MIDWESTERNFLYER

Correct, that is what I meant.

Also, don't forget that the IND MSA is growing almost 3x faster than the CVG MSA. And the CSA is growing at 2x that of CVG.

ty97

You're looking at the wrong end of the route for the hub in this case. IND is not a hub for anyone, but LHR is a hub for the AA/BA JV and AMS/CDG are hubs for the DL/KL/AF JV. For purposes of flying a possible TATL route, there's really no difference if the US or EU carriers fly the route.

readywhenyouare

I would say their best bet is an AA 757 to LHR if the subsidy is enough.

hockeyinsider

My mistake. I didn't zoom in on the route map. http://dl.fltmaps.com/en

There are Delta non-stops from Indianapolis to SLC, DTW, CVG, ATL, MSP, LAX, and CUN (seasonally, according to others).

IndyHoosier

Does AA fly any TATL flights from non-hub cities besides RDU?

readywhenyouare

Just RDU I believe. I don't think IND could support anything bigger than a 757 so I don't think a BA 787 would be possible. And AA/BA would be the only one who could easily come up with a slot for the flight .

ty97

Nope, generally BA operates those routes, though with the JV, if a 757 was most appropriate, there's no reason AA couldn't operate it. But you're right, they generally let BA handle that type of traffic currently.

alex9654

AA also operates a seasonal BOS-CDG on a '57.

KDCAflyer

It doesn't fit KLM's MO, but IND-AMS might work with a 787.

readywhenyouare

That is especially strange. No hub on either end.

FlyerWx

Yep, it is odd. They may be getting some connection feed (in addition to O&D) though. AA has a fairly sizable operation out of BOS, so it kinda makes sense.


Along those lines, I think a middle-of-the-market aircraft like the 757 would be the best to start serving IND-AMS/CDG/etc. Like with what DL did at RDU, if they see enough demand (while not cannibalizing CVG), they could upgauge.

As has been mentioned upthread, Norwegian may end up starting a TATL route first.

indufan

I think those people are few and far between. IND market people are used to connections. I am sure there are some but I guess we will probably disagree how many there are.
Good point. I didn't realize how much IND had caught up in metro size. Regardless, it isn't as small of a market as people think that it is. Just personally, I prefer MSA in the eastern half because the CSA gets rather fragmented given their relative close proximities.
Clearly, this is not all about a non stop route to AMS, CDG, or London for that matter. It will be important to partially fill said plane with one stop service to much of Europe.


SLC has trouble maintaining its status. It has come and gone for several years now. Also add BOS, JFK, LGA, and MCO. RSW has had service (sometimes Saturday only) and Delta still shows that on the route map but I think that has all moved to MIA and that is currently Saturday only.

MIDWESTERNFLYER

SLC has actually gone back to year-round, as DL added DL connection during the winter/fall/spring and DL still operates the A319/A320 during the Summer. You can add RDU as well to the list as it operates 2x daily during the work week. MIA/RSW are both still Sat only seasonal. I have seen both this summer on Delta.com

CGNC

I agree on the 757 as being perhaps the most ideally suited bird to make the trip.

I don't agree on the Norwegian side, only because I think this flight will require some significant corporate demand to work well and I don't see bigger companies getting excited for an LCC to ferry their execs to/from Europe and beyond.

DA201

Fortune 500 companies are not everything. Hubs, company contracts, etc. matter as well. DL is able to feed traffic through BOS & SEA. PDX is a key city for DL to win over in its quest to create a strong hub at SEA. The only comparable city is RDU, but even then there are corporate contracts that AA and DL fight for.

I am not saying IND shouldn't have a TATL flight, as I think 1x daily on a 752/763/788 would be logical, but it shouldn't be compared to a lot of those cities.