Moderators: richierich, ua900, PanAm_DC10, hOMSaR
ADrum23 wrote:Why would DL open a focus city in CMH when they already have one nearby at CVG and they have their 400+ flight DET hub nearby as well?
Midwestindy wrote:flyguy89 wrote:cvgComair wrote:WN loads for MDW continue to climb, while BWI remains relatively flat; Pretty good for OCT, which is definitely not a peak travel month:
CVG-BWI: 70%
CVG-MDW: 74%
I think context is important for determining whether or not these routes are meeting WN's expectations. Are you able to pull loads for the same time frame for peer markets IND, CMH and SDF on these two routes? Seeing how CVG's loads stack up against similar markets of similar stage lengths would be informative.
October
IND-BWI-78.3%
IND-MDW-67.5%
CMH-BWI-73.5%
CMH-MDW-81.8%
SDF-BWI-79.0%
SDF-MDW-76.0%
Q3 2017
CVG-MDW-Average fare $102.9
CVG-BWI-Average fare $104.3
SDF-BWI-Average fare $153.7
SDF-MDW-Average fare $136.8
IND-BWI-Average fare $188.7
IND-MDW-Average fare $111.8
CMH-BWI-Average fare $154.5
CMH-MDW-Average fare $137.5
jplatts wrote:Midwestindy wrote:CMH-BWI-73.5%
CMH-BWI-Average fare $154.5
Does anyone know what the load factors and average fare are on CMH-DCA? Southwest has nonstop service to both DCA and BWI from CMH, whereas it currently only serves BWI nonstop from IND, CVG, and SDF.
Midwestindy wrote:jplatts wrote:Midwestindy wrote:CMH-BWI-73.5%
CMH-BWI-Average fare $154.5
Does anyone know what the load factors and average fare are on CMH-DCA? Southwest has nonstop service to both DCA and BWI from CMH, whereas it currently only serves BWI nonstop from IND, CVG, and SDF.
CMH-DCA-Average fare $125 Q3 2017
CMH-DCA-76.4% Oct
ADrum23 wrote:Midwestindy wrote:jplatts wrote:
Does anyone know what the load factors and average fare are on CMH-DCA? Southwest has nonstop service to both DCA and BWI from CMH, whereas it currently only serves BWI nonstop from IND, CVG, and SDF.
CMH-DCA-Average fare $125 Q3 2017
CMH-DCA-76.4% Oct
Just curious, how do you get these statistics so fast?
boscmh wrote:According to the recently updated terminal map on CMH's website, Spirit will be launching in Concourse B (as we knew), but Frontier is also indicated as now shifted over to Concourse C (and in fact today's departures already show as departing from C47)
cvgComair wrote:The interesting thing I have noticed with fares when searching (and I admit, this is all anecdotal), is that CVG still usually has the highest legacy fares between CMH, DAY, and CVG. Obviously the (U)LCC's have helped CVG's average fares tremendously, but it doesn't seem to have trickled up much in my experience.Fares at CVG were down to $301 for Q4 2017 (rank #83), pretty crazy given the average airfare used to be well over $700 and was the #1 most expensive. I wonder how low fares can get... Here are the peer airports for Q4:
* Indianapolis - $336
* Columbus - $353
* Dayton - $400
* Louisville - $395
* Lexington - $419
https://www.cincinnati.com/story/money/ ... 035939001/
Still no DL announcement for their recent increases, but DL did confirm that CVG-SEA is going year round: http://news.delta.com/delta-s-seattle-g ... aight-year. Interestingly, the B739 appears to be staying into the fall/winter.
cledaybuck wrote:cvgComair wrote:The interesting thing I have noticed with fares when searching (and I admit, this is all anecdotal), is that CVG still usually has the highest legacy fares between CMH, DAY, and CVG. Obviously the (U)LCC's have helped CVG's average fares tremendously, but it doesn't seem to have trickled up much in my experience.Fares at CVG were down to $301 for Q4 2017 (rank #83), pretty crazy given the average airfare used to be well over $700 and was the #1 most expensive. I wonder how low fares can get... Here are the peer airports for Q4:
* Indianapolis - $336
* Columbus - $353
* Dayton - $400
* Louisville - $395
* Lexington - $419
https://www.cincinnati.com/story/money/ ... 035939001/
Still no DL announcement for their recent increases, but DL did confirm that CVG-SEA is going year round: http://news.delta.com/delta-s-seattle-g ... aight-year. Interestingly, the B739 appears to be staying into the fall/winter.
cvgComair wrote:cledaybuck wrote:cvgComair wrote:The interesting thing I have noticed with fares when searching (and I admit, this is all anecdotal), is that CVG still usually has the highest legacy fares between CMH, DAY, and CVG. Obviously the (U)LCC's have helped CVG's average fares tremendously, but it doesn't seem to have trickled up much in my experience.Fares at CVG were down to $301 for Q4 2017 (rank #83), pretty crazy given the average airfare used to be well over $700 and was the #1 most expensive. I wonder how low fares can get... Here are the peer airports for Q4:
* Indianapolis - $336
* Columbus - $353
* Dayton - $400
* Louisville - $395
* Lexington - $419
https://www.cincinnati.com/story/money/ ... 035939001/
Still no DL announcement for their recent increases, but DL did confirm that CVG-SEA is going year round: http://news.delta.com/delta-s-seattle-g ... aight-year. Interestingly, the B739 appears to be staying into the fall/winter.
It largely depends on the city, but this is still very true. I recently flew CMH-BOS because the fare was over double CVG on Delta. Fares have decreased on DL and I used to use CMH/SDF/DAY a lot more, however, I still will probably fly out of another airport at least once this year.
I have noticed INTL fares from CVG are routinely double CMH/CLE/IND, especially to Europe. I recently priced out a trip to CPH and it was half the cost to fly out of CLE compared to CVG (CMH was about 3/4 the price).
cvgComair wrote:Apparently CVG and MEM are working together to get DL to bring back the CVG-MEM flight: https://www.bizjournals.com/memphis/new ... ntion.html. It makes total sense, the route was preforming really well until the aircraft upgauge and change to 1x/day. There are certainly routes currently using a CRJ-200 that could absorb the extra capacity, freeing up the required aircraft. I hope they are successful.
There is also talk on the MSY forum of more DL routes, I would think CVG would be one of the first adds if there is merit to this.
CVG station manager tweeted "expect more great news from Delta in 2018" referring to CVG. This looks pretty good for new (resumed ) routes!
ADrum23 wrote:cvgComair wrote:Apparently CVG and MEM are working together to get DL to bring back the CVG-MEM flight: https://www.bizjournals.com/memphis/new ... ntion.html. It makes total sense, the route was preforming really well until the aircraft upgauge and change to 1x/day. There are certainly routes currently using a CRJ-200 that could absorb the extra capacity, freeing up the required aircraft. I hope they are successful.
There is also talk on the MSY forum of more DL routes, I would think CVG would be one of the first adds if there is merit to this.
CVG station manager tweeted "expect more great news from Delta in 2018" referring to CVG. This looks pretty good for new (resumed ) routes!
Excellent. I hope Delta adds a fair amount from CVG, the more they add, the more people like me in Nashville don't have to connect in the dreaded ATL. I can see MEM and MSY being added soon, as well as DFW being upgauged to mainline. Any word on LHR?
I am surprised Cincinnati was not in the running for the Amazon 2nd HQ, but with the cargo hub at CVG, at least they didn't lose out too much. I'll bet the cargo hub gives Columbus, Indianapolis and maybe even Nashville a decent shot at landing the HQ so they can be close to the cargo hub.
jplatts wrote:I agree that there is no need for DL to open a focus city at CMH, and DL has less than 50% market share at CMH. Southwest also has significantly greater market share at CMH than DL's mainline operations at CMH (with Southwest having 37.31% market share at CMH and with DL mainline operations having 12.23% market share at CMH).
The only destinations that DL serves nonstop from CMH but that WN does not serve nonstop from CMH are DTW, LAX, MSP, LGA, JFK, and RDU, but all of these destinations are either hubs or focus cities for DL.
ADrum23 wrote:cvgComair wrote:Apparently CVG and MEM are working together to get DL to bring back the CVG-MEM flight: https://www.bizjournals.com/memphis/new ... ntion.html. It makes total sense, the route was preforming really well until the aircraft upgauge and change to 1x/day. There are certainly routes currently using a CRJ-200 that could absorb the extra capacity, freeing up the required aircraft. I hope they are successful.
There is also talk on the MSY forum of more DL routes, I would think CVG would be one of the first adds if there is merit to this.
CVG station manager tweeted "expect more great news from Delta in 2018" referring to CVG. This looks pretty good for new (resumed ) routes!
Excellent. I hope Delta adds a fair amount from CVG, the more they add, the more people like me in Nashville don't have to connect in the dreaded ATL. I can see MEM and MSY being added soon, as well as DFW being upgauged to mainline. Any word on LHR?
I am surprised Cincinnati was not in the running for the Amazon 2nd HQ, but with the cargo hub at CVG, at least they didn't lose out too much. I'll bet the cargo hub gives Columbus, Indianapolis and maybe even Nashville a decent shot at landing the HQ so they can be close to the cargo hub.
DeltaRules wrote:jplatts wrote:I agree that there is no need for DL to open a focus city at CMH, and DL has less than 50% market share at CMH. Southwest also has significantly greater market share at CMH than DL's mainline operations at CMH (with Southwest having 37.31% market share at CMH and with DL mainline operations having 12.23% market share at CMH).
The only destinations that DL serves nonstop from CMH but that WN does not serve nonstop from CMH are DTW, LAX, MSP, LGA, JFK, and RDU, but all of these destinations are either hubs or focus cities for DL.
You can't discount regional flying compared to mainline, though. It all contributes to the airline's operation at an airport. Without looking, you could argue DL mainline has less than 50% market share at CVG with all the regional ops.
It does seem like a bit of overkill to have four focus cities in the same general area (just give me the TATL flight and a couple more hubs and I'm happy), but I'm struggling to think of cities which fit the description set out by the "informed" source at APC (though he's also leading on that there will be more point-to-point TATL flights to compete with ULCCs added as well, so I'm lost at this point).
cvgComair wrote:ADrum23 wrote:cvgComair wrote:Apparently CVG and MEM are working together to get DL to bring back the CVG-MEM flight: https://www.bizjournals.com/memphis/new ... ntion.html. It makes total sense, the route was preforming really well until the aircraft upgauge and change to 1x/day. There are certainly routes currently using a CRJ-200 that could absorb the extra capacity, freeing up the required aircraft. I hope they are successful.
There is also talk on the MSY forum of more DL routes, I would think CVG would be one of the first adds if there is merit to this.
CVG station manager tweeted "expect more great news from Delta in 2018" referring to CVG. This looks pretty good for new (resumed ) routes!
Excellent. I hope Delta adds a fair amount from CVG, the more they add, the more people like me in Nashville don't have to connect in the dreaded ATL. I can see MEM and MSY being added soon, as well as DFW being upgauged to mainline. Any word on LHR?
I am surprised Cincinnati was not in the running for the Amazon 2nd HQ, but with the cargo hub at CVG, at least they didn't lose out too much. I'll bet the cargo hub gives Columbus, Indianapolis and maybe even Nashville a decent shot at landing the HQ so they can be close to the cargo hub.
Unfortunately, I have not heard anything about LHR. I know P&G was lobbying DL about the route earlier this year, but I have no information regarding the outcome. I am hopeful some kind of TATL service comes, wether that is a new seasonal route like AMS/LHR or larger aircraft to CDG for the spring/summer.
While I was hopeful about HQ2, I think the Korger headquarters killed Cincinnati's chances. I hope the CVG hub helps a nearby city land the headquarters, it certainly would be beneficial for the Midwest's image as a whole.
WWads wrote:cvgComair wrote:ADrum23 wrote:
Excellent. I hope Delta adds a fair amount from CVG, the more they add, the more people like me in Nashville don't have to connect in the dreaded ATL. I can see MEM and MSY being added soon, as well as DFW being upgauged to mainline. Any word on LHR?
I am surprised Cincinnati was not in the running for the Amazon 2nd HQ, but with the cargo hub at CVG, at least they didn't lose out too much. I'll bet the cargo hub gives Columbus, Indianapolis and maybe even Nashville a decent shot at landing the HQ so they can be close to the cargo hub.
Unfortunately, I have not heard anything about LHR. I know P&G was lobbying DL about the route earlier this year, but I have no information regarding the outcome. I am hopeful some kind of TATL service comes, wether that is a new seasonal route like AMS/LHR or larger aircraft to CDG for the spring/summer.
While I was hopeful about HQ2, I think the Korger headquarters killed Cincinnati's chances. I hope the CVG hub helps a nearby city land the headquarters, it certainly would be beneficial for the Midwest's image as a whole.
The best shot at a LHR flight is Worldpay and P&G being willing to provide seat guarantees. Problem is that the PHL slot is likely to shift to BOS once DL has to give that slot back to AA, and the other slot that DL has doesn't include M/F.
ADrum23 wrote:WWads wrote:cvgComair wrote:Unfortunately, I have not heard anything about LHR. I know P&G was lobbying DL about the route earlier this year, but I have no information regarding the outcome. I am hopeful some kind of TATL service comes, wether that is a new seasonal route like AMS/LHR or larger aircraft to CDG for the spring/summer.
While I was hopeful about HQ2, I think the Korger headquarters killed Cincinnati's chances. I hope the CVG hub helps a nearby city land the headquarters, it certainly would be beneficial for the Midwest's image as a whole.
The best shot at a LHR flight is Worldpay and P&G being willing to provide seat guarantees. Problem is that the PHL slot is likely to shift to BOS once DL has to give that slot back to AA, and the other slot that DL has doesn't include M/F.
I don't think DL would need to do a daily flight for CVG-LHR, they'd need about 4x a week. Perhaps even only running it seasonally to start. Though without Monday or Friday as an option for a departure, that would be a bit of an issue.
What about restoring AMS? Does Cincinnati have a lot of traffic to Amsterdam? I'd think they'd have an easier time slot wise restoring that service.
ADrum23 wrote:WWads wrote:cvgComair wrote:Unfortunately, I have not heard anything about LHR. I know P&G was lobbying DL about the route earlier this year, but I have no information regarding the outcome. I am hopeful some kind of TATL service comes, wether that is a new seasonal route like AMS/LHR or larger aircraft to CDG for the spring/summer.
While I was hopeful about HQ2, I think the Korger headquarters killed Cincinnati's chances. I hope the CVG hub helps a nearby city land the headquarters, it certainly would be beneficial for the Midwest's image as a whole.
The best shot at a LHR flight is Worldpay and P&G being willing to provide seat guarantees. Problem is that the PHL slot is likely to shift to BOS once DL has to give that slot back to AA, and the other slot that DL has doesn't include M/F.
I don't think DL would need to do a daily flight for CVG-LHR, they'd need about 4x a week. Perhaps even only running it seasonally to start. Though without Monday or Friday as an option for a departure, that would be a bit of an issue.
What about restoring AMS? Does Cincinnati have a lot of traffic to Amsterdam? I'd think they'd have an easier time slot wise restoring that service.
jplatts wrote:ADrum23 wrote:WWads wrote:
The best shot at a LHR flight is Worldpay and P&G being willing to provide seat guarantees. Problem is that the PHL slot is likely to shift to BOS once DL has to give that slot back to AA, and the other slot that DL has doesn't include M/F.
I don't think DL would need to do a daily flight for CVG-LHR, they'd need about 4x a week. Perhaps even only running it seasonally to start. Though without Monday or Friday as an option for a departure, that would be a bit of an issue.
What about restoring AMS? Does Cincinnati have a lot of traffic to Amsterdam? I'd think they'd have an easier time slot wise restoring that service.
Delta (DL) has a codeshare and mileage-earning partnership with Virgin Atlantic (VS), and VS could also go to CVG-LHR if it has room to do so. DL would also be able to connect passengers onto some of its domestic flights from LHR through CVG if VS adds CVG-LHR nonstop service. On the other hand, British Airways (BA) is in the oneworld alliance and does not have any codeshare or mileage-earning relationship with DL, but BA does codeshare with American Airlines (AA) and Alaska Airlines (AS).
DL does have a codeshare and mileage-earning relationship with KL, and if either one of these carriers adds CVG-AMS nonstop service, DL would be able to connect passengers from AMS onto DL flights to destinations in the U.S. through CVG and KL would be able to connect passengers onto KL flights to destinations in Europe, the Middle East, Africa, and Asia through AMS.
AMS is a good connecting point for Germany, Scandinavia, Eastern Europe, the Middle East, and Asia from CVG, but it is too far east for connections to Ireland, the United Kingdom, France, Spain, and Portugal. On the other hand, LHR is a better option for connections to Ireland, England, Scotland, France, Spain, and Portugal than AMS is, and DL's partner VS can connect passengers to destinations in these countries if LHR-CVG nonstop service is added by DL or VS.
jplatts wrote:[/quote][/quote]AMS is a good connecting point for Germany, Scandinavia, Eastern Europe, the Middle East, and Asia from CVG, but it is too far east for connections to Ireland, the United Kingdom, France, Spain, and Portugal. On the other hand, LHR is a better option for connections to Ireland, England, Scotland, France, Spain, and Portugal than AMS is, and DL's partner VS can connect passengers to destinations in these countries if LHR-CVG nonstop service is added by DL or VS.
ADrum23 wrote:I feel CVG would need more connecting traffic to make a CVG-LHR flight successful without hurting the existing CVG-CDG service. Since I doubt DL is interested in building up CVG much beyond what it is now, they would have to rely on the existing connecting traffic. I feel there aren't enough frequencies on the existing routes to make good connection traffic. For example, where I am (BNA), I cannot book BNA-CVG-CDG because the only BNA flight leaves around 6:00 am and the CDG flight does not leave until night. Having an afternoon/early evening BNA-CVG flight would make catching the CDG flight possible. I'd much rather connect via CVG rather than the dreaded ATL, JFK or even DTW.
cvgComair wrote:Quite a few timing tweaks to the DL schedule this morning. Interestingly, they did add a CVG-ORD flight for Saturday and brought the frequency back up to 4x/day during the week. I don't see anything changed for CMH/DAY.
Apparently AUS is having a big DL announcement on Feb 6th, I would expect anything on CVG to be around that time (since AUS-CVG would most certainly be talked about in that announcement), so we probably still have another few weeks that DL could add capacity for the summer.
ADrum23 wrote:cvgComair wrote:Quite a few timing tweaks to the DL schedule this morning. Interestingly, they did add a CVG-ORD flight for Saturday and brought the frequency back up to 4x/day during the week. I don't see anything changed for CMH/DAY.
Apparently AUS is having a big DL announcement on Feb 6th, I would expect anything on CVG to be around that time (since AUS-CVG would most certainly be talked about in that announcement), so we probably still have another few weeks that DL could add capacity for the summer.
How are the loads on CVG-ORD doing? Could they add a mainline at some point?
I wonder if this AUS announcement will be when they finally launch the long-rumored AUS-AMS, or maybe they are opening a focus city?
Shields wrote:It is hard for me to fathom that DL would turn around and add CVG-MEM, after having eliminated that route in the fall.
ADrum23 wrote:How are the loads on CVG-ORD doing? Could they add a mainline at some point?
Shields wrote:I was hopeful that there would be additional CVG adds, given that DL has not yet announced CVG-AUS. But, with rumors of a DL announcement in AUS in February, I suspect that the additions will be AUS-focused rather than CVG-focused. Let's hope that I am being overly pessimistic.
ADrum23 wrote:Why would DL open a focus city in CMH when they already have one nearby at CVG and they have their 400+ flight DET hub nearby as well?
DeltaRules wrote:ADrum23 wrote:Why would DL open a focus city in CMH when they already have one nearby at CVG and they have their 400+ flight DET hub nearby as well?
Because all signs point to DL being about to open one at IND which is a similar distance to both CVG and DTW. The numbers for market share at IND and CMH for the top four are eerily similar.
That probably hinders CMH's chances honestly, but DL seems to be thinking outside the box. I just want the TATL flight and a couple more destinations, honestly.
cvgComair wrote:ADrum23 wrote:How are the loads on CVG-ORD doing? Could they add a mainline at some point?
I highly doubt it. DL tried to drown the route with capacity when WN announced CVG-MDW, but they just added too much. It's back to 4x/CRJ (was 5x/CRJ before WN came). Similar to IND, the CVG-CHI O&D demand is not that high because it is not an unreasonable distance to drive. I think a lot of the DL traffic on the route is making connections in CVG or taking a Skyteam international flight out of ORD.
ADrum23 wrote:cvgComair wrote:ADrum23 wrote:How are the loads on CVG-ORD doing? Could they add a mainline at some point?
I highly doubt it. DL tried to drown the route with capacity when WN announced CVG-MDW, but they just added too much. It's back to 4x/CRJ (was 5x/CRJ before WN came). Similar to IND, the CVG-CHI O&D demand is not that high because it is not an unreasonable distance to drive. I think a lot of the DL traffic on the route is making connections in CVG or taking a Skyteam international flight out of ORD.
So if the route cannot be sustained on anything bigger than a CRJ, what are they going to do when DL retires all the CRJ-200's? Could that not lead to routes out of CVG that cannot support a plane bigger than that being cut?
ADrum23 wrote:I feel CVG would need more connecting traffic to make a CVG-LHR flight successful without hurting the existing CVG-CDG service.
AirportRival wrote:I haven't seen this talked about at all on a.net but I'm bringing it up here because it cause possibly have an impact on local CVG flights. Frontier and Volaris have announced a codeshare agreement. It's still subject to regulatory approval but the Volaris CEO estimates that the agreement will lead to them adding 20 new destinations to their Network and 80 new routes between Mexico and the US.
My personal opinion of this is that if this goes through then there could a decent chance of Volaris and Frontier making CVG a connecting point as Frontier is already in progress of doing so.
AirportRival wrote:I haven't seen this talked about at all on a.net but I'm bringing it up here because it cause possibly have an impact on local CVG flights. Frontier and Volaris have announced a codeshare agreement. It's still subject to regulatory approval but the Volaris CEO estimates that the agreement will lead to them adding 20 new destinations to their Network and 80 new routes between Mexico and the US.
My personal opinion of this is that if this goes through then there could a decent chance of Volaris and Frontier making CVG a connecting point as Frontier is already in progress of doing so.
boscmh wrote:Flew out of CMH here this morning, (unfortunately on WN in A, so I wasn't able to see what F9 and NK's respective gate situations were in B and C), but it appears WN's counter space was cut back slightly, and there is now a sizable area waiting for Spirit to claim right between Southwest and the Charters desk in the southern half of the ticket hall. No branding is up yet, but I imagine that will be arriving very shortly
DeltaRules wrote:I'm beginning to wonder what sorts of agreements CMH has with its airlines regarding counter space and if there's some sort of arrangement where airlines with huge counter locations have to give some up if new airlines come in. DL lost a little bit of space to carve out a spot for J1 and UA has a little more real estate than they might need, too.
If a bit of the CRAA branding (which is nice looking, by the way) is still there after NK's logos go up, I'll wonder if they're leaving space for somebody else to come to town.
boscmh wrote:DeltaRules wrote:I'm beginning to wonder what sorts of agreements CMH has with its airlines regarding counter space and if there's some sort of arrangement where airlines with huge counter locations have to give some up if new airlines come in. DL lost a little bit of space to carve out a spot for J1 and UA has a little more real estate than they might need, too.
If a bit of the CRAA branding (which is nice looking, by the way) is still there after NK's logos go up, I'll wonder if they're leaving space for somebody else to come to town.
I've also been curious about this as well... Where J1 went in on the northern half there's now (quite annoyingly) a single vacant counter position in between them and F9's (slightly oversized?) spot. I know OneJet doesn't need much space at all, but maybe they will claim that as well if the MKE flights are a success and they then look to expand. Visually, because there's a door awkwardly placed there it would work better for a Frontier expansion, but IMO they already have way too much space for the size of operation they're running right at the moment...
Otherwise, I'm not sure where new carriers would get squeezed in exactly, but I think for sure space would be made if and when AS comes to town or B6 returns
Midwestindy wrote:AirportRival wrote:I haven't seen this talked about at all on a.net but I'm bringing it up here because it cause possibly have an impact on local CVG flights. Frontier and Volaris have announced a codeshare agreement. It's still subject to regulatory approval but the Volaris CEO estimates that the agreement will lead to them adding 20 new destinations to their Network and 80 new routes between Mexico and the US.
My personal opinion of this is that if this goes through then there could a decent chance of Volaris and Frontier making CVG a connecting point as Frontier is already in progress of doing so.
Yeah I️ was wondering why no one had posted anything about that in this thread, I️ was going to but I️ guess I️ just forgot.
Anyway, do you have any links to what the CEO said. F9 serves CVG-CUN already right? maybe they could add CVG-MEX, any other routes that you could see being added?
AirportRival wrote:Midwestindy wrote:AirportRival wrote:I haven't seen this talked about at all on a.net but I'm bringing it up here because it cause possibly have an impact on local CVG flights. Frontier and Volaris have announced a codeshare agreement. It's still subject to regulatory approval but the Volaris CEO estimates that the agreement will lead to them adding 20 new destinations to their Network and 80 new routes between Mexico and the US.
My personal opinion of this is that if this goes through then there could a decent chance of Volaris and Frontier making CVG a connecting point as Frontier is already in progress of doing so.
Yeah I️ was wondering why no one had posted anything about that in this thread, I️ was going to but I️ guess I️ just forgot.
Anyway, do you have any links to what the CEO said. F9 serves CVG-CUN already right? maybe they could add CVG-MEX, any other routes that you could see being added?
The following link should take you to the press release. Let me know if you can't see it. https://drive.google.com/file/d/0B4OtyV ... p=drivesdk
Robert1010 wrote:Training flight most likely.Looks like DL 9755 a A359 came to CMH this morn but went back to DTW ! Anyone know ?
flymco753 wrote:Robert1010 wrote:Training flight most likely.Looks like DL 9755 a A359 came to CMH this morn but went back to DTW ! Anyone know ?
WWads wrote:What’s up with the CDG flight? It doesn’t appear to be 7x/week anymore.