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see you soon... I'm shooting for a 10 year check-up too!Now I'm going to try to stay away from this thread but will return in 3 years...I hope...and see who wins the prize.
.... just remember DL didn't build ATL into what it is today by not aggressively competing with whoever shows up... probably why DL has watched more than one airline share the ATL tarmac only to have them make their last departure from ATL.
ATL is a superb hub for DL, the numbers for that airport are awesome. However, DL seems to be the only legacy carrier that allowed a LCC to infest its crown jewel hub. Can anyone shed any insight as to why? Usually legacy carriers were downright mean/nasty in defending their hubs from LCCs and crushing them (especially NW). On the other hand, DL allowed in the 1990s (and I suppose the late 1980s?) Valuejet/Airtran to not only co-exist but grow at ATL.
I can't think of another example where a LCC has been able to grow its operation as relatively easily as Airtran at ATL (an airport with a legacy carrier established hub).
AirTran use to be Valujet.
which is why it is also important to note that in the past 5 years, DL has gained or regained 20 points of market share so that they and their regional affiliates - not counting Skyteam codeshare partners - now board 78% of ATL's passengers... during the same 5 year period, FL has reduced its ATL schedule from a peak of over 250 flts/day to the 220 or so it is now.....Let's also gloss over the fact that those 15 flights don't include FL's existing schedule.
Given that w/ the exception of the AUS service, all of it just connects to existing WN hubs, it doesn't add a whole lot of anything new....