Indeed - interesting that by January AA will apparently have more departures out of MEM than Delta (although Delta will still have more capacity). This is particularly notable because Delta and Northwest have traditionally been the market leaders in MEM - going back many decades. Also notable is that with this latest retrenchment, AA will now have both the MEM-DFW and MEM-DCA markets to themselves (albeit with Southwest still in MEM-WAS with a daily MEM-BWI).
Just as many of us predicted years ago - this just goes to show how over-capacitized MEM was and how uneconomic it was to force connections over MEM into small cities on 50-seat RJs when a dramatically larger hub, with vastly better economies of scale, was only a few hundred miles away. Now the closure of the MEM hub is nearly complete. I doubt ORD will last much longer - Delta is now smaller in the market than AA and United, and has less of a competitive base in CHI to build upon. IND and RDU may have a slightly better shot because of Delta's strong presence in both places, and IND may actually pick up some level of FedEx-related O&D, although I wonder if one or both of those may end up getting cut at some point, too.
I am not sure if Delta hasn't loaded two more cuts or not (of course if your don't the AVG in Jan that might why, but January is a stupid month to do avgs because some many flight shifts in the first week)
but I show Delta at 25 flights on peak days (1x LAX, 3x DTW, 3x MSP, 1x LGA, 2x CVG, 3x ORD, 10x ATL, 1x IND, 1x RDU, 1x MCO) and AA at 22 (3x DCA, 3x, PHL, 4x ORD, 6x DFW, 6x CLT).
Anyways, IND and ORD are both markets that have F class in them. RDU is CRJ only. (even showing an e-jet to CVG oddly enough)
but I figured ORD would go before DCA so....