DAL ABQ WN 8 DAL AMA WN 4 DAL AUS WN 10 DAL BHM WN 3 DAL ELP WN 5 DAL HOU WN 22 DAL ICT WN 1 DAL LBB WN 4 DAL LIT WN 4 DAL MAF WN 4 DAL MCI WN 8 DAL MSY WN 7 DAL OKC WN 3 DAL SAT WN 11 DAL STL WN 8 DAL TUL WN 4
That may or may not make sense with a WB A/C, or even certain NB flights. For an RJ, that's more trouble than it's worth, and would actually be regressive.WorldTraveler said:It is also possible that DL could unload its large RJs in as few as 10 minutes, pull those planes off the gate and reload them in another 15 minutes at the gate cleaned and ready to go. DL is essentially using that technique to maximize gate usage and minimize capital expense for new gates at JFK and will likely do the same at SEA just as it also does at LAX.
So, when I state the facts that DL will be more negatively impacted with WN's ability to now serve markets that DL serves in the #1 or #2 spot (e.g. DALDFW-ATL and DALDFW-LGA), it's a twisted view.WorldTraveler said:in terms of boardings DL is already only slightly ahead of Spirit. In order for B6 or VX to grow to a position to challenge DL, they would have to add a whole lot more service than they operate now.
If in your twisted view of making sure DL loses, you want to see someone else beat DL, you deserve what those carriers will do to AA - not at DAL but at DFW. There are already pretty strong odds that VX and B6 will both add further service to DFW and ORD using the slots they have gained which is not exactly great news for AA.
The whole outcome of this process was likely going to be that AA's top hubs would face significantly more competition which would hurt AA and UA.
That's where I think you're wrong.Given that DL's market strength has long been outside of DFW while AA and WN will both be competing for the same DFW local market, the chances are indeed much stronger that AA and WN will be competing more for the same passenger while DL will compete at the other end of the routes.