What date will AS and DL announce that their partnership will end?
Aug 9, 2015, 11:39 am
#227
Join Date: Feb 2001
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I'm aware that west coast flyers psychologically do not want to backtrack to SLC for TPAC flights, but if Delta was to again offer Tokyo nonstop from SLC, how would that flight compare in efficiency with SEA and with LAX? What about other Asian and Pacific Rim destinations? SLC's new airport will have a lot of room for additional flights.
SEA-NRT = 4796
LAX-NRT = 5451
SLC-NRT = 5451
http://www.gcmap.com/mapui?P=nrt-lax,sea-nrt,slc-nrt
SLC has the advantage of more connections than SEA (right now, but obviously that is what Delta is trying to address with their expansion in SEA), but has the disadvantage of being at significantly higher altitude than either LAX or SEA.
Other destinations (such as HKG, ICN, PEK, PVG, etc) - SLC is roughly 100 closer miles than LAX - not a meaningful advantage, and not as significant a factor as the altitude disadvantage.
Last edited by SEA-Flyer; Aug 9, 2015 at 11:45 am
Aug 9, 2015, 11:51 am
#229
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Aug 9, 2015, 1:42 pm
#230
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For SEA flyers, or even one stoppers from the greater Pacific Northwest, SEA makes more sense.
Where do you 'draw the lines' in the US to determine whether SEA, LAX, MSP, SLC(?), or even DTW make most sense for your Asian destinations?
Aug 9, 2015, 1:45 pm
#231
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It doesn't have as much O&D as SFO or LAX. It doesn't have the Asian population as SF or LA. Seattle has changed a lot in the past couple decades to the point where it could support a smaller Asian hub. It will never be the size of UA's SFO operation.
Aug 9, 2015, 1:46 pm
#232
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Aug 9, 2015, 2:03 pm
#233
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To your list, add:
NZ
Auckland
CA
Beijing
3U (Sichuan)
Chengdu
CZ
Guangzhou
CX
Hong Kong
MU
Kunming KMG (I have never heard of Kunming! Capital of Yunnan Province, China)
PR
Manila
AC
Osaka
KE
Seoul
MU
Shanghai
3U
Shenyang
QF
Sydney
CI and BR
Taipei
NH
Haneda
JL
Narita
And the European network is nearly as strong ex-YVR...
From DL's perspective, trying to fight their way in to this market / SEA, how much of a competitor is Vancouver (YVR) for US based fliers?
I remember taking a look at AC when we flew to SYD (SFO-YVR-SYD), but besides that I don't think I have considered it as an option.
Aug 9, 2015, 6:47 pm
#234
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I agree that DTW may end up being the biggest loser. Though personally I think Delta should move some of the JFK international flights to Detroit. Not the European ones, but perhaps the flight to South Africa for example.
Aug 9, 2015, 7:28 pm
#235
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Aug 9, 2015, 8:21 pm
#236
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Aug 9, 2015, 8:46 pm
#237
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2) If you look at DL's fleet orders, they are getting aircraft suited to serve Asia from both SEA and the East Coast.
3) If DTW will lose what they have (and have only ever had) - service to the biggest of the biggest destinations - I suspect it will be to New York.
4) The big loser is already known - NRT - which increasingly serves a very, very narrow purpose beyond O/D.
Aug 9, 2015, 9:13 pm
#238
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1) The South Africa flight leaves from ATL, not New York. I don't see that changing.
2) If you look at DL's fleet orders, they are getting aircraft suited to serve Asia from both SEA and the East Coast.
3) If DTW will lose what they have (and have only ever had) - service to the biggest of the biggest destinations - I suspect it will be to New York.
4) The big loser is already known - NRT - which increasingly serves a very, very narrow purpose beyond O/D.
2) If you look at DL's fleet orders, they are getting aircraft suited to serve Asia from both SEA and the East Coast.
3) If DTW will lose what they have (and have only ever had) - service to the biggest of the biggest destinations - I suspect it will be to New York.
4) The big loser is already known - NRT - which increasingly serves a very, very narrow purpose beyond O/D.
Aug 10, 2015, 5:14 am
#239
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Aug 10, 2015, 7:58 am
#240
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Are those using mileage examples above using actual flying miles or airline mileage miles? flights from lax to nrt take more than an hour longer on average than sea to nrt.
There are a few factors here. Extra time taxiing for takeoff burning fuel at LAX. And obeying ETOPS regulations. Delta advertises 11 hours for the one way flight from lax, while other competitors advertise 11:30-40. (AA,SG,UA). Conversely Delta advertises 10 hours from SEA and ANA 10:20. Either way those hours add up. Fuel & Crew costs.
There are a few factors here. Extra time taxiing for takeoff burning fuel at LAX. And obeying ETOPS regulations. Delta advertises 11 hours for the one way flight from lax, while other competitors advertise 11:30-40. (AA,SG,UA). Conversely Delta advertises 10 hours from SEA and ANA 10:20. Either way those hours add up. Fuel & Crew costs.