Cris L

I'm sure I saw some intra Asia flights that were KE operated, NW codeshares when perusing those printed schedule booklets! I loved those little books!

MSPeconomist

There were also PMNW flights to PUS.

mckerrow

NW also flew SEL-TPE (DTW-SEL-TPE).

MSPeconomist

There was a period when they didn't because the two governments weren't getting along and wouldn't permit nonstop flights between Taiwan and South Korea.

mckerrow

That only affected flag carriers for both Taiwan and South Korea. NW, SQ, & CX were able to maintain flight between Taiwan and South Korea after the official diplomatic relationship was terminated in Summer 1992.

MSPeconomist

No, the time I needed to fly this route, maybe around July 2000, NW didn't fly it nonstop and the NRT connection times were horrible. I ended up taking CX through HKG, although this choice was partly because I wanted to try the CX 777.

mckerrow

Northwest suspended SEL-TPE in 1995.

MSPeconomist

However, when I checked, there were no nonstop flights on the route: not KE, not OZ, and not China Air.

flyerCO

How would they be on a upgrade list? NRSA are cleared from standby into the best seat available, if that's J, then J, if it's C+, then C+, if it's Y, then whatever Y seat. There's never a need for a NRSA to be on the upgrade list.

mckerrow

Here's my response few posts ago --

MSPeconomist

As I said, when I needed to travel there were NO nonstop flights on this route: no OZ, no KE, no China Air, no Air China, no CZ, no MU, no CX, no SQ, no TG, no QF, no MH, etc.

joejones

The suspension for flag carriers was from 1992 to 2002 (with only "charter" flights for a few years afterward), according to this article:
http://theseoultimes.com/ST/?url=/ST...ad.php?idx=975

NWA apparently ran the route for a little while during the bilateral suspension, but dropped it in 1995 due to poor loads (which were in part due to political pressure):
http://articles.latimes.com/1995-02-...n-seoul-taipei

WhiskeyBravo

That doesn't make any sense from a financial perspective.
If they have a JV, it's better for KE not to have to provide the connecting traffic.
e.g. KE receives (with a JV) $100 from 1 pax SEA-NRT
Non-stop: KE gets $100
via ICN: KE gets $100 - cost_of_transport_on_connecting_flight = <$100.

I would take the option with more profit and lower cost.

motytrah

It's not quite so easy as DL just dropping PAX off at ICN for KE to deal with. The long and short is KE would have to reschedule a bunch of flights to leave at odd hours in order to make the connection with DL flights to/from the USA. Anyone who's done SIN-NRT-(Somewhere USA) on DL knows the pain of getting to the airport at 4:30am.

At the same time DL is looking to overfly where the loads and $$$ are. The speculation is DL wanted KE to bear a good chunk of risk for a relatively small chunk of the JV.

Even if DL could make the deal with KE, MU, whoever, they still have the rather large issue that the pilot's contract has language protecting their wide-body routes. DL is already out of compliance with the TALT JV. I don't see agreeing to giving up the interport routes.

CLTRob

Hopefully the new CEO can mend things with the angered partners and countries that the previous CEO upset. With that being said, if Delta only gets 3 of the upcoming HND slots, giving them a total of 4 with the current LAX-HND route, maybe it would make sense to use those slots from ATL, JFK and SEA. Then, rebuild their relationship with KE and set-up two Asian hubs, ICN and PVG. DTW and SEA already have flights to both of these cities, so maybe add MSP to one or both, and add the major hubs of ATL, JFK and LAX to these two cities (LAX to PVG already exist). For SEA, with the elimintion of a NRT hub, return the daily nonstop to HKG, and add TPE and KIX. Regarding BKK, GUM, MNL and SIN, connect those cities via the hubs of ICN and PVG. Would also like to see a daily nonstop from CLT to both LAX and SEA!