Could the Slot Transaction be re-worked and take on a all different look with US Airways divesting less of its LGA slots/facilities and getting less of Delta's DCA slots?
Could the federal government pass legislation permitting airlines to have more DCA beyond slots and permit current companies to transfer their current in-perimeter slots to beyond slots allowing US Airways to fly non-stop between DCA and SAN, LAX, & SFO?
Will the PANYNJ allow US Airways to transfer its JFK-PHX route authroity to LGA, which would permit US Airways to close its JFK operation and average down NYC unit costs?
Could US Airways consolidate its Mainline, Shuttle, and much of its Express operations within LGA gates 1-10 and use its 3 remote parking slots off of gate 1; along with its remote spots near the old TWA hanger, to reduce most of its $71.4 million LGA terminal lease, utiity, and maintenance expense?
Could US Airways adjust its network to fly to higher O&D markets with A319 aircraft from LGA to locations such as BUF, ROC, PIT, GSO, RIC, etc where it carries about 500 passengers per day per market?
Could US Airways begin hourly A321 LGA-CLT service?
Would these type of changes, along with the divestiture of gates LGA 11-22 and Blast Pad remote parking slots, make NYC profitable and DCA more profitable for US Airways?
Who knows what will happen, but one thing is for sure. Negotiations have been on-going for almost two years and there must have been a lot of discussions between DL, US, PANYNJ, MWAA, and the DOT.