crazyjaydawg

I agree with everything that you said.

I just hope the Aeroméxico CEO testified in court, “the only thing that keeps me up at night is that I wish we could’ve taken more money from Ed when we had the chance.”

gloopy

OK that's funny.

So what is DL's medium+ term sitch WRT the South American network after all this?

Giving up a lean(er) "domestic" (regional) network we could plug into with DL heavy metal (GOL) to get cutsey with a LATAM flip just to try and stick it to AA seemed to be a bad decision for all employees, even if it worked out for the EPS crowd, because DL would be inheriting a massive foreign widebody fleet. Now we see that we threw AA into the briar patch all along.

And what happens with VAus? Supposedly the code share is suspended, but they're an all 737 fleet now. 4-5 flights a day from major markets into DL's network is now 1 so when things recover is the plan to:

1. Just take the L and settle for 1 flight a day O&D to SYD with no feed?
2.a). Flex up the flying all on DL metal so DL does 4-5+ a day with no local feed?
2.b). Above, plus build up/tie into VAus as a narrowbody only feeder?
3. Pay mad money to ramp up VAus again so they can do it with their wide bodies?
4. Try and get cute and pump up QANTAS in a LATAM style move/switch so they can do it?
5. Pump up KA so they can do it through ICH?
6. There's no money in Australia?

Option 2 (a. or b.) seems highly unlikely just on general principle.

notEnuf

https://news.delta.com/delta-subsidi...finery-complex