Midwest Airlines Midwest Miles (Pre-Alignment) - AirTran adds 2x daily MKE-DCA service

AirTran will reinstate non-stop service between Milwaukee and Washington's Reagan National Airport (DCA) starting June 11, 2009.

Two flights per day will be offered in each direction. I haven't seen the schedule yet, but if the flights are timed well this route may turn out better for AirTran than the once per day flights offered last summer.

As of now, the flights are planned to be year-round. However, once the leisure traffic dries-up I suspect AirTran will be flying a lot of empty seats (if the results of MKE-LGA are any indication).

With these new flights, AirTran will operate 33 flights per day from Milwaukee this summer.

http://www.jsonline.com/business/41718467.html

They didn't have any trouble filling the 717 last summer on MKE-DCA, yet things were still apparently so poor that they chose to give up the free DCA slots the DoT had awarded them rather than continue to fly MKE-DCA over summer.

It certainly will be interesting to see how all this new service does. What most casual observers don't seem to understand is that the Midwest pulldown in Milwaukee was targeted, not broad. Midwest's reductions handed a ton of traffic to AirTran in leisure markets, and AirTran has filled planes well in those markets by backfilling with far less seats so overall capacity is still smaller than it had been the prior year. But Midwest has more seats to Boston than last summer, more seats to LaGuardia than last summer, nearly as many seats to DCA as last summer, and (between YX and NW) more seats to Minneapolis than last summer. There is not a corresponding YX pullback in any of these markets handing them traffic as they received to MCO, TPA, RSW, LAS, etc.

I wonder where or how they got the slots???

Of course now DCA pax can now connect through MKE to MSP! Take that D/NW! ^

Of course now DCA pax can now connect through MKE to MSP! Take that D/NW! ^

Considering that AirTran hasn't really timed any of the MKE-MSP flights for good connections, this might be very hard for passengers to do.

They didn't have any trouble filling the 717 last summer on MKE-DCA, yet things were still apparently so poor that they chose to give up the free DCA slots the DoT had awarded them rather than continue to fly MKE-DCA over summer.


Maybe I'm mistaken, but I thought AirTran only had loads in the high 60s/low 70s during the few months they operated MKE-DCA. Certainly not awful, but not spectacular, either.

Given how aggressively AirTran advertised fire sale fares on this route, it's no wonder they pulled the plug earlier then scheduled and returned the slot. Results had to be horrid.

Maybe I'm mistaken, but I thought AirTran only had loads in the high 60s/low 70s during the few months they operated MKE-DCA. Certainly not awful, but not spectacular, either.

It was 77.9% for the whole time it operated, from the low 60's in May to around 90% in August. They certainly did discount fares to fill those seats. Local MKE-DCA average fare received by them was $104 compared to $161 for Midwest.

http://www.jsonline.com/business/41718467.html

Looks like Daykin still doesn't know the difference between "nonstop" and "direct" flights.

Looks like Daykin still doesn't know the difference between "nonstop" and "direct" flights.

LOL, are you really that surprised?

Considering that AirTran hasn't really timed any of the MKE-MSP flights for good connections, this might be very hard for passengers to do.


It's already done. I checked the Air Tran schedules for July and there are a couple flights a day DCA-->MSP with a 1/stop in Milwaukee.

I'll agree with you that the convenience factor is not high (flight times and long layover in MKE) still it's an option. It must stick in D/NW's craw!

This should illustrate what I was speaking of earlier regarding MKE markets:

Winter Peak 2009 versus 2009

MKE-Florida
-26.4% total seats year over year
-78.7% Midwest cutback in seats

MKE-Las Vegas
-33.4% total seats year over year
-65.4% Midwest cutback in seats

MKE-Phoenix
-30.6% total seats year over year
-48.8% Midwest cutback in seats


Midwest cut way back in those markets, AirTran only replaced a portion of that flying, and so in spite of the dismal economy they are carrying good loads.


Now look at Summer 2009 peak

MKE-Boston
+4.5% total seats year over year
+7.2% Midwest increased seats over last summer

MKE-LaGuardia
+3.8% total seats year over year
+7.2% Midwest increased seats over last summer

MKE-Washington
+18.0% total seats year over year
-8.0% Midwest decreased seats over last summer

MKE-Minneapolis
+62.8% total seats year over year
+22.9% Midwest increased seats over last summer (increase prior to AirTran's MKE-MSP plans)
+34.9% Northwest increased seats over last summer (increase in retaliation to AirTran's MKE-MSP plans)


Unlike Florida, Vegas, Phoenix or the west coast, these are not markets where Midwest cut back

This winter the overall pie at MKE shrunk, but because of Midwest's cutbacks AirTran found enough passengers for the expansion here by not coming close to replacing all of Midwest's trimmed capacity.

This summer, however, several of the key markets added or expanded by AirTran are about as larger or larger than last year. It may be a very different game than this current winter/spring has been.

With little to no fanfare, AirTran has added some additional frequency on several Milwaukee routes.

This summer, MKE-LGA increases from 3 to 4 daily round-trips while MKE-SFO gets a second frequency (evening departure, red-eye return). Both of these appear to be seasonal only and are gone by early September.

In September, AirTran bumps MKE-LAS from two to three daily round-trip flights. I'm sure the MKE-LAS route could use the additional capacity, but I'm surprised AirTran is adding this in September (one of the weakest travel months) instead of holding off a month or two.

I do wonder what, if anything, Midwest will do to counter any of these moves. They may not be all that interested in chasing after price sensitive LAS traffic, but they could squeeze in another flight by swapping E170s with 717s come this fall. The real question for me is if Midwest would consider adding a sixth daily MKE-LGA flight. Again, they could probably squeeze this flight in, but is there really a need. Slots could be an issue, but they may have some left over from the MCI pull-down that they could utilize.

With little to no fanfare, AirTran has added some additional frequency on several Milwaukee routes.

This summer, MKE-LGA increases from 3 to 4 daily round-trips while MKE-SFO gets a second frequency (evening departure, red-eye return). Both of these appear to be seasonal only and are gone by early September.

In September, AirTran bumps MKE-LAS from two to three daily round-trip flights. I'm sure the MKE-LAS route could use the additional capacity, but I'm surprised AirTran is adding this in September (one of the weakest travel months) instead of holding off a month or two.

I do wonder what, if anything, Midwest will do to counter any of these moves. They may not be all that interested in chasing after price sensitive LAS traffic, but they could squeeze in another flight by swapping E170s with 717s come this fall. The real question for me is if Midwest would consider adding a sixth daily MKE-LGA flight. Again, they could probably squeeze this flight in, but is there really a need. Slots could be an issue, but they may have some left over from the MCI pull-down that they could utilize.

Thanks for piecing this info together for us FlyerTalkers, Blue. I know this forum is the unofficial MKE forum, but you might want to also post this info over on the FL board. I booked MKE-SFO this morning and noticed the extra flight. Red-eyes are always good for burning some FF credits.

Yeah, Midwest has been very quiet, and we have heard very little on any expanded service for this summer. I would have liked to book YX for SFO, but the fare was almost twice as high, and I'd have to connect.

Yeah, Midwest has been very quiet, and we have heard very little on any expanded service for this summer.

Why expand? People have lost their love affair with Midwest since the fiasco last year. Midwest can't get people where they need to go.

I, for one, have zeroed out my Midwest Miles account. Closed my Midwest Credit Card account. Replaced with AirTran and Delta credit cards.

With little to no fanfare, AirTran has added some additional frequency on several Milwaukee routes.

This summer, MKE-LGA increases from 3 to 4 daily round-trips while MKE-SFO gets a second frequency (evening departure, red-eye return). Both of these appear to be seasonal only and are gone by early September.

In September, AirTran bumps MKE-LAS from two to three daily round-trip flights. I'm sure the MKE-LAS route could use the additional capacity, but I'm surprised AirTran is adding this in September (one of the weakest travel months) instead of holding off a month or two.

I do wonder what, if anything, Midwest will do to counter any of these moves. They may not be all that interested in chasing after price sensitive LAS traffic, but they could squeeze in another flight by swapping E170s with 717s come this fall. The real question for me is if Midwest would consider adding a sixth daily MKE-LGA flight. Again, they could probably squeeze this flight in, but is there really a need. Slots could be an issue, but they may have some left over from the MCI pull-down that they could utilize.

San Francisco could definitely use the extra capacity. So could Seattle. :) The bay area is a very important tourist and business destination. I spend a lot there.

Why expand? People have lost their love affair with Midwest since the fiasco last year. Midwest can't get people where they need to go.

I, for one, have zeroed out my Midwest Miles account. Closed my Midwest Credit Card account. Replaced with AirTran and Delta credit cards.

+1

I'd have to agree with RSVP and MKE1K, I also dropped the Midwest credit card and zeroed out my Midwest Miles account. I still check Midwest when I want to fly somewhere, but I find that they seldom go where I need to go when I need to go there. While I used to drive to MKE for the convenience of a Midwest nonstop, it is now often easier to just fly out of MSN and take a connecting Skyteam flight. I continue to consider them as an option, but they do seem to have lost the ability to get me from A to B.

I'd have to agree with RSVP and MKE1K, I also dropped the Midwest credit card and zeroed out my Midwest Miles account. I still check Midwest when I want to fly somewhere, but I find that they seldom go where I need to go when I need to go there. While I used to drive to MKE for the convenience of a Midwest nonstop, it is now often easier to just fly out of MSN and take a connecting Skyteam flight. I continue to consider them as an option, but they do seem to have lost the ability to get me from A to B.

Where did you used to be able to go on YX that you can't now? I know some smaller cities have been dropped, but I was curious to learn more about how your travel needs are not being served by Midwest.

I have decided to use FL on an upcoming MKE-SFO trip because I prefer non-stop flights. YX had me routed through MCI. And AirTran's fares were considerably lower to boot.

Similarly, I use NW to LAX for the same reasons.

Largely west-coast runs, where, if I'm going to have to stop or connect in MCI, then I may as well fly out of MSN to and connect through MSP. In addition, the times I tried to book the MKE-MCI-LAX flight, it was full.

I also do a lot of EWR trips, and, yes they get me there, but given the choice between a nonstop on a CRJ for a nearly 2-hour flight, versus connecting through DTW on more comfortable aircraft, I'll take the latter.

For years, my methodology for finding flights has been:
1. Check Midwest. If I can get a nonstop on them out of MKE, then great. I like flying Midwest (other than CRJ's to EWR), even if they have cut back a lot.
2. Check Skyteam and try to connect through one of their uncongested hubs.
3. Anyone else.

That is still my methodology, travelling approximately once to twice a month. Instead of getting to step 2 maybe a couple times a year, as in years past, I now stop at step 1 only once or twice a year.

Where did you used to be able to go on YX that you can't now? I know some smaller cities have been dropped, but I was curious to learn more about how your travel needs are not being served by Midwest.

I have decided to use FL on an upcoming MKE-SFO trip because I prefer non-stop flights. YX had me routed through MCI. And AirTran's fares were considerably lower to boot.

Similarly, I use NW to LAX for the same reasons.

I am trying Frontier for the first time the end of April.... My company requires me to book the lowest fare while using their travel website. AirTran and Midwest didn't even come close to Frontier on price to LAS. I decided to sign up for AirTran's FF program though... I figured my chances of flying with AirTran greatly increase with their buildup in Milwaukee. So the flight with Frontier will accumulate A+ Rewards. I am not ready to ditch my Midwest Miles just yet. I am holding out hope the restructuring will work. :)

I am trying Frontier for the first time the end of April.... My company requires me to book the lowest fare while using their travel website. AirTran and Midwest didn't even come close to Frontier on price to LAS. I decided to sign up for AirTran's FF program though... I figured my chances of flying with AirTran greatly increase with their buildup in Milwaukee. So the flight with Frontier will accumulate A+ Rewards. I am not ready to ditch my Midwest Miles just yet. I am holding out hope the restructuring will work. :)

Welcome to the dark side flyYX. :D Knope and blue are next

:D(evil laugh)

I am trying Frontier for the first time the end of April.

Can you say Chapter 11? As Tim H. likes to say, "Book with confidence".

Welcome to the dark side flyYX. :D Knope and blue are next

:D(evil laugh)

LOL...not likely on my end. For business travel, my company requires all employees to fly on preferred airlines, unless the difference in fares is at least $200. Those carriers are Midwest, Delta, Southwest, United/Lufthansa, and Virgin Atlantic. Since I accumulate so many miles on the above carriers, my personal travel will almost certainly be with one of them even if the price is higher.

For years, my methodology for finding flights has been:
1. Check Midwest. If I can get a nonstop on them out of MKE, then great. I like flying Midwest (other than CRJ's to EWR), even if they have cut back a lot.
2. Check Skyteam and try to connect through one of their uncongested hubs.
3. Anyone else.

That is still my methodology, travelling approximately once to twice a month. Instead of getting to step 2 maybe a couple times a year, as in years past, I now stop at step 1 only once or twice a year.

This pretty much is how I do it. Except I check NW first, then YX (depending on the route) I will use Skyteam--but I try to avoid CO because of the RJ's. I rarely do #3.

I fly about six trips a month, many to the west coast and it is so much easier to just go to MSP and then onward. YX is great with Signature, but I admit to being spoiled by First Class and avoid coach at every opportunity. Thus my YX flying has been diminished.

YX is great with Signature, but I admit to being spoiled by First Class and avoid coach at every opportunity. Thus my YX flying has been diminished.

I agree, with DL elite upgrades and YX Signature, I'm spoiled with first class, as well. Nonetheless, I've found the E170-series aircraft to have a much more comfortable coach product than regular coach, almost an "economy-plus," if you will. I'd be willing to try the E170 to the West Coast, if the schedule and availability were right. I'd love to see a trip report on it or hear some comments, sometime!

Welcome to the dark side flyYX. :D Knope and blue are next

:D(evil laugh)

LOL... I wouldn't exactly call it the dark side. My loyalty to Midwest can only go so far. If they aren't convenient enough for me on price and schedule I have to look somewhere else. I refuse to drive to ORD or MDW for a cheap fare so I have to rely on MKE airline schedules to get me where I need to go. The hassle of driving to Chicago is just not worth it for me at any priced fare. I think the two frequent flyer programs I belong to will be enough. I will have plenty of choices to accumulate miles/points with A+ Rewards and Midwest Miles.

I agree, with DL elite upgrades and YX Signature, I'm spoiled with first class, as well. Nonetheless, I've found the E170-series aircraft to have a much more comfortable coach product than regular coach, almost an "economy-plus," if you will. I'd be willing to try the E170 to the West Coast, if the schedule and availability were right. I'd love to see a trip report on it or hear some comments, sometime!

i agree, the 170 series aircraft are very comfortable in coach. I have taken it to CMH a couple of times and love it.

With little to no fanfare, AirTran has added some additional frequency on several Milwaukee routes.

This summer, MKE-LGA increases from 3 to 4 daily round-trips while MKE-SFO gets a second frequency (evening departure, red-eye return). Both of these appear to be seasonal only and are gone by early September.

In September, AirTran bumps MKE-LAS from two to three daily round-trip flights. I'm sure the MKE-LAS route could use the additional capacity, but I'm surprised AirTran is adding this in September (one of the weakest travel months) instead of holding off a month or two.

I do wonder what, if anything, Midwest will do to counter any of these moves. They may not be all that interested in chasing after price sensitive LAS traffic, but they could squeeze in another flight by swapping E170s with 717s come this fall. The real question for me is if Midwest would consider adding a sixth daily MKE-LGA flight. Again, they could probably squeeze this flight in, but is there really a need. Slots could be an issue, but they may have some left over from the MCI pull-down that they could utilize.

Airtran just added a second flight to Seattle from Milwaukee. It is a red eye. :D:D:D:D

Are they up to 40 flights now?
Can their 4 gates handle that many flights?

Airtran just added a second flight to Seattle from Milwaukee. It is a red eye. :D:D:D:D

Are they up to 40 flights now?
Can their 4 gates handle that many flights?

Perhaps with DL moving over to "E," FL will take over 20 and 21.

Perhaps with DL moving over to "E," FL will take over 20 and 21.

Some forum posters on airliners.net say it is a done deal... DL moves this week to E Concouse and AirTran takes over DL's gates in C Concourse.

Perhaps with DL moving over to "E," FL will take over 20 and 21.

I think Delta will move on Tuesday, leaving 20 & 21 for AirTran. I'll be on the C concourse Saturday, so I will be able to scope out the gate assignments.

So is DL just moving into existing NW gates at MKE, or is CO moving out of E, and DL picking up extra gates? Guess that makes it easy to share the club in E!

So is DL just moving into existing NW gates at MKE, or is CO moving out of E, and DL picking up extra gates? Guess that makes it easy to share the club in E!

DL is moving into the existing NW gate areas on E, and gates C20 and C21 will go to FL. CO is not moving at this time.

In addition, ticket counters will be shuffled and FL will get additional space there due to DL also being folded in to NW's ticket counter. On top of that, FL will take over DL's baggage service office.

Airtran just added a second flight to Seattle from Milwaukee. It is a red eye. :D:D:D:D

Are they up to 40 flights now?
Can their 4 gates handle that many flights?

They have added red eyes to SFO, SEA and perhaps others. FL is increasing to six gates at MKE, so there is plenty of room. These late evening departure/red eye return flights can be accommodated with ease, since the aircraft would normally be sitting overnight anyway.

DL is moving into the existing NW gate areas on E, and gates C20 and C21 will go to FL. CO is not moving at this time.

In addition, ticket counters will be shuffled and FL will get additional space there due to DL also being folded in to NW's ticket counter. On top of that, FL will take over DL's baggage service office.


Yep, the move starts tonight, not sure if last Delta overnights of the day will park at E or C (then be towed over).

Are they up to 40 flights now?
Can their 4 gates handle that many flights?

The two new redeye flights bring them up to 35/day at Milwaukee. With the use of Delta's former gates they should be okay. They are definitely operating some connecting banks where they will be full, but I think everybody will have a gate.

It is now official on the MKE airport map. AirTran now has 6 gates in C and Delta is now in E. Northwest is gone from the map.

http://www.mitchellairport.com/terminal.html

With CO joining the Star Alliance in October, will they move their gates to the C terminal to be closer to United's like they plan on doing at O'Hare?

With CO joining the Star Alliance in October, will they move their gates to the C terminal to be closer to United's like they plan on doing at O'Hare?

I suppose American or US Air could be asked to swap gates with CO. MKE officials will have to work out the logistics. I think it is almost time to consider terminal expansion at MKE.

I suppose American or US Air could be asked to swap gates with CO. MKE officials will have to work out the logistics. I think it is almost time to consider terminal expansion at MKE.

Not to get this even further off topic, but does MKE still have an international terminal? If space is needed they could use that. It is not as if they have so many international flights arriving everyday that they could not accomadate the trafic.

With CO joining the Star Alliance in October, will they move their gates to the C terminal to be closer to United's like they plan on doing at O'Hare?

What would be the benefit to CO of moving to C? Sure, it makes sense to be together by alliance, but DL has been ST and didn't move until the merger. Clubs could be a selling point, but no US, UA or CO club in MKE...only the BCC on D and now Skyclub on E. If UA, US or CO were connecting pax in MKE, it would make sense to be together, but how much connecting traffic will we see within Star at MKE? I would guess UA and US have next to none right now, so I can't see CO's ERJs bringing any more really.

From airliners, at MKE this AM, DL parked an A320 and E145 behind E69. Haven't done the math, but I assume they ran more flights a day (or at least the same # at the AM bank) in the focus city days. No word if the used the "double gate" at E68.

Not to get this even further off topic, but does MKE still have an international terminal? If space is needed they could use that. It is not as if they have so many international flights arriving everyday that they could not accomadate the trafic.

Yes, there is still an international terminal with one gate.

On the issue of terminal expansion...the expansion of Concourse C was just completed last year. There is no current need for more space. As things stand right now, if a carrier wanted to do agressive expansion at the airport, YX could be asked to relinquish underutilized gates on D.

I think it is almost time to consider terminal expansion at MKE.

Don't hold your breath.

I don't foresee the proposed F and G concourses ever getting built. Just like the rest of Milwaukee, keep plugging along with what you have.

Yes, there is still an international terminal with one gate.



AirTran used the International Terminal this winter when it operated charters from Cancun. Then they towed the 737 back over to C.

Don't hold your breath.

I don't foresee the proposed F and G concourses ever getting built. Just like the rest of Milwaukee, keep plugging along with what you have.

This is the exact type of thinking that doesn't make Milwaukee progressive. Wisconsin's State Motto is "Forward". Milwaukee's Motto is "Idle" or "Status Quo is good enough for me". LOL

Milwaukee's Motto is "Idle" or "Status Quo is good enough for me". LOL

:D:D:D^

With CO joining the Star Alliance in October, will they move their gates to the C terminal to be closer to United's like they plan on doing at O'Hare?

There is nothing in the works yet to have CO move over to the C concourse. One problem that arises is there are currently no gates open for them to move too.

As for the international terminal, yes there is only one gate, however this terminal can only be used for arrivals as there is no TSA checkpoint and no ticket counter or gate counter for departures.

It is now official on the MKE airport map. AirTran now has 6 gates in C and Delta is now in E. Northwest is gone from the map.

http://www.mitchellairport.com/terminal.html

^

This is the exact type of thinking that doesn't make Milwaukee progressive. Wisconsin's State Motto is "Forward". Milwaukee's Motto is "Idle" or "Status Quo is good enough for me". LOL

It appears Milwaukee General Mitchell airport is moving as quickly as it can to support fair and open competition. A part of its compeition strategy is that it is moving from an environment of exclusive use gates to preferred use gates.

I believe that any expansion would be funded by an increase in Passenger Facility Charges (PFC) passenger fees, so be careful what you wish for.

It appears Milwaukee General Mitchell airport is moving as quickly as it can to support fair and open competition. A part of its compeition strategy is that it is moving from an environment of exclusive use gates to preferred use gates.

I believe that any expansion would be funded by an increase in Passenger Facility Charges (PFC) passenger fees, so be careful what you wish for.

That is correct. The airlines pay for all projects at the airport, and pass the costs on to the flying public.

If they need more gate space, jetways could be added to the D52 hammerhead. It was originally separate (unused) gates back when it was built and Northwest leased the space. When Midwest took it over and put Skyway on the hammerhead in 1999, they named the whole thing D52 for simplicity because it was operated as a single gate with many Skyway parking spots.

The north end of the hammerhead (D46/47/48/49) can handle four jets and four jetways, and the current D52 area on the south end should be able to hold at least three without disrupting much.

If they need more gate space, jetways could be added to the D52 hammerhead. It was originally separate (unused) gates back when it was built and Northwest leased the space. When Midwest took it over and put Skyway on the hammerhead in 1999, they named the whole thing D52 for simplicity because it was operated as a single gate with many Skyway parking spots.

The north end of the hammerhead (D46/47/48/49) can handle four jets and four jetways, and the current D52 area on the south end should be able to hold at least three without disrupting much.

Then D is very under utilized right now. Thanks for the information knope.

Then D is very under utilized right now.

Midwest has 14 jetways plus ground-level gate D29. With 94 departures this summer, that's 6 or 7 departures each per day for the gates they use.

They don't use the south hammerhead space, nor ground-level gates 27 or 28. So that space would all be available for other carriers.

Then D is very under utilized right now. Thanks for the information knope.

D has been underutilized since September 2008.

D has been underutilized since September 2008.

Weekday departures per gate by airline this summer at Milwaukee.

6.5 Continental
6.3 Midwest
5.8 AirTran
5.5 American
5.2 Delta
4.5 USAirways
4.0 Great Lakes
3.7 United/Air Canada
3.0 Frontier

Weekday departures per gate by airline this summer at Milwaukee.

6.5 Continental
6.3 Midwest
5.8 AirTran
5.5 American
5.2 Delta
4.5 USAirways
4.0 Great Lakes
3.7 United/Air Canada
3.0 Frontier

Continuing my posts of surprise tonight :)

CO has the best utilization at MKE, wouldn't have guessed it! Too bad they're on E145s to IAH, EWR and CLE!

Surprised DL and FL won't be higher than that.

Took a second to think about F9, but then I remembered...3 flights a day and 1 gate!

Why so low for UA?

Continuing my posts of surprise tonight :)

CO has the best utilization at MKE, wouldn't have guessed it! Too bad they're on E145s to IAH, EWR and CLE!

Surprised DL and FL won't be higher than that.

Took a second to think about F9, but then I remembered...3 flights a day and 1 gate!

Why so low for UA?


Well UA/JAZZ use two gates. Jazz using C11, and UA using C9 most times but overflowing into C11 when needed.

United's low numbers are based on them and Air Canada sharing C9 C11 and C15 according to the MKE website. I'm not so sure they use C15 often, however. Is 15 essentially in unused?

Why so low for UA?

UA has reduced its MKE flight schedule significantly over the last couple of years.

It wasn't too long ago that UA had the following MKE schedule:

ORD 12x daily
IAD 2x daily
DEN 4x daily

I'm not so sure they use C15 often, however. Is 15 essentially in unused?

AirTran was using 15 a few days ago. Must have been a busy day.

United's low numbers are based on them and Air Canada sharing C9 C11 and C15 according to the MKE website. I'm not so sure they use C15 often, however. Is 15 essentially in unused?


C15 is alittle screwy, I have only seen FL park plans there, a few times they have used the gate space to board, however many times they only use it as a overnight parking spot then tug it to another FL gate.