- Dec 5, 2003
- 21,709
- 10,721
after months of debate, it appears that DL's schedule in N. Texas is now firm.
DL's new ATL-DAL service remains but the other DAL markets have been removed with the schedule change that is still processing.
DL will operate 6 717s per day ATL-DAL and will have 56% of the seat share on the route with WN having the remainder; DL's capacity at DAL will nearly triple compared to today where it is limited to 50 seat RJs.
WN is not starting DAL-DTW or MSP as they said they would so ATL will be the only interior US hub that is served from DAL.
DL's LGA-DFW service has also been loaded.
DL's combined growth at DAL/DFW will result in about 25% more seats which includes the new LAX flights plus increases at both DFW and DAL to ATL and on DFW-DTW.
WN's capacity at DAL is up by about 20% based on Nov schedules while their combined FL/WN capacity at ATL is down by about the same amount.
DL's new ATL-DAL service remains but the other DAL markets have been removed with the schedule change that is still processing.
DL will operate 6 717s per day ATL-DAL and will have 56% of the seat share on the route with WN having the remainder; DL's capacity at DAL will nearly triple compared to today where it is limited to 50 seat RJs.
WN is not starting DAL-DTW or MSP as they said they would so ATL will be the only interior US hub that is served from DAL.
DL's LGA-DFW service has also been loaded.
DL's combined growth at DAL/DFW will result in about 25% more seats which includes the new LAX flights plus increases at both DFW and DAL to ATL and on DFW-DTW.
WN's capacity at DAL is up by about 20% based on Nov schedules while their combined FL/WN capacity at ATL is down by about the same amount.