Rumor has it DL PHL-LHR

Discussion in 'Delta Air Lines' started by 700UW, Nov 21, 2014.

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  1. 700UW

    700UW Corn Field

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    How was it paid to unionize when they WERE ALREADY IAM members?
     
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  2. WorldTraveler

    WorldTraveler Corn Field

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    and yet you are silent about these kinds of posts:
     
     
     
  3. Kev3188

    Kev3188 Veteran

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    Oh no, I asked...

    But just the same, what does any of that have to do w/the topic at hand?
     
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  4. 700UW

    700UW Corn Field

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    Because he can't refute the message so he attacks the messenger.
     
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  5. WorldTraveler

    WorldTraveler Corn Field

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    I've written two posts regarding DL's growth in the TATL market to which neither of you two have responded to anything even remotely related to the topic.


    so save your preoccupation with board domination for your look in the mirror.




     
     
     
     
  6. FWAAA

    FWAAA Veteran

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    Anybody remember when DL agreed to pay UA $21 million for the rights to fly JFK-LGW in late 2006, just before the Open Skies treaty was announced (effective March 2008)?

    At least with PHL-LHR, Delta will get access to Heathrow in exchange for leasing the slot from AA/BA. Probably a better bargain for DL than $21 million for Gatwick on the eve of Open Skies.

    So DL will have a substantial presence in another AA fortress hub (a daily 757), not unlike BA's long-time presence in ATL and SEA (not to mention EWR, IAD, DEN, IAH and SFO); the joint venture means that AA has a presence in each of those other airline fortress hubs. Above, we heard that DFW is next. Yawn.
     
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  7. WorldTraveler

    WorldTraveler Corn Field

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    yes, I do remember that DL paid for UA's JFK-London rights which were only good for LGW.

    It shows that DL has been investing in London access for nearly 10 years.

    We get the whole idea of JVs in other carriers' hubs. DL's JV partners have a hefty presence in virtually every major carrier hub. The question is how DL with its own aircraft can manage to push into other carrier hubs but AA and UA can't do the same in DL hubs.
     
  8. FrugalFlyerv2.0

    FrugalFlyerv2.0 Veteran

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    I'll give it a shot answering it. 
    Although I'm surprised you haven't figured it out yet. 
    Actually I think deep down you know the answer but purposefully choose not to grasp it as it might not fit your DL rules the world narrative. 
     
    I would argue that the reason UA and AA don't want to fly, for example DTW-AMS or SLC-CDG (or even to LHR from those cities) is mainly due to the fact that the market to/from those destinations isn't anywhere close to "top tier" as USA to LHR.
     
    Just because DL has managed to very profitably to fly to LHR from its USA hubs is not big deal.  UA and AA have been doing it for over 20+ years.  You make it sound like DL pioneered making money from the USA to the premier European business destination.
     
    Give it a rest man.
    DL, UA, AA each have their advantages and disadvantages, their ups and downs.  There is no need to spin things to make DL appear better than it actually it while at the same time speak damagingly of other carriers.
     
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  9. FrugalFlyerv2.0

    FrugalFlyerv2.0 Veteran

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    What?
    By that logic I'm qualified to play 3B for the SF Giants just by applying.
    What world do you live in / where do you come up with this stuff?
     
  10. FrugalFlyerv2.0

    FrugalFlyerv2.0 Veteran

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    You forgot about DL starting MIA-Latin America, then DFW.  I think ... ... ...
     
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  11. WorldTraveler

    WorldTraveler Corn Field

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    I'm presuming you did not proofread the last paragraph I quoted. FWAAA should be able to help you.

    No one said DL pioneered starting or making money in top tier markets.

    but you apparently still don't get that DL built its network around medium sized markets - on both sides of the Atlantic - and thus is far more able to "push up" into markets where AA and UA are stronger than for AA and UA to "push down" into DL's markets.

    since deregulation, DL has expanded its network more into AA and UA's top markets than the other way around which says that AA and UA are at a long term structural disadvantage.
     
  12. Kev3188

    Kev3188 Veteran

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    Who knew?
     
    Say hello to St. Etienne's newest striker. :D
     
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  13. LDVAviation

    LDVAviation Advanced

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    It had to because it would not have survived by remaining the airline of rural America.  
     
    Indeed, Delta was still very much a regional airline up until the time of its bankruptcy reorganization.
     
    When you consider that NY + LA produce more in GDP than 46 states, exactly how is it a structural disadvantage for AA or UA to stay away from DL's top markets, many of which, if not all, are in those 46 states?
     
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  14. WorldTraveler

    WorldTraveler Corn Field

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    if you say so... DL was the 3rd largest airline at the time it reorganized and the largest airline across the Atlantic, just as it is now.

    continue to clutch on to the notion that being the largest in NY and LA are enough to make a global airline.

    DL has the highest market share of its hubs of any of the big 3.

    and DL is still the largest airline in NYC, the largest market in the US.

    AA's market share advantage at LAX RIGHT NOW is 5% over DL and 2% over UA.

    AA's biggest advantage is at DFW and MIA and most of MIA's advantage is to Latin America... where AA is seeing and will see a growth of new competition
     
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  15. topDawg

    topDawg Veteran

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    err wrong thread.
     
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