is another divested slot. I don't see why WN wants another flight on this route, as fares are extremely low. Great for me as a frequent flyer on this run, but bad for business.
It was also reported the AS will run an E175 on the SAN-MEX route. Is this accurate?

Yes, AS will run an E175 on SAN-MEX. There is a whole thread on the applications and approvals with the information.

ahj2000 wrote:

JetBlueCLT wrote:

Great to see CLT-SAN/SEA get extended to 3 daily in September. Looking for that to continue in the non summer months.

What are we at in the summer? I seem to remember maybe four or five to SEA last summer...
Any news on what SMF and SJC are doing this summer?

For sample bookings in AA.com, in mid-summer, SJC-CLT is 1xDaily 738 or A320. SMF-CLT goes up to 2xDaily A321...2x seasonal, 1x otherwise.

nadavatar64 wrote:

enilria wrote:

LGA pretty much. JFK not as sure about that. Their domestic is basically all connect. B6 is basically all local.

Agree with you about DL, but B6 receives tons of connecting traffic, alot of the airlines that fly to JFK partner with B6.

tphuang wrote:

nadavatar64 wrote:

enilria wrote:

LGA pretty much. JFK not as sure about that. Their domestic is basically all connect. B6 is basically all local.

Agree with you about DL, but B6 receives tons of connecting traffic, alot of the airlines that fly to JFK partner with B6.

I think B6 has said that over 86% of their traffic is O/D. JFK is probably lower, but still pretty high. DL is the largest carrier in LGA/JFK, but they certainly don't dominate new york traffic. AA definitely seems to be retreating though, which is quite sad. New Yorkers like a lot of choices.

I guess B6's "growing organically in west coast" is complete bs.

B6 is 6% connect on JFK-Domestic including all interline according to DB1B. DL is 17%. I'm actually very surprised DL is that low. But, B6 has 15k PDEW from JFK local, while DL has about 13500. So, DL is not the dominant carrier domestically at JFK. Both don't include double-ticketing and I bet there's a lot. I wouldn't be surprised if it doubles the connect numbers.

jfklganyc wrote:

Can MCI LGA be a mistake?

There isnt an excess capacity on this route at all.

No flights to JFK. A few flights to EWR.

Pretty shabby schedule.

I just checked AA.com. The flights are not listed for those dates.

So in January AA will still be operating MIA-SLC , so Delta looks to be focusing all laser beams on JetBlue entrance into SLC-FLL moving up the road. I do see Delta operating 2x daily 7am and 7:45pm out of FLL alot of days they must be be really excited for JetBlues arrival into the market. I doubt they can scare them off, but it looks like delta is rolling in the welcome mat. Looks like the 7:45pm out of FLL is daily with delta also throwing a 7am flight in 3-4 days a week too.

slcdeltarumd11 wrote:

So in January AA will still be operating MIA-SLC , so Delta looks to be focusing all laser beams on JetBlue entrance into SLC-FLL moving up the road. I do see Delta operating 2x daily 7am and 7:45pm out of FLL alot of days they must be be really excited for JetBlues arrival into the market. I doubt they can scare them off, but it looks like delta is rolling in the welcome mat. Looks like the 7:45pm out of FLL is daily with delta also throwing a 7am flight in 3-4 days a week too.

I suspect DL is willing to accept AA to MIA because AA probably relies heavily on LatAm/Caribbean connections. JetBlue is probably more balanced between connections and O&D (leaning O&D), so DL wants to make sure O&D stays with them and connections to LatAm/Caribbean are routed via ATL. I am kind of surprised DL would pull the MIA flight. IIRC DL has switched between FLL/MIA before?

IAHWorldflyer wrote:

Also, WN's 4th daily HOU-MEX is another divested slot. I don't see why WN wants another flight on this route, as fares are extremely low. Great for me as a frequent flyer on this run, but bad for business.

WN is trying to build a Latin America hub at HOU now that it has a great facility. I don't know whether it will work ultimately, but adding HOU-MEX capacity is not really about the O&D traffic.

Any reasoning behind WN nearly dumping BWI-SLC? Seasonal or just cuts?

enilria wrote:

nadavatar64 wrote:

enilria wrote:

LGA pretty much. JFK not as sure about that. Their domestic is basically all connect. B6 is basically all local.

Agree with you about DL, but B6 receives tons of connecting traffic, alot of the airlines that fly to JFK partner with B6.

tphuang wrote:

nadavatar64 wrote:

Agree with you about DL, but B6 receives tons of connecting traffic, alot of the airlines that fly to JFK partner with B6.

I think B6 has said that over 86% of their traffic is O/D. JFK is probably lower, but still pretty high. DL is the largest carrier in LGA/JFK, but they certainly don't dominate new york traffic. AA definitely seems to be retreating though, which is quite sad. New Yorkers like a lot of choices.

I guess B6's "growing organically in west coast" is complete bs.

B6 is 6% connect on JFK-Domestic including all interline according to DB1B. DL is 17%. I'm actually very surprised DL is that low. But, B6 has 15k PDEW from JFK local, while DL has about 13500. So, DL is not the dominant carrier domestically at JFK. Both don't include double-ticketing and I bet there's a lot. I wouldn't be surprised if it doubles the connect numbers.

Thanks For the update every week and the continued activity on this site.

grbauc wrote:

Thanks For the update every week and the continued activity on this site.

Thanks!

smokeybandit wrote:

Any reasoning behind WN nearly dumping BWI-SLC? Seasonal or just cuts?

Well it's gone year over year. I think we've been looking for the stuff they needed to cut to park the 733s and that is a great example.

enilria wrote:

grbauc wrote:

Thanks For the update every week and the continued activity on this site.

Thanks!

smokeybandit wrote:

Any reasoning behind WN nearly dumping BWI-SLC? Seasonal or just cuts?

Well it's gone year over year. I think we've been looking for the stuff they needed to cut to park the 733s and that is a great example.

Anything long is easier to cut for fleet utilization until there are enough MAXes on property. The MKE-SFO/SAN cuts are a case in point. This is why I don't thWN won't be closing any more stations like GSP, a station where a turn uses so few aircraft hours per day.

Dominion301 wrote:

Anything long is easier to cut for fleet utilization until there are enough MAXes on property. The MKE-SFO/SAN cuts are a case in point.

The way it was presented in Bill's blog, I didn't get the feeling that the cancellation of MKE-SFO/SAN was temporary or due to an a/c shortage. I will be surprised if those 2 routes restart anytime in the near future.

IAHWorldflyer wrote:

It was also reported the AS will run an E175 on the SAN-MEX route. Is this accurate?

Not only the SAN r/t but a LAX-MEX r/t as well will be op'd using the EMJ. (LAX will also see a 737 r/t.)

I think the EMJ is a perfect test a/c for the SAN-MEX route. I personally have felt for years that a good American carrier would make a successful go at SAN to MEX and GDL, as an alternative to all the service available from TIJ. I'm confident that AS will be able to make SAN-MEX work and to have only 70-ish seats a day to fill will make success easier and quicker. I would also expect that eventually AAG will be able to u/g the route to a 737!

bb

jetbluefan1 wrote:

Re B6 dropping LAS-SFO - This route never made sense given neither is a B6 focus city, and B6 is very limited in gate space at SFO. With just 2 gates, B6 turns 6x to JFK, 3x to BOS (soon to be 4x), 2x to FLL, and 5x to LGB. Dropping the 2x to LAS gives B6 some breathing room, which could be especially useful during SFO's notorious ground delays.

And of course AS/VX has ended JFK-FLL, which I suspect was the ultimate catalyst. !

It failed, plain and simple. No need to sugar coat it. JetBlue, I know its hard to believe, is not loved as loved on the west coast like it is here. This route never should've been started to begin with.

SANFan wrote:

Dominion301 wrote:

Anything long is easier to cut for fleet utilization until there are enough MAXes on property. The MKE-SFO/SAN cuts are a case in point.

The way it was presented in Bill's blog, I didn't get the feeling that the cancellation of MKE-SFO/SAN was temporary or due to an a/c shortage. I will be surprised if those 2 routes restart anytime in the near future.
bb

Hmmm...I think this is all the blog said on the topic

In Milwaukee, we’re “moving some cheese” by reworking our schedule. We’ll add new nonstop service between Milwaukee and both Nashville and Cleveland (both with two daily roundtrips) and bring back seasonal nonstop between Brew City and Ft. Lauderdale and Ft. Meyers. At the same time we’ll discontinue nonstop between Milwaukee and Minneapolis/St. Paul, and discontinue seasonal service between Milwaukee and San Diego and San Francisco.

The chart says "seasonal" too. Of course we don't know if when it comes back the "season" will start in spring and run most of the year or even revert to year-round, or if the "season" will just be a couple of summer months. But Southwest rarely calls a cut seasonal but it doesn't come back.

The west coast is kind of Jekyll and Hyde this year. Summer has 928 nonstop seats to the west coast each weekday, but by late fall is stands at 295/day. These is some demand seasonality but it's nothing close to a 3 to 1 ratio.

jfklganyc wrote:

Can MCI LGA be a mistake?

There isnt an excess capacity on this route at all.

No flights to JFK. A few flights to EWR.

Pretty shabby schedule.

Tried to book it late last night (before seeing this thread) and was surprised it wasn't listed. Ended up booked on UA to EWR instead. I didn't use the MCI-LGA too much, but it sure was nice to have on AA.

nadavatar64 wrote:

Its a shame AA dropped LGA-MCI. It seems like DL has become the undisputed ruler of LGA and JFK!

DL has the most slot pairs at LGA, so should be dominating. AA had to give up more slot pairs than US even had at LGA, but AA/US agreed to that condition when they merged.

jfklganyc wrote:

Can MCI LGA be a mistake?

There isnt an excess capacity on this route at all.

Use it or lose it, applies. It was serviced for over a year so AA did give run it long enough to try it out and let the market use it.

phluser wrote:

nadavatar64 wrote:

Its a shame AA dropped LGA-MCI. It seems like DL has become the undisputed ruler of LGA and JFK!

DL has the most slot pairs at LGA, so should be dominating. AA had to give up more slot pairs than US even had at LGA, but AA/US agreed to that condition when they merged.

jfklganyc wrote:

Can MCI LGA be a mistake?

There isnt an excess capacity on this route at all.

Use it or lose it, applies. It was serviced for over a year so AA did give run it long enough to try it out and let the market use it.

Kind of a surprise as American is not exactly a weakling in Kansas City -- they are usually a nose ahead of Delta in the race for #2 -- and American had served MCI-LGA in the past. It's tough, however, to be #3 in most any market and Southwest is becoming so dominant at KCI that they take a bite out of the market, and for the remainder Delta had the clear frequency advantage.

Is aa fully utilizing its lga and JFK slots? Anecdotally, they seem to just be cutting a lot of flights while only adding a couple of flights to hubs.

knope2001 wrote:

phluser wrote:

nadavatar64 wrote:

Its a shame AA dropped LGA-MCI. It seems like DL has become the undisputed ruler of LGA and JFK!

DL has the most slot pairs at LGA, so should be dominating. AA had to give up more slot pairs than US even had at LGA, but AA/US agreed to that condition when they merged.

jfklganyc wrote:

Can MCI LGA be a mistake?

There isnt an excess capacity on this route at all.

Use it or lose it, applies. It was serviced for over a year so AA did give run it long enough to try it out and let the market use it.

Kind of a surprise as American is not exactly a weakling in Kansas City -- they are usually a nose ahead of Delta in the race for #2 -- and American had served MCI-LGA in the past. It's tough, however, to be #3 in most any market and Southwest is becoming so dominant at KCI that they take a bite out of the market, and for the remainder Delta had the clear frequency advantage.

True, however, AA was last to enter this market in the Spring of 16. Like you mentioned DL has the frequency and WN has the loyalists.

blhp68 wrote:

knope2001 wrote:

phluser wrote:

DL has the most slot pairs at LGA, so should be dominating. AA had to give up more slot pairs than US even had at LGA, but AA/US agreed to that condition when they merged.



Use it or lose it, applies. It was serviced for over a year so AA did give run it long enough to try it out and let the market use it.

Kind of a surprise as American is not exactly a weakling in Kansas City -- they are usually a nose ahead of Delta in the race for #2 -- and American had served MCI-LGA in the past. It's tough, however, to be #3 in most any market and Southwest is becoming so dominant at KCI that they take a bite out of the market, and for the remainder Delta had the clear frequency advantage.

True, however, AA was last to enter this market in the Spring of 16. Like you mentioned DL has the frequency and WN has the loyalists.

MCI has gained a lot of service recently, so it isn't surprising to see the ball roll back a bit. Same with MKE.

knope2001 wrote:

SANFan wrote:

Dominion301 wrote:

Anything long is easier to cut for fleet utilization until there are enough MAXes on property. The MKE-SFO/SAN cuts are a case in point.

The way it was presented in Bill's blog, I didn't get the feeling that the cancellation of MKE-SFO/SAN was temporary or due to an a/c shortage. I will be surprised if those 2 routes restart anytime in the near future.
bb

Hmmm...I think this is all the blog said on the topic

In Milwaukee, we’re “moving some cheese” by reworking our schedule. We’ll add new nonstop service between Milwaukee and both Nashville and Cleveland (both with two daily roundtrips) and bring back seasonal nonstop between Brew City and Ft. Lauderdale and Ft. Meyers. At the same time we’ll discontinue nonstop between Milwaukee and Minneapolis/St. Paul, and discontinue seasonal service between Milwaukee and San Diego and San Francisco.

The chart says "seasonal" too. Of course we don't know if when it comes back the "season" will start in spring and run most of the year or even revert to year-round, or if the "season" will just be a couple of summer months. But Southwest rarely calls a cut seasonal but it doesn't come back.

The SAN-MKE route has been a bit confusing for the last year or so. I quote from Bill's blog dated 2/18/16, referring to the opening of the skeds from Aug 6 to Nov 4, 2016:

We have several new markets to tell you about, all of them with one weekday roundtrip, and all intended to be permanent!
...
> Milwaukee-San Diego

The MKE-SAN flight started (again) daily and year-round on 8/6/16 and ran continuously/daily thru 11/3/17 - for ~15 months, as 'intended'.

The 2 references on the latest blog seem to me to be saying the route is cancelled, for good. (I could have sworn that somewhere on the 18th, I read something to the effect of "permanently discontinued" in reference to MKE-SAN but I don't see it now...) I certainly realize that WN is entitled to change their minds if a route doesn't perform as expected and perhaps that's what happened here. But nowhere have I seen any indication that the route was downgraded from "permanent" to "seasonal". In any case, that's my interpretation and I may be wrong - it has happened before!

As I've said before, I'm not too concerned anyway because the longer WN leaves the market un-served, the more likely it is that AAG will jump in with an EMJ -- prolly a better match for the route anyway (capacity-wise.) When the market matures, I would then expect AS to run a daily 737 on it.

bb

Thank you!

enilria wrote:

*B6 LAS-SFO NOV 2>0 DEC 2>0

I could actually see DL jumping in on this route. Seems like it would fit into the small P2P network out of LAS that DL has been building.

enilria wrote:

It does not resume following that. Moved to FLL it appears.
*DL SLC-MIA JAN 1.0>0

DL has tried a lot of different things in MIA over the years with spotty success. I think they want to become a bigger player in the market but have struggled to gain traction against AA. A notable exception would be the NYC-MIA flights, which DL apparently has done very well on. Huge market though.

lavalampluva wrote:

WN dropping many it inherited from AirTran?

WN now has less service in ORF than they did pre-merger, when AirTran was over at PHF. So not only did we lose all of FL's service to ATL/LGA/BOS/MCO, we've also lost over a third of WN's pre-merger service. And now they're cutting ORF-MDW further.

Explain to me again how this merger was supposed to "take low fares further"?

jfklganyc wrote:

Can MCI LGA be a mistake?

There isnt an excess capacity on this route at all.

No flights to JFK. A few flights to EWR.

Pretty shabby schedule.

AA's flights were only 62% full on average through February (11 months of data since launch), sounds like there was plenty of excess capacity.

SANFan wrote:

The 2 references on the latest blog seem to me to be saying the route is cancelled, for good. (I could have sworn that somewhere on the 18th, I read something to the effect of "permanently discontinued" in reference to MKE-SAN but I don't see it now...) I certainly realize that WN is entitled to change their minds if a route doesn't perform as expected and perhaps that's what happened here. But nowhere have I seen any indication that the route was downgraded from "permanent" to "seasonal". In any case, that's my interpretation and I may be wrong - it has happened before!

I am sure you have seen this chart.

https://www.southwestaircommunity.com/h ... tinued.pdf

but based on this

https://www.southwestaircommunity.com/t ... ba-p/51522

I would take that as discontinued seasonal means it will be back next year in at least a seasonal capacity. Anytime they are getting totally rid of a route it seems to say permanent after it.