what kind of changes do you all think we shall see Delta and, by extension, Skyteam bringing our way in 2013?
1) I suspect the purchase of the 49% stake in Virgin Atlantic will be blessed on both sides of the pond and the inclusion of VS (is that the right code) into the DL/AF/AZ/KL JV will be approved with minimal (if any) slot concessions.
2) Virgin Atlantic and Virgin Australia will likely announce they're joining Skyteam.
3) I fear the best we'll see from Etihad is an extensive code-sharing agreement with DL. Unless I take far too much print at its word I do believe that Etihad has made it clear they prefer individual agreements with airlines rather than joining a major alliance.
4) I think we'll begin to see the drawdowns of the CRJ flying as the 717s and larger regional jets start to appear. I, for one, would LOVE to see more mainline in CAK! A 717 between CAK and DTW would be most welcome. The CRJs are full every time I travel this route.
5) Following AF's cue I would not be surprised to see more elaborate meals for sale in International Economy. Bento boxes to NRT, for example.
What are your thoughts? Have a blessed, safe, and prosperous New Years to you and your families!
Skycubbie
PS - one of my resolutions this year is to begin a wine cellar. Shall I start with 2007 Napa Merlot and Caubernets or Argentine and Chilean Malbecs? I suspect I will be frequenting West Point Market in Akron and Vino Volo!
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Originally Posted by skycubbie
I think we'll begin to see the drawdowns of the CRJ flying as the 717s and larger regional jets start to appear. I, for one, would LOVE to see more mainline in CAK! A 717 between CAK and DTW would be most welcome. The CRJs are full every time I travel this route.
Airports like CAK have always seemed odd to me. I consider them as "in-betweens" because they are located so close to other major airports (in CAK's case it's a one hour drive to Cleveland and a two hour drive to either Pittsburgh or Columbus). Won't air service decrease to CAK with the elimination of the CRJs?
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Originally Posted by skycubbie
You are absolutely right! I must head to Santiago and Buenos Aires for an extended weekend.
Although, the thought of using Aerolineas Argentines give me pause.
Go to COW DO. DL serves EZE nonstop from ATL, although unfortunately on the 767-300 non reconfigured for part of the year. Maybe there will be flat beds by August/September 2013.
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Go to COW DO. DL serves EZE nonstop from ATL, although unfortunately on the 767-300 non reconfigured for part of the year. Maybe there will be flat beds by August/September 2013.
Oh, I hope so. I've been-there-done-that on the old skool 767-300 ERs.
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Quote:
Originally Posted by skycubbie
what kind of changes do you all think we shall see Delta and, by extension, Skyteam bringing our way in 2013?
1) I suspect the purchase of the 49% stake in Virgin Atlantic will be blessed on both sides of the pond and the inclusion of VS (is that the right code) into the DL/AF/AZ/KL JV will be approved with minimal (if any) slot concessions.
My understanding is that the DL/VS JV is only meant to cover UK-North America flights, so they would not be integrated into the ST TATL JV fully. It's unclear if that means that those routes would be carved out of the existing JV or if AF/KL/AZ would maintain a JV for traffic via AMS/CDG/FCO/MXP, possibly including DL flights that feed those continental hubs.
In terms of slot concessions, it's hard to imagine who there is to push for them. The AA/BA JV is not in a position to say they deserve any of the slots. It seems that UA, AC, and US are the only carriers that would be in a position to argue for concessions.
Quote:
Originally Posted by skycubbie
2) Virgin Atlantic and Virgin Australia will likely announce they're joining Skyteam.
VS almost certainly, and probably a rather expeditious entry. VA would be great, but I don't know that they're ready to do that yet. ST would likely push for them to dump the SQ partnership, and I'm not sure they're ready to do that. (The NZ partnership would probably remain in tact until they have sufficient capacity to operate more of the trans-Tasman flights on their own metal.)
"My understanding is that the DL/VS JV is only meant to cover UK-North America flights, so they would not be integrated into the ST TATL JV fully. It's unclear if that means that those routes would be carved out of the existing JV or if AF/KL/AZ would maintain a JV for traffic via AMS/CDG/FCO/MXP, possibly including DL flights that feed those continental hubs.
In terms of slot concessions, it's hard to imagine who there is to push for them. The AA/BA JV is not in a position to say they deserve any of the slots. It seems that UA, AC, and US are the only carriers that would be in a position to argue for concessions."
I suspect DL will push for VS to be a part of the ST JV ultimately but I don't see there being any cannibalisation of traffic feeding AMS/CDG/MXP/FCO. The LHR hub will likely be meant for O/D to London and, perhaps, additional feed options to South Asia, Dubai, and SE Asia.
I don't suspect the required surrendering of any LHR slots personally. What's the percentage of *A slots across that Alliance into LHR from N America, anyways? All together it has to be greater than the sum of DL and VS, hasn't it?
VS almost certainly, and probably a rather expeditious entry. VA would be great, but I don't know that they're ready to do that yet. ST would likely push for them to dump the SQ partnership, and I'm not sure they're ready to do that. (The NZ partnership would probably remain in tact until they have sufficient capacity to operate more of the trans-Tasman flights on their own metal.)
