Here’s something I didn’t necessarily see happening imminently, especially given the particular route…
In this post:
Delta will return to Hong Kong after eight years
While there hasn’t yet been an official announcement, in the very near future, Delta is expected to announce that it will launch flights between Los Angeles (LAX) and Hong Kong (HKG). This was reported by JonNYC, and we have reason to believe this is 100% accurate, barring any unforeseen last minute changes.
confirmed, DL LAX-HKG
— JonNYC (@xjonnyc.bsky.social) July 12, 2025 at 8:54 AM
Presumably Delta will use an Airbus A350 for the 7,260-mile route. The exact number of frequencies and schedule remains to be seen. Delta pulled out of Hong Kong back in 2018, which the airline described as a “difficult business decision.” At the time, the airline served Hong Kong out of Seattle (SEA), where it has been building up a long haul hub in recent years.
However, Delta’s transpacific network has so heavily been focused on routing everything through Seoul Incheon (ICN), given that Delta has a transpacific joint venture with Korean Air. Delta also has a respectable presence at Tokyo Haneda (HND), but aside from that, service to Asia is very limited.
Los Angeles is a surprising gateway, no?
I can’t help but find it interesting that Delta plans to return to Hong Kong out of Los Angeles, rather than out of Seattle.
For one, United already serves the Los Angeles to Hong Kong market twice daily, in addition to flying to Hong Kong twice daily out of San Francisco (SFO). So Delta’s service to Hong Kong won’t exactly be competitive. Delta’s transpacific service to Asia out of Los Angeles is otherwise limited to Shanghai (PVG) and Tokyo Haneda. The airline operates flights to the South Pacific, but that’s a distinct market.
So I’m not sure what to make of Delta now wanting to resume flights to Hong Kong out of Los Angeles, rather than Seattle, where the carrier has a bigger transpacific network. Is Delta dabbling with the thought of shifting more transpacific capacity out of Seattle and to Los Angeles, or what’s the logic here, exactly? If anything, one would think that Delta would keep building up its Seattle presence at the moment, to beat Alaska to the punch on expansion.
This should get interesting. Clearly this is an area where Delta is trying to catch up with United, and will operate with a significant disadvantage.
Bottom line
In the very near future, Delta is expected to announce a new route between Los Angeles and Hong Kong. Delta pulled out of Hong Kong in 2018, with the route at the time being out of Seattle. Delta has been so heavily focused on its transpacific joint venture with Korean Air, and funneling passengers through Seoul Incheon. This is all super interesting, and I look forward to the official announcement.
What do you make of Delta launching Los Angeles to Hong Kong flights?
Meanwhile MNL sits unserved by DL and TPE is a loss-leader. UA is absolutely eating DL’s lunch in TPAC. It’s sad how much history, knowledge, and brand recognition in Asia DL has thrown away, first by ignoring the massive route structure built by NW, then by systematically pulling out of Asia and handing passengers off to KE. DL only seems to know how to add more routes to Italy.
first, DL makes more money per seat mile flying the Pacific than UA does so UA clearly has some of its loss leaders?
Tell us how well UA was doing with its 4 west coast to HKG flights so that they had space on those flights to extend 2 of them to points in SE Asia. You don't stick tags behind flights that are optimally operating financially.
and DL now has the most capable...
first, DL makes more money per seat mile flying the Pacific than UA does so UA clearly has some of its loss leaders?
Tell us how well UA was doing with its 4 west coast to HKG flights so that they had space on those flights to extend 2 of them to points in SE Asia. You don't stick tags behind flights that are optimally operating financially.
and DL now has the most capable and efficient TPAC fleet among US airlines which rivals - if not exceeds what foreign airlines offer. Fleet efficiency matters the most on the Pacific.
and DL just added SLC-ICN and this announcement is apparently for another non-JV route so DL clearly is expanding beyond its historic Tokyo and ICN strength.
The reality is that DL is doing exactly what I said they would do which was to reach a point of aggressive international growth that would be from a stronger baseline than UA which will have to deal w/ its older and less efficient widebody fleet.
and UA talked for years about growing into the domestic network - where DL is already very strong and gets more corporate revenue than any other airline.
Those same corporate accounts that support DL well have told DL what they want internationally.
As I said, it was a given that DL would grow its international network as significantly as UA would grow its international network. UA is still well behind AA and DL in the domestic market and yet DL is a steady and growing #2 in the international market.
By the time DL adds, Riyadh, more TLV, India and a few more dots in Asia/Pacific, UA will have very few structural advantages to its international network and be significantly smaller than DL domestically including now in NYC.
UA's dominance and international growth of its international system was fun to watch post covid but it was a given that it would end and DL would aggressively grow.
As I have repeatedly said and these announcements bear out, if UA can make money on its international system, DL can too and will do it from a stronger position.
MNL is one of the world’s lowest-yielding destinations, not to mention one of the world’s worst cities.
Finally DL begins to fight UA. Surrendering to UA out of LAX for international traffic was a past mistake. LAX remains the largest origin destination airport and is infinitely more valuable of a market than Seattle. I wish them luck, but they will need more flights. I suggest a second a220 frequency to CVG, frequencies to CMH, CLE, MDW, MKE, FLG, MRY ….etc. They need more domestic connectivity. I also suggest Shanghai, Beijing, Jakarta, Kuala...
Finally DL begins to fight UA. Surrendering to UA out of LAX for international traffic was a past mistake. LAX remains the largest origin destination airport and is infinitely more valuable of a market than Seattle. I wish them luck, but they will need more flights. I suggest a second a220 frequency to CVG, frequencies to CMH, CLE, MDW, MKE, FLG, MRY ….etc. They need more domestic connectivity. I also suggest Shanghai, Beijing, Jakarta, Kuala Lumpur, Osaka. If you wish to properly hub LAX and bring the fight. Bring the fight. At least if you win LA, you win something. Who cares about SeaTac. With LAX traffic down 20% since pre pandemic, it’s a once in a lifetime opportunity to hub the most valuable airport in the country. LAWA will give you the gates.
DL just restarted LAX-PVG
and I noticed that they took your advice and doubled SEA-BNA to 2 flights/day and are using the A220 to do it.
DL is the largest airline at LAX overall and domestically.
remember that DL is also solidifying its lead in NYC and BOS while growing its hubs, esp. SLC. DL has enormous route opportunities in front of it.
Honestly I did not see Delta resuming this nonstop flight between Hong Kong and LAX. I remember flying their L1011-500 from HKG to LAX via ANC (still have the economy class menu), and then later nonstop from HKG to LAX on their "new" MD-11s.
I wonder how it will affect the pricing on this market!
Cathay really prices its premium cabin high, given United is the only competition. But with Delta, it is...
Honestly I did not see Delta resuming this nonstop flight between Hong Kong and LAX. I remember flying their L1011-500 from HKG to LAX via ANC (still have the economy class menu), and then later nonstop from HKG to LAX on their "new" MD-11s.
I wonder how it will affect the pricing on this market!
Cathay really prices its premium cabin high, given United is the only competition. But with Delta, it is a bit different, as it is considered a more "premium" carrier.
Thanks for the news!
I think this has to do with the JV with LATAM. Reaching Asia from South America will always be an ordeal and LAX will provide a one stop alternative from HKG to SCL, LIM and GRU.
is there actually that much demand between South America and Asia? Specifically premium demand?
Given the current…everything…going on, will anyone from South America want to clear immigration and transit through the US when they could go through the Middle East instead?
Like the majority of DL's long haul intercontinental network out of LAX, this new addition will likely not succeed. The 2 x daily UA and the CX service is plenty for the market, one that has changed dramatically since 2019 and corporate demand is much smaller than it used to be. LAX is one of the few places that US carriers, unable to overfly Russia, can operate to HKG from. The Asia POS will skew CX. The LAX and via-LAX connections POS will skew UA.
we'll note your objections and see how it plays out.
you do realize that UA put tags behind 1 each of its LAX and SFO to HKG flights. You don't tag flights that are operating optimally.
It is very possible that UA's announcement to tag those flights that gave DL the incentive to jump into the market - on top of incentives that DL will receive from HKG which UA will not have. The...
we'll note your objections and see how it plays out.
you do realize that UA put tags behind 1 each of its LAX and SFO to HKG flights. You don't tag flights that are operating optimally.
It is very possible that UA's announcement to tag those flights that gave DL the incentive to jump into the market - on top of incentives that DL will receive from HKG which UA will not have. The same thing has played out on LAX-BNE and will play out to MEL.
There actually a pretty small part of the world that is convinced that UA is all they need.
seems likely it's LAX because DL finally admitted that it can't keep upping the ante and bluff its way out of its SEA cost structure problem
you honestly think that costs at LAX are cheaper? DL just spent over $2 billion renovating its LAX terminals.
it comes down to the size of the local market and where DL wants to position itself competitively.
SEA has advantages for DL and DL appears ready to draw a big circle around the routes out of SEA that matter to DL.
It is possible that DL could start both LAX and SEA...
you honestly think that costs at LAX are cheaper? DL just spent over $2 billion renovating its LAX terminals.
it comes down to the size of the local market and where DL wants to position itself competitively.
SEA has advantages for DL and DL appears ready to draw a big circle around the routes out of SEA that matter to DL.
It is possible that DL could start both LAX and SEA to HKG - or SIN - but they might also be choosing one or two of those hubs for certain markets. Remember, UA serves just 3 cities from LAX compared to a much larger number from SFO.
DL could end up with more cities from both LAX and SEA than UA has from LAX.
as for aero's comment below, winning in the Asia-Pacific market comes down to service and cost.
DL has spent the time to acquire the most efficient and capable TPAC fleet among US airlines and will be as competitive as any airline on the planet from a fleet standpoint by the time the A350-1000s arrive.
DL's service is better than AA or UA's and that is confirmed by customer rankings and yet DL still has a long ways to go from a service standpoint to compete w/ a number of foreign carriers.
The US is still the largest source of corporate airline revenue and DL gets the most corporate travel among US airlines. DL's leading position in the corporate and business travel market gives it enormous ability to expand its network.
Undoubtedly some U.S. Airlines aspire to becoming a World Class Airline, however, all have a very long way to go before they even improve upon their own lowly standards. As DL is top of the U.S. bunch in the world rankings, one might assume that they will be the first to emerge as a contender.
I wonder if it could have something to do with D1 connectivity JFK-LAX instead of just first JFK-SEA
Lol business travelers are taking the nonstop from JFK not taking a 6+ hour detour for no reason
The only US airline with a proper Pacific strategy is United.
United indeed took advantage of DL's pulling back of the NRT hub ten years ago and then grew aggressively post covid when many foreign airlines - and AA and DL were not ready to internationally grow.
But UA has the oldest and least efficient widebody fleet among major global airlines and it won't get significantly more efficient and younger until UA starts retiring its 767s -which DL is doing - and its 777-200/ERs which...
United indeed took advantage of DL's pulling back of the NRT hub ten years ago and then grew aggressively post covid when many foreign airlines - and AA and DL were not ready to internationally grow.
But UA has the oldest and least efficient widebody fleet among major global airlines and it won't get significantly more efficient and younger until UA starts retiring its 767s -which DL is doing - and its 777-200/ERs which DL already did and AA is in the planning stage to do.
UA simply cannot be cost competitive using 777s against DL and foreign carrier new generation aircraft and Polaris is simply not competitive with Delta One Suites.
and Gary is reporting that DL will announce ATL-RUH and TLV later this year, likely from the same employee gathering this news originated.
DL knows full well that it has had the new widebody advantage and has had it for two years. UA simply will not be able to keep up with all of DL's global expansion without getting well behind the 8 ball on fleet replacement which has to happen at some point.
and some routes like ATL-DEL are simply routes that DL's A350s can do which UA cannot do on any aircraft in its fleet.
DL knows it has an advantage and is taking advantage of it just as UA did when it had an advantage.
No advantage lasts forever for anyone.
responding to the comments with some amendments - i would say DL are operating disadvantaged
with UA - they now operate 2xDaily, set to reopen their HKG lounge within a few months from now, starting their 5th freedom route to SGN & BKK.
with CX - they operate 19xWeekly, offers a much better product across the board compared with any US carriers, and typically a favourite amongst business travellers in HK.
there is not even...
responding to the comments with some amendments - i would say DL are operating disadvantaged
with UA - they now operate 2xDaily, set to reopen their HKG lounge within a few months from now, starting their 5th freedom route to SGN & BKK.
with CX - they operate 19xWeekly, offers a much better product across the board compared with any US carriers, and typically a favourite amongst business travellers in HK.
there is not even a SkyTeam lounge at HKG, let alone any significant carriers that do not already served by KE via ICN
not to mention that it makes more sense to restart HKG-SEA as CX have yet to resume HKG-SEA, and they can compete at a much better advantage
United offers a nighttime flight in both directions. Cathay Pacific offers 3 of them.
Unless Delta Airlines parks the plane in HKG, they will be at a competitive disadvantage flying the route as daytime.
If CX does decide to return, I can see a late morning-midday departure from HKG to better facilitate connections with AS.
Seattle is clearly not premium enough.
Let’s remember that DL (and others) are constantly in conversation with their most important customers. SEA may have made more sense as a gateway building exercise, but the local market is driving this add, with a not insignificant set of connecting opportunities in a support role.
DL cannot even make LAX-LHR work (and it is one of (if not the) the largest markets from LAX. They literally got chased out within a year of launch. Now they think they can make LAX-HKG work. LOL…
and UA dropped LAX also in favor its JV partner. Your point?
correction
and UA dropped LAX-AKL also in favor its JV partner. Your point?
AKL is hardly Hong Kong. Or London. Your Point?
I have to agree @KS.
This is outright delusion by stubborn Delta Airlines network planners.
If passengers aren't willing to pay the premium for DL metal to London, they certainly won't to Hong Kong.
only if you cherrypick markets to rank them to favor "your company" can you ignore the fact that UA has dropped markets in favor of its JV partners.
DL consistently is more profitable and turning LAX-LHR over to VS allowed DL to redeploy that aircraft somewhere else.
And you do realize that UA dropped one of its 2 LAX-LHR flights soon after DL pulled its own metal out?
DL and UA stand their...
only if you cherrypick markets to rank them to favor "your company" can you ignore the fact that UA has dropped markets in favor of its JV partners.
DL consistently is more profitable and turning LAX-LHR over to VS allowed DL to redeploy that aircraft somewhere else.
And you do realize that UA dropped one of its 2 LAX-LHR flights soon after DL pulled its own metal out?
DL and UA stand their ground but are also smart enough to not get into costly pis879ing contests.
One of the better "territory marking" contests was DL's attempt years ago to start JFK-EZE, AA doubled its flights in that market, DL pulled out but is now back in.
The same thing may happen w/ LAX-HKG or it may not.
DL has a number of advantages right now including its larger position in NYC and far more stable labor costs than UA.
Delta's inability to make LAX-LHR and JFK-Tokyo work possibly shows signs of a poorly run airline.
kinda like a complete absence of UA from JFK?
Northwest used to be a leader. Then Delta took over and destroyed the routes across the Pacific.
NW also lost money flying the Pacific. It didn't take long after the merger that DL tried to rework the Narita hub to replace 747s with smaller aircraft and then the Japanese government decided to open Haneda to continental US flights, first at night and then at all times.
DL realized it made no sense to fly from NRT to HND and became the largest US carrier to HND on its own metal. UA has...
NW also lost money flying the Pacific. It didn't take long after the merger that DL tried to rework the Narita hub to replace 747s with smaller aircraft and then the Japanese government decided to open Haneda to continental US flights, first at night and then at all times.
DL realized it made no sense to fly from NRT to HND and became the largest US carrier to HND on its own metal. UA has increased gauge to try to compensate but AA and UA's yields to NRT have fallen dramatically.
and Japan is part of the DL-KE JV - it is just flown on DL metal to HND.
DL was ready to expand its Pacific network before covid but held off while it retired the 777s and received A350s that have range as good or better than the 777-200LRs - and much lower costs.
UA is making good money flying the Pacific. DL will add more and more routes over the next few years to serve the destinations that were strong with the NRT hub and where US carriers - regardless of brand - can attract a decent following.
Despite what many believe, DL still has a loyal core number of passengers in Asia that have remained on DL even using KE to "finish the journey"
"Delta’s transpacific service to Asia out of Los Angeles is otherwise limited to Shanghai (PVG) and Tokyo Haneda. The airline operates flights to the South Pacific, but that’s a distinct market."
THAT IS A RACIST STATEMENT.
The point to point China market is distinct from the Japan market. Delta does not have a hub in Tokyo anymore.
Oh shut it...racist my arse. Its true!
take a deep breath.
Ben's statement is accurate and has nothing to do with race.
The S. Pacific and Australia specifically is distinct from E. Asia in many respects including seasonality.
what is accurate is that Ben crowed endlessly about UA's int'l size from LAX but DL will serve the same number of cities in E. Asia as UA if this announcement becomes reality - even before the inevitable LAX-ICN - and more...
take a deep breath.
Ben's statement is accurate and has nothing to do with race.
The S. Pacific and Australia specifically is distinct from E. Asia in many respects including seasonality.
what is accurate is that Ben crowed endlessly about UA's int'l size from LAX but DL will serve the same number of cities in E. Asia as UA if this announcement becomes reality - even before the inevitable LAX-ICN - and more cities in the S. Pacific on each carrier's own metal
DL is clearly putting as big of a circle around the LAX international market for UA to see as it did around the domestic market for AA.
Wait, what?
Interesting. A couple of points
1) Hong Kong had to be added back at some point. I could see Singapore being added as well
2) Seattle vs LA is an interesting decision. Delta considers LA a hub, with a lot of investment in the airport over the years. LA may have more O/D traffic for Hong Kong. Maybe the experience of SEA-HKG made them want to try something new.
3) I do wonder...
Interesting. A couple of points
1) Hong Kong had to be added back at some point. I could see Singapore being added as well
2) Seattle vs LA is an interesting decision. Delta considers LA a hub, with a lot of investment in the airport over the years. LA may have more O/D traffic for Hong Kong. Maybe the experience of SEA-HKG made them want to try something new.
3) I do wonder if the removal of transcon D1 service from SEA plays a role here. LAX has domestic D1 service from both JFK, BOS and DCA, offering a better experience across the country for those that connect. Domestic D1 service out of Seattle (except maybe some Hawaii flights) was a casualty of the pandemic.
4) I wouldn't be surprised of SEA-HKG was eventually tried as well. I see this more of a statement of Delta's view of LA and other competitive markets. Delta clearly wants to have a robust network out of LA, JFK, etc. So I don't think you can ever really be "surprised" by Delta trying high profile routes out of either market.
HKG is indeed an essential market just as there will be others but the real competitive dynamic is what DL chooses to serve from LAX and what it serves from SEA.
AS and DL are both run by smart groups of people. DL might well be leaving enough crumbs on the table for AS; HKG is the hub for a oneworld carrier. DL could start operating flights other than to HND, ICN and PVG from...
HKG is indeed an essential market just as there will be others but the real competitive dynamic is what DL chooses to serve from LAX and what it serves from SEA.
AS and DL are both run by smart groups of people. DL might well be leaving enough crumbs on the table for AS; HKG is the hub for a oneworld carrier. DL could start operating flights other than to HND, ICN and PVG from both LAX and SEA - and would have perhaps an even more competitive position relative to UA than LAX and SFO.
DL did serve LAX-HKG but not w/ reliable aircraft but rather the MD-11. The A350 can not only easily operate the flight with DL's full 275 passengers but also carry a healthy cargo load.
as for the comment about MNL, below, hopefully a source will surface
DL might be adding E. Asia flights during the winter as UA has done. MNL and SE Asia work well to do that.
and DL will add D1 domestic flights from SEA if AS does. Service is competitive; both AS and DL know that they do well in SEA and B6' Mint service didn't help them. Premium configured aircraft are higher CASM and both carriers will use them if necessary to remain competitive w/ the other.
and DL is still going to develop NYC to E. Asia but might be making it clear to UA that intends to compete for western US to Asia traffic. With DL's much stronger position in NYC as a result of EWR capacity reductions by the FAA and UA's higher labor costs as it settles with its six labor groups, DL is much better positioned to assert its market desires relative to UA. The fact that DL is now getting a decent sized fleet of very capable A350s only helps DL's push across the Pacific
Anthony has a point with #3. I would consider a Delta JFK/ LAX/ HKG routing, because the first (domestic) leg offers the D1 product. I would be far less inclined to take the option via SEA, if JFK/SEA offers the domestic F product only.
I think Delta needs to bring back domestic D1 to SEA if they want to make it a serious TPAC hub.
This is a big reason why UA has made SFO quite successful since they have domestic premium transcon.
Even the neighboring YVR sees similar concept with YYZ and YUL widebody service.
Correct me if I’m wrong here, but I believe Delta also offers D1 from NYC-SFO as well. Personally surprised they don’t also with NYC-SEA given that United doesn’t and Alaska is not super competitive in J cross country.
first, DL had more flights at HND than ICN until SLC-ICN started.
second, DL said when it discontinued HKG before covid that it would only return to HKG from JFK. Obviously the Russia-Ukraine war blocks a huge amount of airspace; while the latest A350s could fly JFK-HKG in DL's 275 seat configuration even w/ Russia airspace restrictions, it is far easier to serve HKG from the west coast
and third, HKG is apparently offering incentives...
first, DL had more flights at HND than ICN until SLC-ICN started.
second, DL said when it discontinued HKG before covid that it would only return to HKG from JFK. Obviously the Russia-Ukraine war blocks a huge amount of airspace; while the latest A350s could fly JFK-HKG in DL's 275 seat configuration even w/ Russia airspace restrictions, it is far easier to serve HKG from the west coast
and third, HKG is apparently offering incentives for new service as well as even for additional service on existing routes. LAX is clearly a bigger market than SEA and DL might be offering an olive branch to let AS start SEA-HKG.
fourth, when the route is publicly confirmed, we will know but apparently DL execs made a comment at the employee rally post 2nd quarter earnings - in which DL set the high mark for earnings which other carriers are highly unlikely to surpass - that LAX-HKG would return.
and fifth, SIN is still a likely more lucrative market and one where NW and DL had a pretty strong history. I have multiple friends in SE Asia that flew NW/DL from SIN and are still Diamonds and anxiously are waiting for SIN to the US nonstop on DL.
and finally, even Dim recognizes that DL takes a backseat to precisely no one.
and DL just might have decided that it is not going to cede anything at LAX to UA. This would give DL and UA the same number of TPAC destinations even before DL inevitably starts ICN and possibly SIN (which might be waiting for a showdown with AS). DL is considerably larger in the domestic market from LAX than AA or UA where UA is the 3rd largest.
I have said for years that DL will continue to expand its international route network on its own time and if UA can make money doing so. DL is actually about the same size on widebodies across the Atlantic and DL makes more money per ASM across the Pacific than UA. DL has the most efficient and capable TPAC fleet and that is even before the 350-1000s arrive.
Even w/ their "less attractive" 767s, DL is starting SLC-LIM which is a perfect route connecting a DL and JV partner hub on a flight that is less than 8 hours.
Appreciate your effort to write such long passage under nearly every single post. I have the following two questions:
A. Why people would choose DL/ST over UA/*A or CX/OW on HK-USA route? Is that because SFO/DFW/LAX have bad connections network on AA/AS/UA? Or is it because Delta One Lounge is way greater than Qantas @ LAX / Pier / Bridge @ HKG? Oh, I remember that ST already closed their lounge at HKG.
B. Aside...
Appreciate your effort to write such long passage under nearly every single post. I have the following two questions:
A. Why people would choose DL/ST over UA/*A or CX/OW on HK-USA route? Is that because SFO/DFW/LAX have bad connections network on AA/AS/UA? Or is it because Delta One Lounge is way greater than Qantas @ LAX / Pier / Bridge @ HKG? Oh, I remember that ST already closed their lounge at HKG.
B. Aside from O/D pax, what connection does HKG have for DL? Maybe Garuda? Or CI?
Oh, and my third question is similar as the first two, but on SIN. I flew KE and GA from SIN earlier this year, and both were disastrous. KE departs from the faraway SIN T4 without air train access, and all we were doing is waiting with sweat drenching my shirt in tropical S'pore weather outside Jewel. And guess what? CX also departs from T4 and it has a lounge while KE does not! The...
Oh, and my third question is similar as the first two, but on SIN. I flew KE and GA from SIN earlier this year, and both were disastrous. KE departs from the faraway SIN T4 without air train access, and all we were doing is waiting with sweat drenching my shirt in tropical S'pore weather outside Jewel. And guess what? CX also departs from T4 and it has a lounge while KE does not! The other side is GA. I was given access to Marhaba Lounge, which is a PP lounge. And there was no boarding groups, just some Indonesian girl shouting "business class!"
So, why on earth any company based in SIN would ever choose ST? Just curious.
Delta Airlines did not say a single word about flying to Hong Kong from New York JFK.
The only reason why DL would fly LAX-HKG is because they felt threatened by UA. That's called being irrational.
they most certainly did when they pulled SEA-HKG pre-covid. Check earnings call transcripts.
and, no, DL isn't adding LAX-HKG because they are threatened by anything or anybody.
They are adding whatever they add because they believe they can make money - which is no different than what any profit-motivated company does.
The question is who will blink first or whether there will be coexistance.
And remember how much we have heard about how poorly...
they most certainly did when they pulled SEA-HKG pre-covid. Check earnings call transcripts.
and, no, DL isn't adding LAX-HKG because they are threatened by anything or anybody.
They are adding whatever they add because they believe they can make money - which is no different than what any profit-motivated company does.
The question is who will blink first or whether there will be coexistance.
And remember how much we have heard about how poorly SEA-TPE is doing. That route has now lapped a year. It is entirely possible that DL is willing to take on another developmental route that is strategically necessary. UA did the same thing for years pre-covid when it just broke even flying the Pacific while DL was much more profitable with its much smaller TPAC network
This is just like SYD.
DL has to fly to HKG. They will also fly to SIN. They are likely getting slaughtered in the corporate contracts and need to offer same metal service to there major holes in their market.
I have no idea if they can make money in these markets, but DL is at a SIGNIFICANT disadvantage with Asia POS vs UA/CX/SQ and I don’t see a path to improve that without...
This is just like SYD.
DL has to fly to HKG. They will also fly to SIN. They are likely getting slaughtered in the corporate contracts and need to offer same metal service to there major holes in their market.
I have no idea if they can make money in these markets, but DL is at a SIGNIFICANT disadvantage with Asia POS vs UA/CX/SQ and I don’t see a path to improve that without significant discounts.
Delta is not operating anything special or unique, but they have to be there.
Let’s not over dramatize this announcement
They also plan to return to MNL from LAX next year.
Delta also launched a SLC-LIM flight yesterday too
delta operates at a significant disadvantage to NO ONE. i am CALM and have a FIRM HANDLE on reality
I don’t see that lasting they will probably just end up moving it to Seattle when Alaska tries to add Hong Kong out of Seattle