Not surprising that DL (again) gets the most slots. Does that mean they can entirely shutter their NRT operations?

Overall, think UA has to be happy with their allocation, and especially glad that EWR-HND is on the list. That’s going to be very helpful for a trip down the road for me that will require an intra-Japan connection.

ETA: The explanations in denying other requests is interesting as well. The argument against IAH seems to largely boil down to one of geography - that making connections in IAH is inefficient vs. connecting elsewhere. GUM got denied due to being a leisure market that is viewed as already being well-served from NRT.

So after this, UA service to TYO will consist of:
NRT - EWR, IAH, DEN, SFO, LAX, HNL, GUM
HND - EWR, LAX, SFO, ORD, IAD

Certainly seems like they should consider building a Polaris lounge at HND, given it will have more departures than HKG (which only has EWR, ORD, and SFO)... I also wonder, given the emphasis on just how large the TYO-HNL market is, if UA will consider proposing HNL-HND service down the road. The application certainly seems to leave open the idea that there is ample room to support additional US metal capacity on the route.