SESGDL wrote:

winginit wrote:

SESGDL wrote:

Great post, thank you for continuing to bring facts to the discussion, they're certainly lacking a lot nowadays. By chance, would you happen to have similar stats for other DL hubs?

Jeremy

Sure. I think we can agree that Seats is a suitable capacity metric so I'll just isolate that for the DL hub comparison metrics below, which again are international (anything non-US including MX/CA) only seats for 3Q2019 (Summer, by most definitions) and then a year over year percentage comparison that compares against 3Q2018:

ATL: 3,147,720 International Seats, +1% YoY
JFK: 2,035,510 International Seats, +9% YoY
DTW: 992,198 International Seats, +1% YoY
MSP: 754,696 International Seats, +12% YoY
SEA: 505,352 International Seats, -12% YoY
LAX: 495,828 International Seats, +4% YoY
SLC: 299,544 International Seats, +6% YoY

Across all of those mentioned hubs above the average International Seat growth rate YoY for 3Q is 3%

Thanks! Interesting to see such a large decrease at SEA. Good to see growth everywhere else.

Jeremy

Driven namely by SEAHKG cancellation, SEAYEG cancellation, SEACDG down-gauge and SEAYYJ frequency reduction.

Flying SRQ-DTW today. Quite a few pax transferring onto the DTW flight who took the n/s on Saturday.

Edit: connecting in ATL since there is no nonstop.

Delta put in an application for DTW-HND and a few more locations.

Source: https://news.delta.com/delta-proposes-f ... -us-cities

sumeetc2 wrote:

Delta put in an application for DTW-HND and a few more locations.

Source: https://news.delta.com/delta-proposes-f ... -us-cities

As expected, but DTW was ranked as its second choice. Guess the market isn’t important to them...

compensateme wrote:

sumeetc2 wrote:

Delta put in an application for DTW-HND and a few more locations.

Source: https://news.delta.com/delta-proposes-f ... -us-cities

As expected, but DTW was ranked as its second choice. Guess the market isn’t important to them...

Oh cut the crap. If that’s what you base importance on, DTW is more important than ATL. There are 12 pairs up for grabs. DTW getting one is a fore gone conclusion.

LAXdude1023 wrote:

compensateme wrote:

sumeetc2 wrote:

Delta put in an application for DTW-HND and a few more locations.

Source: https://news.delta.com/delta-proposes-f ... -us-cities

As expected, but DTW was ranked as its second choice. Guess the market isn’t important to them...

Oh cut the crap. If that’s what you base importance on, DTW is more important than ATL. There are 12 pairs up for grabs. DTW getting one is a fore gone conclusion.

I’m quite sure he was joking, but I’m also quite sure that post in jest aligns with what klm actually thinks.

winginit wrote:

I’m quite sure he was joking, but I’m also quite sure that post in jest aligns with what klm actually thinks.

You are making an assumption that a certain poster is actually capable of thinking...

DL is a lock for DTW-HND.

Without going through the dumpster-fire of the HND thread, can someone give the synopsis of what exactly the new HND slot allocation entails; and attempt to seperate fact vs. speculation.

PSU.DTW.SCE wrote:

Without going through the dumpster-fire of the HND thread, can someone give the synopsis of what exactly the new HND slot allocation entails; and attempt to seperate fact vs. speculation.

Cliff notes version:
AA, DL, HA, UA made slot requests to the DOT for 12 new slots at HND. The awarded flights will start spring of 2020. Between the four airlines, 19 requests were made, including 6 from DL. DTW on A350 was #2 of DL’s 6 bids, and it is widely assumed that the DTW bid will be chosen.

winginit wrote:

LAXdude1023 wrote:

compensateme wrote:

As expected, but DTW was ranked as its second choice. Guess the market isn’t important to them...

Oh cut the crap. If that’s what you base importance on, DTW is more important than ATL. There are 12 pairs up for grabs. DTW getting one is a fore gone conclusion.

I’m quite sure he was joking, but I’m also quite sure that post in jest aligns with what klm actually thinks.

Actually no that is not what I was thinking I was quite surprised that Detroit was chosen ahead of Atlanta but those top three choices really don't matter what order they are in because they are all pretty much givens to be approved.

Is Delta trying to exit Narita entirely, or is there reason to maintain select routes to NRT even with enough new slots at HND?

Followup on GM layoff impact on DTW traffic theories.

Based on WARN notices filed, there were 1200 white collar layoffs at Warren Tech Center. Beaumont hospitals are hiring 500. There were significant IT layoffs at GM innovation centers in Roswell, GA, and Austin, TX.

Some interesting facts came out during the two-week GM layoff process. In 2018 Michigan total layoffs based on WARN filings were 7,000 compared to 12,000 in GA and 20,000 in TX.

I don't see a significant impact on DTW traffic.

dtw2hyd wrote:

Followup on GM layoff impact on DTW traffic theories.

Based on WARN notices filed, there were 1200 white collar layoffs at Warren Tech Center. Beaumont hospitals are hiring 500. There were significant IT layoffs at GM innovation centers in Roswell, GA, and Austin, TX.

Some interesting facts came out during the two-week GM layoff process. In 2018 Michigan total layoffs based on WARN filings were 7,000 compared to 12,000 in GA and 20,000 in TX.

I don't see a significant impact on DTW traffic.

I never thought there would be. On a side not VW and Ford are hooking up to built trucks so I would suspect the there will be more traffic in the near future between Germany and Detroit. Also with so production moving from the US to Mexican auto plants we can see the additional AM flights to facilitate that.

I bet DL gets 3 slots, SEA, DTW, & ATL. Theyll have all of their hubs-TYO covered.

flymco753 wrote:

I bet DL gets 3 slots, SEA, DTW, & ATL. Theyll have all of their hubs-TYO covered.

I think Delta will get 5 out of the 12 and add SEA,DTW,ATL,PDX and HNL and end all NRT operations. Will be interesting to see what happens to MNL and SIN perhaps NGO will get the tag back again and go daily.

Can't believe that a guy who writes a travel blog can make such an ill informed statement against a market he obviously has no clue about. Why would keeping Detroit be a surprise to him it is the largest market with very little LCC international competition Detroit is ripe for carriers like WOW Air. This is the reason we have so much trouble attracting new carriers here in Detroit because people write crap like this.

"I guess their choice of four routes isn’t surprising, perhaps with the exception of Detroit. I’m a bit surprised that if they’re only going to fly to four US cities, Detroit is among them."

https://onemileatatime.com/wow-air-summ ... -schedule/

klm617 wrote:

flymco753 wrote:

I bet DL gets 3 slots, SEA, DTW, & ATL. Theyll have all of their hubs-TYO covered.

I think Delta will get 5 out of the 12 and add SEA,DTW,ATL,PDX and HNL and end all NRT operations. Will be interesting to see what happens to MNL and SIN perhaps NGO will get the tag back again and go daily.

DL tried HND from both SEA and DTW. Both failed for one reason or another. I believe it had to do mostly with the bad time slot, so hence the lack of pax. IMO DL won’t be awarded 5 slots. I think 3 at the most. I think they will want to spread around the 12 to boaster competition.

There is quite a wind storm coming today and I was looking at the flight board to check the status of my flight. I noticed almost all of the cancellations were D gates. Does DL have priority over who gets cancelled?

DL does not have priority over who cancels.

The cancelations at DTW today are more about the weather elsewhere than the wind at DTW.

The cancelations today have disproportionately been AA and WN but there are other factors such as weather at other airports.
Chicago area and the East Coast is a mess with wind/weather today so than be indirectly influencing operations.

DTW is using the 27's today for arrival and departures due to the wind.

The situation at North is just that there needs to be more common use gates. The charters and international arrivals eat up the gates for hours at a time, leaving little room for new airlines to add service.

WN should consider having 4 gates, they have less than 20 flights a day and only sees 4 aircraft on the ground for RON’s or if the flights are delayed. The WCAA should remove one of their gates unless they go up to 25+ departures a day. UA has 4 and will be at 26 peak day this summer, and AA has 6 and will be at 43 like last year I believe.

North will see about 135-140 peak day departures this summer, an average of over 5 planes a gate per day.

winginit wrote:

flymco753 wrote:

Didnt realize DL scrapped plans to fly the 220 on DTW-IAH.

Did they?

While I know this far out the schedule is always subject to change, but the 220 is in the schedule for DTW-IAH starting July 2019 and ramping up through 3Q at present:

DL did indeed scrap plans to deploy the 220 on DTW/IAH. The most recent schedule change scrubbed the remaining flights (now all CR9 and E75), and pulled them from EWR as well in the fall - but they will make a brief appearance on two flights in August.

Looks like the flying is moving to SLC instead.

compensateme wrote:

winginit wrote:

flymco753 wrote:

Didnt realize DL scrapped plans to fly the 220 on DTW-IAH.

Did they?

While I know this far out the schedule is always subject to change, but the 220 is in the schedule for DTW-IAH starting July 2019 and ramping up through 3Q at present:

DL did indeed scrap plans to deploy the 220 on DTW/IAH. The most recent schedule change scrubbed the remaining flights (now all CR9 and E75), and pulled them from EWR as well in the fall - but they will make a brief appearance on two flights in August.

Looks like the flying is moving to SLC instead.

Not a huge deal, the A220 was initially planned for NYC-Texas and West Coast flying. The amount of A321s has to be more than any other hub except for ATL. I also see that the E7W comes back after a brief pause from May-July.

I don’t put a whole lot of trust in schedules beyond July at this point, especially on equipment type. Heck I don’t even fully trust May yet.

Still on the 27s this morning. This has to be the longest continuous usage of the crosswinds I’ve ever seen. The only other time that comes close was a similar wind storm in March 2002.

flymco753 wrote:

compensateme wrote:

winginit wrote:

Did they?

While I know this far out the schedule is always subject to change, but the 220 is in the schedule for DTW-IAH starting July 2019 and ramping up through 3Q at present:

DL did indeed scrap plans to deploy the 220 on DTW/IAH. The most recent schedule change scrubbed the remaining flights (now all CR9 and E75), and pulled them from EWR as well in the fall - but they will make a brief appearance on two flights in August.

Looks like the flying is moving to SLC instead.

Not a huge deal, the A220 was initially planned for NYC-Texas and West Coast flying. The amount of A321s has to be more than any other hub except for ATL. I also see that the E7W comes back after a brief pause from May-July.

Indeed. I'm still showing some onesie twosie 220 DTW-IAH operations in May and July 2019 but I imagine those will be scrubbed.

I'm putting the DTW v MSP discussion to rest regarding the East Coast. I did a comparison of overlapping East Coast markets by number of seats only. I didn't include destinations like BTV, PVD, MDT, etc. because the comparison is proving Detroit is Delta's preferred airport for connections coming from the east coast, obviously second to Atlanta.

I would do a comparison in the south, but DTW nearly blows MSP out of the water due to larger aircraft to places like BNA and more Florida flights on top of several destinations not served from MSP. I really think the only places that MSP truly would beat DTW in terms of seats is the Rockies, PNW, Southwestern US, and the plains/Western Midwest. Other than that. DTW has more seats to the east portion of the Midwest.

My east coast comparison is here: https://docs.google.com/spreadsheets/d/ ... Rb/pubhtml

PSU.DTW.SCE wrote:

I don’t put a whole lot of trust in schedules beyond July at this point, especially on equipment type. Heck I don’t even fully trust May yet.

Agreed, but given the hoopla surrounding the A220, I do find it slightly surprising. Looks like DL’s shifting A220 flying to SLC and bringing in more 717 to DTW, albeit not on routes they A220 was pulled.

A bit off, but I just arrived in DTW and Concourse A rotunda of LC Smith is gone, the beginning of the end is now underway.

compensateme wrote:

PSU.DTW.SCE wrote:

I don’t put a whole lot of trust in schedules beyond July at this point, especially on equipment type. Heck I don’t even fully trust May yet.

Agreed, but given the hoopla surrounding the A220, I do find it slightly surprising. Looks like DL’s shifting A220 flying to SLC and bringing in more 717 to DTW, albeit not on routes they A220 was pulled.

I dont know what they're^their obsession is with CRJ on routes that could support 717s at the least like OKC, BHM, & CHS.

dtw107 wrote:

A bit off, but I just arrived in DTW and Concourse A rotunda of LC Smith is gone, the beginning of the end is now underway.

Wow, didn’t think it’d happen that quickly. Thanks for the update!

Bid Package A included a piece of A and a piece of B, but the lion’s share of the demolition will be covered by Bid Package B, which just concluded bidding.

I traveled via Concourse A days before it closed, and had the opportunity the tour it a couple years back. It was frozen in time — UA and WN abandoned their gate areas, although the rotunda was vacant (was F9 or FL in here? I can’t recall ATM), sans the outline of a 1990s US Air logo. The short-lived Quiznos (formerly a relic of the Great American Bagel Company) was boarded up, although the Starbucks cart had been removed (signage remained up). No more pay phones in the corridor, either, although they may have been gone by 2008.

flymco753 wrote:

compensateme wrote:

PSU.DTW.SCE wrote:

I don’t put a whole lot of trust in schedules beyond July at this point, especially on equipment type. Heck I don’t even fully trust May yet.

Agreed, but given the hoopla surrounding the A220, I do find it slightly surprising. Looks like DL’s shifting A220 flying to SLC and bringing in more 717 to DTW, albeit not on routes they A220 was pulled.

I dont know what they're^their obsession is with CRJ on routes that could support 717s at the least like OKC, BHM, & CHS.

I wonder if DTW will be one of the final stations for DL's 717s, similar to ATL and the MD-80s (and MD-90s too?). Their retirement is probably several years out, but once they have more A220s on board, I wouldn't be surprised to see them shift back over to DTW once they begin transitioning out their 717s.

My theory as to why they chose SLC as a main base for their A220s is because that hub has a lot of longer routes that are probably only producing minimal profits. SLC-CLT/BNA/RDU come to mind. With that being said, they're starting them out on shorter routes (like SLC-DEN and SLC-SJC) and could transition them over to longer routes later on. Oh, and there's also this: viewtopic.php?f=3&t=1416515

compensateme wrote:

dtw107 wrote:

A bit off, but I just arrived in DTW and Concourse A rotunda of LC Smith is gone, the beginning of the end is now underway.

Wow, didn’t think it’d happen that quickly. Thanks for the update!

Bid Package A included a piece of A and a piece of B, but the lion’s share of the demolition will be covered by Bid Package B, which just concluded bidding.

I traveled via Concourse A days before it closed, and had the opportunity the tour it a couple years back. It was frozen in time — UA and WN abandoned their gate areas, although the rotunda was vacant (was F9 or FL in here? I can’t recall ATM), sans the outline of a 1990s US Air logo. The short-lived Quiznos (formerly a relic of the Great American Bagel Company) was boarded up, although the Starbucks cart had been removed (signage remained up). No more pay phones in the corridor, either, although they may have been gone by 2008.

I remember long ago there was a gate in the lower level of concourse A back around 1984 American Central operated out of that gate it was a nice quiet place to sit and spot when arrivals were using the 3s was cool because you were at ground level watching the action. I would gather up my timetables and my free pocket OAGs that the airlines passed out from time to time. Really sad to see that terminal go back when I was a we lad my dad built me that terminal out of Legos.

Whoa, didn’t even notice the old A rotunda was gone today. Granted last week it was dark when I flew in and out. Today I drove in the south entrance, departed from A5, and took off from 27L so never even was over that way.

flymco753 wrote:

compensateme wrote:

PSU.DTW.SCE wrote:

I don’t put a whole lot of trust in schedules beyond July at this point, especially on equipment type. Heck I don’t even fully trust May yet.

Agreed, but given the hoopla surrounding the A220, I do find it slightly surprising. Looks like DL’s shifting A220 flying to SLC and bringing in more 717 to DTW, albeit not on routes they A220 was pulled.

I dont know what they're^their obsession is with CRJ on routes that could support 717s at the least like OKC, BHM, & CHS.

These all seem like routes that are likely candidates to be backfilled by as A220 free up CR9/E75 and CR7 to backfill some of these longer CR2 routes. MSP has some of these too like MSP-ICT for example.

DL is starting a Seasonal, Saturday only DTW-AVL in June. Is on a CRJ-200 and will run through early November.

Trying to figure out the master plan a little more. I'm looking at the final version. I'm particularly interested in the ATC tower location and long-term gate expansions.

First, the ATCT, there's 4 proposed locations, 2 in which sit up against the A Concourse, and 2 that are at the end of where the A rotunda used to be. I would assume the best place to put a new tower would be latter 2 options since the locations against the current A Concourse would impede with operations and would most likely mean taking A63/A61 out of service or being too close to A43/A45/A47. My two cents is that the new tower should look different and feature some neat up-lighting, the current tower looks too dark and boring.

I know the near term expansion at the D Concourse is to add additional gates at the north end of the concourse which I believe includes 1 WB and 2 narrow-body gates. I'm not as interested in that as I am in the options for long-term expansion which include building an additional 6 or 7 gate concourse at the south end of the concourse. Option A + B seem to be the most appealing, I could see NK taking advantage of those to free up the middle portion of Concourse D. What time frame are they looking at? 10-15 years from now? Or when my first born child to be born this year is old enough to work at an airline?

I see them filling in the nodes at Concourse C and using them for expanded hold rooms before the Concourse D expansion. Believe it or not, DTW is going to be seeing a lot more 717's with the new 220 coming in, so the B + C is going to need more space to hold CR7/9 and E170/75 type aircraft. This will probably happen sooner than we think.

FA9295 wrote:

flymco753 wrote:

compensateme wrote:

My theory as to why they chose SLC as a main base for their A220s is because that hub has a lot of longer routes that are probably only producing minimal profits. SLC-CLT/BNA/RDU come to mind. With that being said, they're starting them out on shorter routes (like SLC-DEN and SLC-SJC) and could transition them over to longer routes later on. Oh, and there's also this: https://www.airliners.net/forum/viewtop ... &t=1416515

This is a good theory, however I think what makes the most sense is SLC is a A220 pilot base and DTW is a 717 pilot base. This could simply be a easier way to schedule crews and while the product greatly differs, they are the same size aircraft so it is pretty interchangeable outside of range.

NWDALMSPDTW wrote:

FA9295 wrote:

flymco753 wrote:

This is a good theory, however I think what makes the most sense is SLC is a A220 pilot base and DTW is a 717 pilot base. This could simply be a easier way to schedule crews and while the product greatly differs, they are the same size aircraft so it is pretty interchangeable outside of range.

I'm looking at the schedules now, it's probably best to say that June is incomplete at this point since there's over twice the amount of capacity on certain routes, but bringing the 717s back East is allowing DL to cut RJ service from some of the larger destinations like CLT, RDU, BNA, and MCI while replacing some CRJ service with 717 to places like MKE & MSN. It wouldn't surprise me to see ALB, SYR, ROC, & PWM.

flymco753 wrote:

I'm looking at the schedules now, it's probably best to say that June is incomplete at this point since there's over twice the amount of capacity on certain routes, but bringing the 717s back East is allowing DL to cut RJ service from some of the larger destinations like CLT, RDU, BNA, and MCI while replacing some CRJ service with 717 to places like MKE & MSN. It wouldn't surprise me to see ALB, SYR, ROC, & PWM.

Those are probably right. They've been all mainline on CLT, RDU, BNA, MCI since at least Summer 2018, if not '17.
MKE & MSN see a mix, but tend to get either late afternoon or evening RON mainline.

The flight times look right on many of these routes as years past.
June schedules are pretty close but I wouldn't fully trust equipment type just yet, but mainline vs. regional is probably a reasonable assumption.

July & August are still being refined for sure. Implementation of a new fleet type always brings a bunch of changes as they update the "Default' schedule, which often just rolls forward default equipment types and/or whatever it was the previous year.
We saw similar oddities when the 717s were onboarding, and 739s too.

DL’s flight schedules are pretty fluid; it’s pretty common to see changes up until the point DL bids it out, although there’s fewer changes as that date approaches. I’ve been burned by this on several occasions, unfortunately, and never seem to learn my lesson. DL also operates the most microschedules of any domestic carrier, now splitting the traditional summer schedule into four pieces.

- - -

And since we proclaimed the sky was falling when GM announced mass layoffs, let’s point out today the big news from FCA, which should negate the layoffs.

https://www.crainsdetroit.com/economic- ... troit-area

klm617 wrote:

compensateme wrote:

dtw107 wrote:

A bit off, but I just arrived in DTW and Concourse A rotunda of LC Smith is gone, the beginning of the end is now underway.

Wow, didn’t think it’d happen that quickly. Thanks for the update!

Bid Package A included a piece of A and a piece of B, but the lion’s share of the demolition will be covered by Bid Package B, which just concluded bidding.

I traveled via Concourse A days before it closed, and had the opportunity the tour it a couple years back. It was frozen in time — UA and WN abandoned their gate areas, although the rotunda was vacant (was F9 or FL in here? I can’t recall ATM), sans the outline of a 1990s US Air logo. The short-lived Quiznos (formerly a relic of the Great American Bagel Company) was boarded up, although the Starbucks cart had been removed (signage remained up). No more pay phones in the corridor, either, although they may have been gone by 2008.

I remember long ago there was a gate in the lower level of concourse A back around 1984 American Central operated out of that gate it was a nice quiet place to sit and spot when arrivals were using the 3s was cool because you were at ground level watching the action. I would gather up my timetables and my free pocket OAGs that the airlines passed out from time to time. Really sad to see that terminal go back when I was a we lad my dad built me that terminal out of Legos.

Interesting; I never saw the (original) lower level of A and had assumed it’d been mothballed well before the 1980s. Is this the site of the “new” baggage claim that was added around the 1980s?

“A” never changed much in my lifetime. UA occupied A1-A3 while CO (&its predecessors) and WN split the rotunda. UA slapped a few updated blacksplashes in its gate area, but did nothing else — when I toured the terminal a few years ago, its 1980s-era CRT flight display monitors were still standing.

In the early 1990s, CO moved into the ex-EA gates on B, and US took the CO gates on A (relocating from C). WN built an extension (but was repaid via PFC) that opened in 1999; it shared the space with NK. One of the ex-WN gates went to DL/OH, and the others were taken out of service — one became home to a Cinnabon cart, joining Great American Bagel Company and a sandwhich stand in the extension. It briefly became a Nathan’s Hot Dog cart. before ending life as a Starbucks cart.

In the early 2000s, DTW “renovated” the concourse, replacing the carpeting, seats and lighting, adding a new coat of paint and installing “new” bathrooms. Lipstick on a pig!!!!

compensateme wrote:

klm617 wrote:

compensateme wrote:

Wow, didn’t think it’d happen that quickly. Thanks for the update!

Bid Package A included a piece of A and a piece of B, but the lion’s share of the demolition will be covered by Bid Package B, which just concluded bidding.

I traveled via Concourse A days before it closed, and had the opportunity the tour it a couple years back. It was frozen in time — UA and WN abandoned their gate areas, although the rotunda was vacant (was F9 or FL in here? I can’t recall ATM), sans the outline of a 1990s US Air logo. The short-lived Quiznos (formerly a relic of the Great American Bagel Company) was boarded up, although the Starbucks cart had been removed (signage remained up). No more pay phones in the corridor, either, although they may have been gone by 2008.

I remember long ago there was a gate in the lower level of concourse A back around 1984 American Central operated out of that gate it was a nice quiet place to sit and spot when arrivals were using the 3s was cool because you were at ground level watching the action. I would gather up my timetables and my free pocket OAGs that the airlines passed out from time to time. Really sad to see that terminal go back when I was a we lad my dad built me that terminal out of Legos.

Interesting; I never saw the (original) lower level of A and had assumed it’d been mothballed well before the 1980s. Is this the site of the “new” baggage claim that was added around the 1980s?

“A” never changed much in my lifetime. UA occupied A1-A3 while CO (&its predecessors) and WN split the rotunda. UA slapped a few updated blacksplashes in its gate area, but did nothing else — when I toured the terminal a few years ago, its 1980s-era CRT flight display monitors were still standing.

In the early 1990s, CO moved into the ex-EA gates on B, and US took the CO gates on A (relocating from C). WN built an extension (but was repaid via PFC) that opened in 1999; it shared the space with NK. One of the ex-WN gates went to DL/OH, and the others were taken out of service — one became home to a Cinnabon cart, joining Great American Bagel Company and a sandwhich stand in the extension. It briefly became a Nathan’s Hot Dog cart. before ending life as a Starbucks cart.

In the early 2000s, DTW “renovated” the concourse, replacing the carpeting, seats and lighting, adding a new coat of paint and installing “new” bathrooms. Lipstick on a pig!!!!

B also had 2 ground level gates one for Air Wisconsin and on the others side for various operators. Comair and Jetstream international come to mind as the airlines that used these gate. It was always such a nice quiet tarmac level place to spot from back in the day. At the beginning of my time A had BOAC. Pan Am, Aeromexico, Air Jamaica and Northwest. When BOAC started 747 service from Detroit out of A the 747 parked adjacent to the AA Cargo building. Before UA moved to A it was just Northwest and Frontier operating out of the A gates and a hodgepodge of commuters from that single ground level gate. I think another carrier that used that gate was BAS (Beaver Aviation Services) To YNG

compensateme wrote:

klm617 wrote:

compensateme wrote:

Wow, didn’t think it’d happen that quickly. Thanks for the update!

Bid Package A included a piece of A and a piece of B, but the lion’s share of the demolition will be covered by Bid Package B, which just concluded bidding.

I traveled via Concourse A days before it closed, and had the opportunity the tour it a couple years back. It was frozen in time — UA and WN abandoned their gate areas, although the rotunda was vacant (was F9 or FL in here? I can’t recall ATM), sans the outline of a 1990s US Air logo. The short-lived Quiznos (formerly a relic of the Great American Bagel Company) was boarded up, although the Starbucks cart had been removed (signage remained up). No more pay phones in the corridor, either, although they may have been gone by 2008.

I remember long ago there was a gate in the lower level of concourse A back around 1984 American Central operated out of that gate it was a nice quiet place to sit and spot when arrivals were using the 3s was cool because you were at ground level watching the action. I would gather up my timetables and my free pocket OAGs that the airlines passed out from time to time. Really sad to see that terminal go back when I was a we lad my dad built me that terminal out of Legos.

Interesting; I never saw the (original) lower level of A and had assumed it’d been mothballed well before the 1980s. Is this the site of the “new” baggage claim that was added around the 1980s?

“A” never changed much in my lifetime. UA occupied A1-A3 while CO (&its predecessors) and WN split the rotunda. UA slapped a few updated blacksplashes in its gate area, but did nothing else — when I toured the terminal a few years ago, its 1980s-era CRT flight display monitors were still standing.

In the early 1990s, CO moved into the ex-EA gates on B, and US took the CO gates on A (relocating from C). WN built an extension (but was repaid via PFC) that opened in 1999; it shared the space with NK. One of the ex-WN gates went to DL/OH, and the others were taken out of service — one became home to a Cinnabon cart, joining Great American Bagel Company and a sandwhich stand in the extension. It briefly became a Nathan’s Hot Dog cart. before ending life as a Starbucks cart.

In the early 2000s, DTW “renovated” the concourse, replacing the carpeting, seats and lighting, adding a new coat of paint and installing “new” bathrooms. Lipstick on a pig!!!!

I like places like this that are frozen in time a time that holds a lot of fond memories for me at DTW.

[photoid][/photoid]I always love a walk down memory lane and history of things. As a Gen-Xer, my memories of DTW only start in the mid/late 80s.

KLM617 (or others) curious to get some more details about some of these photos:


1961 - Is this Concourse A (or B) before they added the second level?


1965 - Where is this located? Where are those cars that I think appear to be out on the ramp?


1965 - this is definetely A before they added the second level.


1970 - I'm pretty sure this is E looking toward at F?


1970 - where is this? Is this E looking over toward D?


1972 - where is this? Is this the predecessor to Concourse G?


1979 - The good 'ole days - Concourse A

PSU.DTW.SCE wrote:

[photoid][/photoid]I always love a walk down memory lane and history of things. As a Gen-Xer, my memories of DTW only start in the mid/late 80s.

KLM617 (or others) curious to get some more details about some of these photos:

1961 - Is this Concourse A (or B) before they added the second level?

1965 - Where is this located? Where are those cars that I think appear to be out on the ramp?

1965 - this is definetely A before they added the second level.

1970 - I'm pretty sure this is E looking toward at F?

1970 - where is this? Is this E looking over toward D?

1972 - where is this? Is this the predecessor to Concourse G?

1979 - The good 'ole days - Concourse A

1961 this is the A concourse.
1965 Not sure what the cars are maybe an employee parking lot but the 727 is at the B gates in this photo.
1965 Yes the BOAC 707 is parked at the A gates.
1970 yes this is E looking towards F
1970 Yes the Mohawk Bac-111 is parked at E looking towards D Allegheny moved from the C gates to the E gates when it acquired Mohawk.
1972 The North Central Convairs are parked on the right side of the E gates in this picture.
1979 Yes those are the A gates.

News related to the local economy, let us hope it will have some positive impact on DTW traffic.

Fiat Chrysler to invest $4.5B in 5 Michigan plants, create 6,500 jobs

The automaker confirmed plans Tuesday to revive a previously idled engine plant on the city's east side as part of a $4.5 billion investment in five Michigan plants. The actions would create about 6,500 new jobs in Metro Detroit, would help solve capacity problems for Fiat Chrysler in North America, and would prepare for future production of electrified Jeep SUVs

https://www.detroitnews.com/story/busin ... 988890002/

JetBlue announces additional frequencies for DTW-BOS this summer:

http://blueir.investproductions.com/inv ... -184504961