Originally Posted by BearX220
I know all about yield versus load factor, and I know this is spring break week, but still, I think Poopdeck's point stands. Compared to pre-9/11 days NW has significantly less lift out of SEA to MSP and DTW. Enplanements at Sea-Tac are on track this year to match or surpass 2000/2001 levels, meaning the post-9/11 depression in traffic (no reference to fare paid) is just about over, but NW hasn't expanded frequencies to keep pace.
In my summer 2001 timetable, NW published at least eight MSP flights a day -- several of them DC10s -- and five or six DTW dailies. Not to mention at least three MEM dailies. (I don't have the schedule in front of me, but you get the idea.) Now they're serving SEA with, I think, less than half the seats. Demand is snapping back but NW isn't. I don't understand it.
In the summer 2005 schedule, NW will have NINE MSP flights a day -- with 5 757-300s, 2 757-200s, and 2 A320s (this is very consistent with the past), FOUR DTW flights a day -- with 2 757-300s, 1 757-200, and 1 A319 (definitely less than past summers), and TWO MEM flights a day -- with 1 757 and 1 A320 (upgraded from a A319 and a A320). That's really not too bad. NW is definitely shielded themselves from selling too many low fare seats. It's a good strategy for NW, not so good for travelers.