AdAstraPerAspera
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WorldTraveler said:
And yet, many of the well-heeled (as well as low fare-seekers) have been driving to CHA, TYS and BHM for years (and we all know that to be true) so there goes that argument.
Delta loads new DAL flights
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And yet, many of the well-heeled (as well as low fare-seekers) have been driving to CHA, TYS and BHM for years (and we all know that to be true) so there goes that argument.
YOU JUST GOTTA LOVE THIS STUFF!!! I have not LMAO as much as tonight. WT, please, please keep posting your BS, it is at least entertaining as you provide no additional info nor any new information, it's the same ole blah, blah, blah and now you are being shown your a$$. This is great. Keep the entertainment going-please, LOL...
OP
- Dec 5, 2003
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you truly are out of your league, ad.
No one from N. Georgia drives to Knoxville, TN to chase lower fares. It's a 4 hour drive. And WN is reducing service from BHM while DL has an even higher percentage of capacity at CHA than they do at ATL - including mainline service.
comm.
feel free to also note that UA has just ended NRT-BKK and HKG service. what does that say about their position in the market?
As much as you want to deflect otherwise, the percentage of capacity that DL has cut at NRT in the wake of the yen devaluation is far smaller than what AA and JL have done despite the JV and DL is still competing not only as the largest carrier between the US and Japan and the largest foreign carrier both at NRT and in Japan as a whole and also has been successful in pushing AA out of JFK while UA has put enough pressure on AA at ORD such that AA doesn't even operate daily service. LAX is the next to fall.
swamt,
as much as you would like to think otherwise, the WSJ article about WN losing its competitive advantage was just published in the last 2 business days. It is not old news at all... and it further validates what I have been saying for years that WN doesn't have the ability to compete against the rejuvenated network airlines - something that DL has been able to prove at SLC even before DL's "rejuvenation" plus at PHL and ATL more recently.
Access to the gates at DAL is very much about the claims that WN is making about their ability to provide a competitive benefit to N. Texas consumers and the evidence is overwhelming that they can do nothing that any other carrier can't also do.
When you consider that DL and UA obtain higher average fares than AA on direct competitive routes from DFW, it is all the more relevant to ask the question of why AA and WN are so hellbent on keeping other competitors out of the market when consumers value services on those airlines more than they do AA flights.
No one from N. Georgia drives to Knoxville, TN to chase lower fares. It's a 4 hour drive. And WN is reducing service from BHM while DL has an even higher percentage of capacity at CHA than they do at ATL - including mainline service.
comm.
feel free to also note that UA has just ended NRT-BKK and HKG service. what does that say about their position in the market?
As much as you want to deflect otherwise, the percentage of capacity that DL has cut at NRT in the wake of the yen devaluation is far smaller than what AA and JL have done despite the JV and DL is still competing not only as the largest carrier between the US and Japan and the largest foreign carrier both at NRT and in Japan as a whole and also has been successful in pushing AA out of JFK while UA has put enough pressure on AA at ORD such that AA doesn't even operate daily service. LAX is the next to fall.
swamt,
as much as you would like to think otherwise, the WSJ article about WN losing its competitive advantage was just published in the last 2 business days. It is not old news at all... and it further validates what I have been saying for years that WN doesn't have the ability to compete against the rejuvenated network airlines - something that DL has been able to prove at SLC even before DL's "rejuvenation" plus at PHL and ATL more recently.
Access to the gates at DAL is very much about the claims that WN is making about their ability to provide a competitive benefit to N. Texas consumers and the evidence is overwhelming that they can do nothing that any other carrier can't also do.
When you consider that DL and UA obtain higher average fares than AA on direct competitive routes from DFW, it is all the more relevant to ask the question of why AA and WN are so hellbent on keeping other competitors out of the market when consumers value services on those airlines more than they do AA flights.
OP
- Dec 5, 2003
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I GOT SOME NEW INFORMATION FOR YOU!
http://www.usatoday.com/story/money/business/2014/04/07/airline-quality/7306649/
Delta Airlines, which held steady in the number four spot for the second year a row was particularly noteworthy. The carrier merged with Northwest in 2008, and the report's co-author Brent Bowen, says that usually when two big carriers merge, data shows that the new mega-sized airline's performance declines.
But not Delta, which is holding its own against smaller, lower-cost carriers.
Southwest, which has long been heralded for its steady profits and high consumer scores, hovered at number 8 in the rankings, while its merger partner AirTran took the report's biggest dip, going from third place in 2012 to number 10 last year. Some are wondering if Southwest, which is looking more like a big network carrier as it launches international service in the wake of the merger, is possibly losing its way.
"They're still not merged and they're plummeting, especially AirTran,'' Bowen says. "I think they're losing their focus. . . .Some people are concerned that AirTran which has developed a good corporate culture, (by) being absorbed by Southwest has dragged them both down"
IOW DL is beating WN in a report that WN has aced for years.
http://www.usatoday.com/story/money/business/2014/04/07/airline-quality/7306649/
Delta Airlines, which held steady in the number four spot for the second year a row was particularly noteworthy. The carrier merged with Northwest in 2008, and the report's co-author Brent Bowen, says that usually when two big carriers merge, data shows that the new mega-sized airline's performance declines.
But not Delta, which is holding its own against smaller, lower-cost carriers.
Southwest, which has long been heralded for its steady profits and high consumer scores, hovered at number 8 in the rankings, while its merger partner AirTran took the report's biggest dip, going from third place in 2012 to number 10 last year. Some are wondering if Southwest, which is looking more like a big network carrier as it launches international service in the wake of the merger, is possibly losing its way.
"They're still not merged and they're plummeting, especially AirTran,'' Bowen says. "I think they're losing their focus. . . .Some people are concerned that AirTran which has developed a good corporate culture, (by) being absorbed by Southwest has dragged them both down"
IOW DL is beating WN in a report that WN has aced for years.
OP
- Dec 5, 2003
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you keep wanting to skip over the part about US falling in quality along with WN....
DL held its own.. the others said as much.
DL held its own.. the others said as much.
OP
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actually, I did not.
practically every airline had some movement on items within the score but the final score and the ranking within the industry is what the author, not me, used to make statements about whether carriers moved up or down.
practically every airline had some movement on items within the score but the final score and the ranking within the industry is what the author, not me, used to make statements about whether carriers moved up or down.
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