Originally Posted by
Tinpusher007
ICN; supposedly. HND; we had the chance and all but gifted our slot to AA. DEL & BOM; maybe. RUH, probably not; RX will likely do that. PVG, PEK, HKG, DXB and SIN; highly doubtful. Delta has historically been rather gun shy to Asia from NYC and I don't necessarily see that changing but hope to be proven wrong. The other thing to remember is that we hold a finite number of slots at JFK so we can't just add all of these flights without securing more slots or trading other profitable flying to do it. And finally, consider how many frames it takes to operate a single ULH route. When you think of it in those terms, 20 aircraft isnt much especially the need for spares as well. I know we have options for more; again I'd be pleasantly surprised to see us exercise them.
All good points. But between the M&A activity that may occur over the next several years (JFK growth and/or cont. up gauging) the breadth of WB’s we’re getting going into 2030, and management’s clear direction on TPAC expansion I see NYC to Asia being vital to continued premium revenue. Especially, if it means giving NY’ers an alternate to UA if/when they decide to grow EWR > Asia again.
I’ve said for a long while now, historic Delta is dead network-wise. Current ambitions are much more aligned with United’s network goals (no, not XLR niche market flying). The second
global scope was added it was clear. It will take years to iron out the intl. network, but the firm and optioned orders we have can/will support a vast intl. network with growth from all hubs, but LAX, SEA, and JFK being the focus.
Regarding JFK slots, B6 is in trouble and AA is weak. Both have been relying on the ridiculous NYC slot extension that is harming DL and protecting AA/B6. Oct. 24, it hopefully comes to an end and B6 and/or AA will be forced to lose money on NYC flying or give up slots to yours truly.