AirFiero wrote:The 717s obviously won’t last forever. Are the C series supposed to be the eventual replacement?
AirFiero wrote:The 717s obviously won’t last forever. Are the C series supposed to be the eventual replacement?
MIflyer12 wrote:If you believe the fleet plan in the 12/17 Investor Day presentation, CS100s replace the CR7/CR9 that get shifted down to replace the CR2s.
DeSpringbokke wrote:https://www.flightglobal.com/news/articles/delta-sees-early-2019-debut-for-cseries-447653/
The first CS100s for Delta will arrive this year, but its going to be a fourth quarter event. No more than a handful according to Ed. Entry into service will be in the first quarter of next year.
ahj2000 wrote:MIflyer12 wrote:If you believe the fleet plan in the 12/17 Investor Day presentation, CS100s replace the CR7/CR9 that get shifted down to replace the CR2s.
I just don’t see that except maybe in Atlanta reducing a freq or two a day. MDs make so much more sense
ERJ170 wrote:Color me biased, but I could see some RDU routes upgraded.. AUS, BOS, NYC, DCA, MCO, TPA, and a few others.. simply because DL seems to be upguaging rather than expanding at RDU at the moment.. of addition, ORD and DFW have to be near the top of their radar..
cvgComair wrote:ERJ170 wrote:Color me biased, but I could see some RDU routes upgraded.. AUS, BOS, NYC, DCA, MCO, TPA, and a few others.. simply because DL seems to be upguaging rather than expanding at RDU at the moment.. of addition, ORD and DFW have to be near the top of their radar..
RDU is a perfect example of how the CSeries will be used. They can use the aircraft to upgrade the CR7/9's on routes like RDU-NYC/BOS/DCA/Florida/etc. Then those CR7/9's can be used to upgrade CR2 routes like RDU-PHL/CVG/BWI/etc.
Bluegrass60 wrote:"Delta intends to operate the C-Series out of coastal bases to mid-country outstations. Predictions? LAX-SDF; SFO-SDF; SEA-SDF; BOS-SDF
BoeingGuy wrote:I’m looking forward to flying the C-series. I work for Boeing and I still root for the C-series success. From what I understand, it’s an awesome airplane. I wish AS would buy some.
Midwestindy wrote:Bluegrass60 wrote:"Delta intends to operate the C-Series out of coastal bases to mid-country outstations. Predictions? LAX-SDF; SFO-SDF; SEA-SDF; BOS-SDF
I'll give you LAX-SDF, but you probably won't see SFO-SDF, SEA-SDF, and BOS-SDF on the Cseries for a while
Bluegrass60 wrote:Midwestindy wrote:Bluegrass60 wrote:"Delta intends to operate the C-Series out of coastal bases to mid-country outstations. Predictions? LAX-SDF; SFO-SDF; SEA-SDF; BOS-SDF
I'll give you LAX-SDF, but you probably won't see SFO-SDF, SEA-SDF, and BOS-SDF on the Cseries for a while
":Midwestindy....why not?"
Expanding on that prediction a bit...DL should look at:
LAX-SDF-RIC or ORF
BOS-SDF-MEM or OKC
SFO-SDF-CHS or RDU
SEA-SDF-CHS or RDU
Reasons: SDF is one of larger markets without NS to LAX, SFO, SEA and BOS. The tag-ons would provide RIC, ORF, MEM, OKC, CHS, RDU with possible connections at SDF and new fare combi's to compete and win v AS and WN on those routes.
cvgComair wrote:Bluegrass60 wrote:Midwestindy wrote:
I'll give you LAX-SDF, but you probably won't see SFO-SDF, SEA-SDF, and BOS-SDF on the Cseries for a while
":Midwestindy....why not?"
Expanding on that prediction a bit...DL should look at:
LAX-SDF-RIC or ORF
BOS-SDF-MEM or OKC
SFO-SDF-CHS or RDU
SEA-SDF-CHS or RDU
Reasons: SDF is one of larger markets without NS to LAX, SFO, SEA and BOS. The tag-ons would provide RIC, ORF, MEM, OKC, CHS, RDU with possible connections at SDF and new fare combi's to compete and win v AS and WN on those routes.
Oh my...
Let's use some PDEW numbers for reference:
SDF-LAX: 139
SDF-BOS: 131
SDF-SFO: 91
SDF-SEA: 61
SDF-RDU: 36
SDF-RIC: 19
SDF-CHS: 17
SDF-ORF: 15
SDF-OKC: 15
SDF-MEM: <5
DL could add LAX and BOS, that seems pretty reasonable to me, but CRJ-700 is a more appropriate aircraft for SDF-BOS. Perhaps SDF-RDU could work on a 1x/day CRJ-200, but definitely not a CSeries.
As for the rest of the routes, no way, especially not on a 100 seat airplane. SDF-RIC/CHS/ORF/OKC/MEM would not even work on a CRJ-200, let alone a CSeries. SEA/SFO are just to thin, especially SFO, which isn't a hub for Delta.
There is no doubt that LEX/SDF see a significant loss of passengers due to CVG just 1-1.5 hrs up the road, but my guess is that DL would prefer not to draw traffic away from its Cincinnati operation. There is a reason DL has such little capacity in SDF/LEX, but this is another discussion for another forum.
Bluegrass60 wrote:cvgComair wrote:Bluegrass60 wrote:
":Midwestindy....why not?"
Expanding on that prediction a bit...DL should look at:
LAX-SDF-RIC or ORF
BOS-SDF-MEM or OKC
SFO-SDF-CHS or RDU
SEA-SDF-CHS or RDU
Reasons: SDF is one of larger markets without NS to LAX, SFO, SEA and BOS. The tag-ons would provide RIC, ORF, MEM, OKC, CHS, RDU with possible connections at SDF and new fare combi's to compete and win v AS and WN on those routes.
Oh my...
Let's use some PDEW numbers for reference:
SDF-LAX: 139
SDF-BOS: 131
SDF-SFO: 91
SDF-SEA: 61
SDF-RDU: 36
SDF-RIC: 19
SDF-CHS: 17
SDF-ORF: 15
SDF-OKC: 15
SDF-MEM: <5
DL could add LAX and BOS, that seems pretty reasonable to me, but CRJ-700 is a more appropriate aircraft for SDF-BOS. Perhaps SDF-RDU could work on a 1x/day CRJ-200, but definitely not a CSeries.
As for the rest of the routes, no way, especially not on a 100 seat airplane. SDF-RIC/CHS/ORF/OKC/MEM would not even work on a CRJ-200, let alone a CSeries. SEA/SFO are just to thin, especially SFO, which isn't a hub for Delta.
There is no doubt that LEX/SDF see a significant loss of passengers due to CVG just 1-1.5 hrs up the road, but my guess is that DL would prefer not to draw traffic away from its Cincinnati operation. There is a reason DL has such little capacity in SDF/LEX, but this is another discussion for another forum.
"Oh my...I see these cites to PDEW and wonder where they come from and how accurate they are?? Reason for such little DL capacity at LEX/SDF (and DAY/IND/CMH) is likely tied to the legacy DL hub at CVG that would never have been able to operate as 'profitably' as it did/does (not that it is all that profitable) if capacity were increased in the surrounding airports. PDEW and other such stats ignore basic facts. SDF has zero NS to LAX/SFO/SEA. It serves a CSA with 1.5M people. CVG serves a CSA with 2.2M people. Last I checked CVG has NS service to LAX/SFO/SEA (multiple times/day)...yet it serves a population that is not 2x SDF. Same comparison to IND or BNA. The only reason any of those cities have multiple NS to the west coast is because of connections via "hub or focus operations" from DL and WN respectively. PDEW includes connecting traffic is my guess....or as a gov statistic is subject to just being wrong.
MIflyer12 wrote:Pilots confirmed there's an AE that puts Delta's first CSeries base at NYC. That's not to say that they won't get to LAX (and need to come back), but LAX isn't going to be the focus of CSeries departures.
crownvic wrote:For those that are impatient, the GeminiJets version comes out in April
Bluegrass60 wrote:cvgComair wrote:Bluegrass60 wrote:
":Midwestindy....why not?"
Expanding on that prediction a bit...DL should look at:
LAX-SDF-RIC or ORF
BOS-SDF-MEM or OKC
SFO-SDF-CHS or RDU
SEA-SDF-CHS or RDU
Reasons: SDF is one of larger markets without NS to LAX, SFO, SEA and BOS. The tag-ons would provide RIC, ORF, MEM, OKC, CHS, RDU with possible connections at SDF and new fare combi's to compete and win v AS and WN on those routes.
Oh my...
Let's use some PDEW numbers for reference:
SDF-LAX: 139
SDF-BOS: 131
SDF-SFO: 91
SDF-SEA: 61
SDF-RDU: 36
SDF-RIC: 19
SDF-CHS: 17
SDF-ORF: 15
SDF-OKC: 15
SDF-MEM: <5
DL could add LAX and BOS, that seems pretty reasonable to me, but CRJ-700 is a more appropriate aircraft for SDF-BOS. Perhaps SDF-RDU could work on a 1x/day CRJ-200, but definitely not a CSeries.
As for the rest of the routes, no way, especially not on a 100 seat airplane. SDF-RIC/CHS/ORF/OKC/MEM would not even work on a CRJ-200, let alone a CSeries. SEA/SFO are just to thin, especially SFO, which isn't a hub for Delta.
There is no doubt that LEX/SDF see a significant loss of passengers due to CVG just 1-1.5 hrs up the road, but my guess is that DL would prefer not to draw traffic away from its Cincinnati operation. There is a reason DL has such little capacity in SDF/LEX, but this is another discussion for another forum.
"Oh my...I see these cites to PDEW and wonder where they come from and how accurate they are??
Bluegrass60 wrote:
Reason for such little DL capacity at LEX/SDF (and DAY/IND/CMH)
Bluegrass60 wrote:PDEW and other such stats ignore basic facts. SDF has zero NS to LAX/SFO/SEA. It serves a CSA with 1.5M people. CVG serves a CSA with 2.2M people. Last I checked CVG has NS service to LAX/SFO/SEA (multiple times/day)...yet it serves a population that is not 2x SDF. Same comparison to IND or BNA. The only reason any of those cities have multiple NS to the west coast is because of connections via "hub or focus operations" from DL and WN respectively. PDEW includes connecting traffic is my guess....or as a gov statistic is subject to just being wrong.
Bluegrass60 wrote:Bluegrass60 wrote:cvgComair wrote:Oh my...
Let's use some PDEW numbers for reference:
SDF-LAX: 139
SDF-BOS: 131
SDF-SFO: 91
SDF-SEA: 61
SDF-RDU: 36
SDF-RIC: 19
SDF-CHS: 17
SDF-ORF: 15
SDF-OKC: 15
SDF-MEM: <5
DL could add LAX and BOS, that seems pretty reasonable to me, but CRJ-700 is a more appropriate aircraft for SDF-BOS. Perhaps SDF-RDU could work on a 1x/day CRJ-200, but definitely not a CSeries.
As for the rest of the routes, no way, especially not on a 100 seat airplane. SDF-RIC/CHS/ORF/OKC/MEM would not even work on a CRJ-200, let alone a CSeries. SEA/SFO are just to thin, especially SFO, which isn't a hub for Delta.
There is no doubt that LEX/SDF see a significant loss of passengers due to CVG just 1-1.5 hrs up the road, but my guess is that DL would prefer not to draw traffic away from its Cincinnati operation. There is a reason DL has such little capacity in SDF/LEX, but this is another discussion for another forum.
"Oh my...I see these cites to PDEW and wonder where they come from and how accurate they are?? Reason for such little DL capacity at LEX/SDF (and DAY/IND/CMH) is likely tied to the legacy DL hub at CVG that would never have been able to operate as 'profitably' as it did/does (not that it is all that profitable) if capacity were increased in the surrounding airports. PDEW and other such stats ignore basic facts. SDF has zero NS to LAX/SFO/SEA. It serves a CSA with 1.5M people. CVG serves a CSA with 2.2M people. Last I checked CVG has NS service to LAX/SFO/SEA (multiple times/day)...yet it serves a population that is not 2x SDF. Same comparison to IND or BNA. The only reason any of those cities have multiple NS to the west coast is because of connections via "hub or focus operations" from DL and WN respectively. PDEW includes connecting traffic is my guess....or as a gov statistic is subject to just being wrong.
"the other point am making is the tag-on flights....they would have multiple connection opps at SDF under the routes (with tag alongs suggested). Why would DL make SDF a focus city? They may never choose to do that...BUT...AA or UA or WN or Jet Blue could choose to do that very thing....and it likely would be successful; DAY operated a very successful little hub for PI back in the day....and the same operation could be created at SDF today....and likely be as successful....caveat is to keep it limited to a focus city with C Series aircraft (or similar). There are opps for limited pt to point with connections via focus cities all across the USA. The big hubs can only get so big.
SumChristianus wrote:Replacements as I see it
CR2 > CR7/CR9
CR7/CR9 > 717/CS100
717 > A319
A319/MD88 > 73H
320/M90/73H > 739/321
In the end I still think DL needs more medium ~140-160 seat narrowbodies, can GSO-ATL, MEM-ATL, or DTW-PHL really support 7x daily A321/B739 for example?
Midwestindy wrote:Bluegrass60 wrote:cvgComair wrote:Oh my...
Let's use some PDEW numbers for reference:
SDF-LAX: 139
SDF-BOS: 131
SDF-SFO: 91
SDF-SEA: 61
SDF-RDU: 36
SDF-RIC: 19
SDF-CHS: 17
SDF-ORF: 15
SDF-OKC: 15
SDF-MEM: <5
DL could add LAX and BOS, that seems pretty reasonable to me, but CRJ-700 is a more appropriate aircraft for SDF-BOS. Perhaps SDF-RDU could work on a 1x/day CRJ-200, but definitely not a CSeries.
As for the rest of the routes, no way, especially not on a 100 seat airplane. SDF-RIC/CHS/ORF/OKC/MEM would not even work on a CRJ-200, let alone a CSeries. SEA/SFO are just to thin, especially SFO, which isn't a hub for Delta.
There is no doubt that LEX/SDF see a significant loss of passengers due to CVG just 1-1.5 hrs up the road, but my guess is that DL would prefer not to draw traffic away from its Cincinnati operation. There is a reason DL has such little capacity in SDF/LEX, but this is another discussion for another forum.
"Oh my...I see these cites to PDEW and wonder where they come from and how accurate they are??
They are very accurateBluegrass60 wrote:
Reason for such little DL capacity at LEX/SDF (and DAY/IND/CMH)
DL has plenty of capacity at IND and CMHBluegrass60 wrote:PDEW and other such stats ignore basic facts. SDF has zero NS to LAX/SFO/SEA. It serves a CSA with 1.5M people. CVG serves a CSA with 2.2M people. Last I checked CVG has NS service to LAX/SFO/SEA (multiple times/day)...yet it serves a population that is not 2x SDF. Same comparison to IND or BNA. The only reason any of those cities have multiple NS to the west coast is because of connections via "hub or focus operations" from DL and WN respectively. PDEW includes connecting traffic is my guess....or as a gov statistic is subject to just being wrong.
PDEW doesn't include connections, SDF doesn't have flights to the west coast, because it doesn't have the connections to the west that cities like IND or BNA do.
"Huh? SDF has lots of connections available to the West Coast: ORD(14), MSP(3-4), DEN(3). LAS(1), PHX(1), DFW(4-5), IAH(4-5), ATL(10-12), CLT (7-8) (Nonstops/Day)"
City populations mean nothing in aviation, those PDEW numbers are widely used by airlines, airports, e.t.c so for you to discredit them when you have no idea what they entail kind of discredits your argument.
Midwestindy wrote:Bluegrass60 wrote:Bluegrass60 wrote:
"Oh my...I see these cites to PDEW and wonder where they come from and how accurate they are?? Reason for such little DL capacity at LEX/SDF (and DAY/IND/CMH) is likely tied to the legacy DL hub at CVG that would never have been able to operate as 'profitably' as it did/does (not that it is all that profitable) if capacity were increased in the surrounding airports. PDEW and other such stats ignore basic facts. SDF has zero NS to LAX/SFO/SEA. It serves a CSA with 1.5M people. CVG serves a CSA with 2.2M people. Last I checked CVG has NS service to LAX/SFO/SEA (multiple times/day)...yet it serves a population that is not 2x SDF. Same comparison to IND or BNA. The only reason any of those cities have multiple NS to the west coast is because of connections via "hub or focus operations" from DL and WN respectively. PDEW includes connecting traffic is my guess....or as a gov statistic is subject to just being wrong.
"the other point am making is the tag-on flights....they would have multiple connection opps at SDF under the routes (with tag alongs suggested). Why would DL make SDF a focus city? They may never choose to do that...BUT...AA or UA or WN or Jet Blue could choose to do that very thing....and it likely would be successful; DAY operated a very successful little hub for PI back in the day....and the same operation could be created at SDF today....and likely be as successful....caveat is to keep it limited to a focus city with C Series aircraft (or similar). There are opps for limited pt to point with connections via focus cities all across the USA. The big hubs can only get so big.
Why would DL or any other airline try that? No airline is going to add a focus city that is reliant on connections in a small market like SDF. DL doesn't serve their hubs in SLC, LAX, SEA, and JFK, or serve their focus cities in RDU and BOS from SDF, but now DL would be interested in making it a focus city with flights like Louisville to Oklahoma city and Louisville to Norfolk.....c'mon. SDF should work on getting service to all the hub stations, before a focus city comes into the equation.
Bluegrass60 wrote:IND has connecting traffic via DL and WN.
tlecam wrote:Bluegrass60 wrote:IND has connecting traffic via DL and WN.
What connecting traffic is DL flowing through Indianapolis?
To be clear, I'm not saying that passengers have not made a connection in IND, but I doubt that connecting passengers are anything but incidental.
Indy's DL destinations are almost all hubs / focus cities, with a couple of beach destinations.
Hubs
ATL
DTW
MSP
SEA
SLC
LAX
LGA
JFK
BOS
RDU
MCO
Ft. Myers
CUN
CDG
MIflyer12 wrote:SumChristianus wrote:Replacements as I see it
CR2 > CR7/CR9
CR7/CR9 > 717/CS100
717 > A319
A319/MD88 > 73H
320/M90/73H > 739/321
In the end I still think DL needs more medium ~140-160 seat narrowbodies, can GSO-ATL, MEM-ATL, or DTW-PHL really support 7x daily A321/B739 for example?
Please review the December '17 Investor Day presentation. 'Medium size' narrowbodies are declining from 35% of seats in domestic departures to 15% in 2023. Slide #25.
Bluegrass60 wrote:Midwestindy wrote:Bluegrass60 wrote:
"the other point am making is the tag-on flights....they would have multiple connection opps at SDF under the routes (with tag alongs suggested). Why would DL make SDF a focus city? They may never choose to do that...BUT...AA or UA or WN or Jet Blue could choose to do that very thing....and it likely would be successful; DAY operated a very successful little hub for PI back in the day....and the same operation could be created at SDF today....and likely be as successful....caveat is to keep it limited to a focus city with C Series aircraft (or similar). There are opps for limited pt to point with connections via focus cities all across the USA. The big hubs can only get so big.
Why would DL or any other airline try that? No airline is going to add a focus city that is reliant on connections in a small market like SDF. DL doesn't serve their hubs in SLC, LAX, SEA, and JFK, or serve their focus cities in RDU and BOS from SDF, but now DL would be interested in making it a focus city with flights like Louisville to Oklahoma city and Louisville to Norfolk.....c'mon. SDF should work on getting service to all the hub stations, before a focus city comes into the equation.
"You are missing the point. Piedmont had a small hub operation in DAY in the 80's that was very profitable. It flew routes that would be very thin if pt to pt...but...they promoted a no nonsense hub at DAY. It worked until US bought PI and closed it because of proximity to PIT (at the time a fortress hub for US) and IND (then a focus city for US). What I describe is exactly what Jet Blue once talked about when discussing an expansion into fly-over country. DL could do same at SDF...as could WN, UA or AA. CSA for Louisville is 1.5M and it is geographically desirable (why do you think UPS is there?).
For a different perspective...I took the CSA of BNA, IND, CVG, MEM, CMH and SDF and divided it by the annual total passenger counts from 2017. BNA 6.9. IND 3.6. CVG 3.5 MEM 3.05 CMH 3.05 SDF 2.28
SDF has ZERO connecting traffic. BNA has substantial connecting traffic from WN. IND has connecting traffic via DL and WN. CVG is still considered a hub for DL and a focus for F9. MEM is not a hub or focus city. CMH has some WN "focus". I submit that a score > 3.05 could indicate presence of meaningful connecting traffic and below 3 could indicate under-served.
BoeingGuy wrote:I’m looking forward to flying the C-series. I work for Boeing and I still root for the C-series success. From what I understand, it’s an awesome airplane. I wish AS would buy some.
Bluegrass60 wrote:
For a different perspective...I took the CSA of BNA, IND, CVG, MEM, CMH and SDF and divided it by the annual total passenger counts from 2017. BNA 6.9. IND 3.6. CVG 3.5 MEM 3.05 CMH 3.05 SDF 2.28
SDF has ZERO connecting traffic. BNA has substantial connecting traffic from WN. IND has connecting traffic via DL and WN. CVG is still considered a hub for DL and a focus for F9. MEM is not a hub or focus city. CMH has some WN "focus". I submit that a score > 3.05 could indicate presence of meaningful connecting traffic and below 3 could indicate under-served.
Alias1024 wrote:Bluegrass60 wrote:
For a different perspective...I took the CSA of BNA, IND, CVG, MEM, CMH and SDF and divided it by the annual total passenger counts from 2017. BNA 6.9. IND 3.6. CVG 3.5 MEM 3.05 CMH 3.05 SDF 2.28
SDF has ZERO connecting traffic. BNA has substantial connecting traffic from WN. IND has connecting traffic via DL and WN. CVG is still considered a hub for DL and a focus for F9. MEM is not a hub or focus city. CMH has some WN "focus". I submit that a score > 3.05 could indicate presence of meaningful connecting traffic and below 3 could indicate under-served.
Isn’t it just as likely that a score over 3.05 indicates an airport that draws passengers from outside its CSA. Look at a place like BOIwhich comes out to 4.63 based on your statistic or ABQ at 4.33. They punch above their weight because they draw from outside their cities, not heavy connecting traffic.
gsg013 wrote:With BNA-ATL going 757 towards the end of the 2018 replacing MD-88/90's I think its possible MEM could reduce 1X frequency and go 757-200 on MEM-ATL. (Just my 2 cents).
Bluegrass60 wrote:gsg013 wrote:With BNA-ATL going 757 towards the end of the 2018 replacing MD-88/90's I think its possible MEM could reduce 1X frequency and go 757-200 on MEM-ATL. (Just my 2 cents).
"where did you see BNA-ATL up gauging to 757? Looking at 12/18 schedule there are only the mad dogs. With WN adding 5 daily NS BNA-ATL....if DL added the 757 capacity....nobody will be making money on that route"
WaywardMemphian wrote:Bluegrass60 wrote:gsg013 wrote:With BNA-ATL going 757 towards the end of the 2018 replacing MD-88/90's I think its possible MEM could reduce 1X frequency and go 757-200 on MEM-ATL. (Just my 2 cents).
"where did you see BNA-ATL up gauging to 757? Looking at 12/18 schedule there are only the mad dogs. With WN adding 5 daily NS BNA-ATL....if DL added the 757 capacity....nobody will be making money on that route"
2 hr drive catchment for MEM is 2.7 million with 2.6 million being within 100 miles of MEM, now some of that bumps up with Jackson MS, Little Rock AR, Birmingham Al and Nashville TN.
cessna2 wrote:MIflyer12 wrote:Pilots confirmed there's an AE that puts Delta's first CSeries base at NYC. That's not to say that they won't get to LAX (and need to come back), but LAX isn't going to be the focus of CSeries departures.
The plan is to open up NYC first. After 15 CS100's are delivered, the plan is to open up LAX. Most of the 717's will return back to the east and the CS100's will takeover the majority of west coast 717 routes. Of course all this is subject to change.
MIflyer12 wrote:Pilots confirmed there's an AE that puts Delta's first CSeries base at NYC. That's not to say that they won't get to LAX (and need to come back), but LAX isn't going to be the focus of CSeries departures.
gsg013 wrote:Does anyone think the C-Series could take over the ATL-EYW routes? Think its in similar specs as the 737-700. Also relatively short flight with many turns a day could be good for initial training.
gsg013 wrote:If you look at a number of December and November dates have multiple 757-200 BNA-ATL... I believe they are doing this to come back at NW for entering the market.
Look at 12/6 for example:
5x: 757-200
5x MD-88
Bluegrass60 wrote:Midwestindy wrote:Bluegrass60 wrote:
"the other point am making is the tag-on flights....they would have multiple connection opps at SDF under the routes (with tag alongs suggested). Why would DL make SDF a focus city? They may never choose to do that...BUT...AA or UA or WN or Jet Blue could choose to do that very thing....and it likely would be successful; DAY operated a very successful little hub for PI back in the day....and the same operation could be created at SDF today....and likely be as successful....caveat is to keep it limited to a focus city with C Series aircraft (or similar). There are opps for limited pt to point with connections via focus cities all across the USA. The big hubs can only get so big.
Why would DL or any other airline try that? No airline is going to add a focus city that is reliant on connections in a small market like SDF. DL doesn't serve their hubs in SLC, LAX, SEA, and JFK, or serve their focus cities in RDU and BOS from SDF, but now DL would be interested in making it a focus city with flights like Louisville to Oklahoma city and Louisville to Norfolk.....c'mon. SDF should work on getting service to all the hub stations, before a focus city comes into the equation.
"You are missing the point. Piedmont had a small hub operation in DAY in the 80's that was very profitable. It flew routes that would be very thin if pt to pt...but...they promoted a no nonsense hub at DAY. It worked until US bought PI and closed it because of proximity to PIT (at the time a fortress hub for US) and IND (then a focus city for US). What I describe is exactly what Jet Blue once talked about when discussing an expansion into fly-over country. DL could do same at SDF...as could WN, UA or AA. CSA for Louisville is 1.5M and it is geographically desirable (why do you think UPS is there?).
For a different perspective...I took the CSA of BNA, IND, CVG, MEM, CMH and SDF and divided it by the annual total passenger counts from 2017. BNA 6.9. IND 3.6. CVG 3.5 MEM 3.05 CMH 3.05 SDF 2.28
SDF has ZERO connecting traffic. BNA has substantial connecting traffic from WN. IND has connecting traffic via DL and WN. CVG is still considered a hub for DL and a focus for F9. MEM is not a hub or focus city. CMH has some WN "focus". I submit that a score > 3.05 could indicate presence of meaningful connecting traffic and below 3 could indicate under-served.
ERJ170 wrote:.......ORD and DFW have to be near the top of their radar..
deltal1011man wrote:MIflyer12 wrote:Pilots confirmed there's an AE that puts Delta's first CSeries base at NYC. That's not to say that they won't get to LAX (and need to come back), but LAX isn't going to be the focus of CSeries departures.
if LAX isn't opened with NYC on the first AE it will be opened shortly after as cessna2 pointed out.
Bluegrass60 wrote:
For a different perspective...I took the CSA of BNA, IND, CVG, MEM, CMH and SDF and divided it by the annual total passenger counts from 2017. BNA 6.9. IND 3.6. CVG 3.5 MEM 3.05 CMH 3.05 SDF 2.28
SDF has ZERO connecting traffic. BNA has substantial connecting traffic from WN. IND has connecting traffic via DL and WN. CVG is still considered a hub for DL and a focus for F9. MEM is not a hub or focus city. CMH has some WN "focus". I submit that a score > 3.05 could indicate presence of meaningful connecting traffic and below 3 could indicate under-served.