It seems that it's getting worse and worse . After KE flights not earning anymore MQM in SkyMiles, KE do not code-share anymore with DL on 97 US domestic routes (I don't even know if some routes remain). A few int'l routes remain on KE metal ICN to several US gateways.
Very very sad for 2 founding members of Skyteam...
http://airlineroute.net/2013/08/26/kedl-codeshare-s13/

Yep, my DL flight on Sept. 5, operated by KE, departing ICN for LAX just got axed the other day.

But on my flight out here from HNL, the KE crew was extremely thankful for me on board. The passenger next to me thought I was someone important, but the only thing I can think of was my PM status.

does anyone know why is this scaling back taking place?

I would be curious also to know. I read on other forums that DL seems to want some new financial conditions for the code-share that KE is not ready to accept. But I don't know if this is an accurate info or just a guess about a likely reason.

It is only ONE of the many reasons.

More analysis here - http://crankyflier.com/2013/09/05/de...e-their-fight/

Thank you. Interesting but...just pathetic for 2 founding members of the alliance

it seems that there is some hope...
just posted on Airlineroute.net : DL resumes code-share on KE transpacific flights to US west coast.
http://airlineroute.net/2013/09/06/d...deshare-sep13/

KE should just leave n join OneWorld instead.
DL n Skyteam, are quite a joke.

Maybe just have miles n codeshares with different airlines.

Just because KE and DL seem to have some differences doesn't mean KE should leave ST, KE has a very healthy relationship with other members within ST, especially those in Europe and Asia - where in particular ST is very strong in.

The KE/DL spat apparently started when DL tried to bring JAL across into Skyteam, which KE didn't really want. Not sure why they would now join the alliance which a) JAL is in and b) has a legion of issues of its own.

during the DL attempt many chimed in and swore that the main draw to ST was the chance to deepen further the already "good" cooperation between JL and KE, so it is puzzling now the reverse is deemed true. Kudos to JL anyway for having chosen the best option available and for having seen through the BS put forward by DL.
As for the "legions of issues" of OW, I may bet that quality and reliability are not among them. Personally I'd always stay clear of an alliance in which one of the core members lose an airplane in the middle of the Atlantic due to deficient crew training and by equipping the aircraft with inadequate speed sensors manufactured by the local national champion. KE is possibly the one quality carrier remaining in ST, it would not be a tragedy if they decide to defect, since the alliance current stance is against recruiting them, as it happened also with MH.

To be clear, I wasn't talking about any customer perceptions of the carriers. I was referring to the fact that in OW from a business perspective:

- Qantas has bypassed the joining of Qatar to have one of their key bilateral arrangements ditch BA and head outside the alliance to Emirates.
- Air Berlin's new management have said if they had the choice, they probably wouldn't have joined in favour of deepening bilateral relationships with airlines like Etihad.
- Cathay and Qantas relations, never good, are at an all-time low, and Cathay are going to make any mainland Chinese carrier joining a low probability.

Operationally, OW and Skyteam are demonstrating that alliances aren't necessarily achieving what they are designed to. If KE was to leave Skyteam, they may well look at staying alliance free and negotiating bilateral relationships and JVs like many airlines are now doing (Emirates, Etihad, Alaska, JetBlue, Virgin Australia).

i think the mantra about OW being a "marketing only" alliance compared to the other two is demonstrating its inconsistency with the exact developments you are citing. Neither ST nor * would tolerate a member negotiating a comprehensive deal with a non-participant, and still there is no hint or declaration that QF is going to leave the alliance, because at the end of the day EK is not the juggernaut they want us to believe and as such QF will still need support and traffic from OW. Both ST and * were based on the premise of protecting the European duopoly of AF/KL and LH, now that this duopoly is increasingly challenged by the Mideastern carriers it is inevitable that these monolithic alliances will suffer as well. As for KE it may well possible they will choose to leave ST and go solo, but undoubtedly their best chance right now is to be admitted in OW and at the same being able to choose whom to share routes and profits.

ST carriers in the past has shown that they can rise up and become one of the top carriers, KE is a prime example of a turnaround, and member elect GA has shown how they are evolving to become a much much better carrier than it was a few years ago.

Can you please outline what advantages/benefits KE will gain from joining OW, that they don't currently enjoy at ST? JL may be reluctant(?) and I doubt CX will be pretty happy either, with some of its Nth American feed going up north.