DL MIA Expansion: New MCO, TPA, SLC, RDU
Jan 18, 2020, 5:22 am
#46
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Jan 18, 2020, 5:40 am
#47
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Sickening, it was averaging a 50% load factor the last time DL cut it. Maybe I’m biased because I live on the south side of Orlando, but I recently drove down to MIA in just over 3 hours. Is it really worth it to drive to the airport, wait an hour for the flight to depart, take the 40-50 min flight to MIA, and then drive to your destination. For most, you could have just drove in the same amount of time as flying as long as it’s not rush hour and have the freedom of having your own car when you get there. It will be real interesting to see how this flight does this time around and see if the LATAM feed can carry this flight.
It’s really not an option for DL passengers. Completely separate terminals which are not connected.
Jan 18, 2020, 5:51 am
#48
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I suppose it could still depart Airside 4 but I think MCO wants all arrivals at the new international terminal. I don't know if you've ever visited Airside 4 when an international flight arrives but it is literally hell on Earth with the way they have CBP setup. They have to shutdown the trains from the terminal to the airside to make it a sterile area. This causes massive backups at security and the lazy security officers are never in any rush to put the train back in operation after the international passengers clear out. They could always tow it back over to Airside 4 after arriving but that seems really unnecessary. MCO is a leisure destination and VS uses LGW. Lounge access isn't a necessity. And I don't see any reason for Air Canada to move. Those flights use precearance.
Jan 18, 2020, 6:55 am
#49
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AA just announced they're increasing TPA-MIA to 7x daily. The previous schedule was pretty worthless with only a few early AM or late PM options.
Not entirely correct. They have a codeshare agreement and DL has minority ownership of LA. They won't have an approved JV for at least another year.
While I don't doubt that AA can maintain their schedule, it's because MIA is a geographically logical hub for anyone on the east coast traveling to S America. Can you provide a source that "most" is O&D? That doesn't sound right.
The drive from Tampa is terrible, too. I'd rather fly. But ... honestly ... even more so, I'd rather take a train.
The drive from Tampa is terrible, too. I'd rather fly. But ... honestly ... even more so, I'd rather take a train.
Jan 18, 2020, 7:55 am
#50
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I suppose it could still depart Airside 4 but I think MCO wants all arrivals at the new international terminal. I don't know if you've ever visited Airside 4 when an international flight arrives but it is literally hell on Earth with the way they have CBP setup. They have to shutdown the trains from the terminal to the airside to make it a sterile area. This causes massive backups at security and the lazy security officers are never in any rush to put the train back in operation after the international passengers clear out. They could always tow it back over to Airside 4 after arriving but that seems really unnecessary. MCO is a leisure destination and VS uses LGW. Lounge access isn't a necessity. And I don't see any reason for Air Canada to move. Those flights use precearance.
Jan 18, 2020, 11:01 am
#52
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Jan 18, 2020, 1:17 pm
#55
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At 5x daily though, I think this is a little too much. The past two times DL tried this, the first was meant for feeding the old MIA-LHR flight and the previous was to feed the MCO-GRU and MCO-BSB flights that were also discontinued. I asked one of the agents in MCO when they canceled it the last time and was told that the flight averaged a 50% load factor.
Jan 18, 2020, 1:19 pm
#56
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Although ... DL still seems to have retained quite a bit of FF loyalty in CVG - they managed to push UA off of CVG-SFO.
Last edited by ab2013; Jan 18, 2020 at 1:30 pm
Jan 18, 2020, 1:45 pm
#57
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Wouldn't be that sure. AA is running CVG-MIA at most 2x daily on RJs, and I feel like there was a time not too long ago when DL cut CVG down so much that they were flying RJs to some stations in FL.
Although ... DL still seems to have retained quite a bit of FF loyalty in CVG - they managed to push UA off of CVG-SFO.
Although ... DL still seems to have retained quite a bit of FF loyalty in CVG - they managed to push UA off of CVG-SFO.
Jan 18, 2020, 4:01 pm
#58
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AA just announced they're increasing TPA-MIA to 7x daily. The previous schedule was pretty worthless with only a few early AM or late PM options.
Not entirely correct. They have a codeshare agreement and DL has minority ownership of LA. They won't have an approved JV for at least another year.
While I don't doubt that AA can maintain their schedule, it's because MIA is a geographically logical hub for anyone on the east coast traveling to S America. Can you provide a source that "most" is O&D? That doesn't sound right.
.
Not entirely correct. They have a codeshare agreement and DL has minority ownership of LA. They won't have an approved JV for at least another year.
While I don't doubt that AA can maintain their schedule, it's because MIA is a geographically logical hub for anyone on the east coast traveling to S America. Can you provide a source that "most" is O&D? That doesn't sound right.
.
Jan 19, 2020, 8:47 pm
#59
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The introductory fares are great but will they sustain? If you've ever looked at AA's MCO-MIA fares, they are ridiculous for a 55 minute flight. Some flights as much as $199ow due to a monopoly on the route. If competition from DL brings all the prices down, we win.
Jan 19, 2020, 8:56 pm
#60
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JAX-CVG fluctuated between CRJ arm CR9 but was discontinued when they started the SEA buildup. DAB-CVG was a CRJ but was cut in 2008. I don't recall if CVG ever had service to PNS or SRQ but if it did I would guess it was probably CRJ. But DL still operates MCO, TPA, RSW, and FLL with mainline equipment so I would guess if MOA returned they'd do the same. I believe it was last operated with an MD-88.