Delta fell to fourth place for on-time performance in July. The bigger deal is that they cancelled nearly 3% of their flights for the month – over 4,600 cancellations – according to aviation analytics company Cirium. That’s worse than United and American and even about 2.6 times as many cancellations as Southwest.
- Weather was involved, but what Delta has shown is that they’ve become the worst U.S. airline at recovering from major events except perhaps for JetBlue.
- They’ve correctly blamed pilot scheduling as a challenge, but it’s also very much on their own management not just for agreeing to provisions in their own pilot contract that their IT systems can’t keep up with but running an operation too short of cockpit crew.
- Senior executives warned in the spring that their issues would continue through summer, and they have – and they’ve gotten worse.
Southwest, meanwhile, improved its on-time performance three from June, but remained an abysmal 67.19% which is 6.6 points below its first-half average for 2026. They aren’t cancelling many flights (just 1%), they’re operating their schedule, but running late about a third of the time.
Charging for checked bags, filling the cabin with carry-ons, means boarding and deplaning takes longer and more bags need to be gate checked – that has hampered them somewhat all year, but July was significantly worse. During Southwest’s second quarter earnings call, they acknowledged this issue slowing their ability to turn aircraft quickly, and they’re planning schedule changes to improve reliability later this year.
Data from Cirium shows airline on-time performance for July 2026:
| Rank | Airline | On-time | Completion | Cancels | ||||
| 1 | WestJet | 83.90% | 99.50% | 109 | ||||
| 2 | Alaska | 76.20% | 99% | 528 | ||||
| 3 | United | 75.40% | 97.60% | 3,877 | ||||
| 4 | Delta | 75% | 97.20% | 4,626 | ||||
| 5 | American | 72% | 97.30% | 5,669 | ||||
| 6 | Allegiant | 70% | 99.50% | 67 | ||||
| 7 | AirCanada | 68.50% | 94.90% | 1,867 | ||||
| 8 | Southwest | 67.20% | 98.90% | 1,388 | ||||
| 9 | Frontier | 65.50% | 97.60% | 532 | ||||
| 10 | JetBlue | 62.20% | 91.70% | 2,597 |
Delta cancelled about 3.3 times as many flights as Southwest despite scheduling just 28% more flights. If Delta had matched its 2025 completion factor, they would have cancelled 2,519 fewer flights in July.
There were New York storms July 16-18 and a broader Northeast weather event July 21–22, and another New York event July 26-29. That hammered United, too, which has a similar New York presence and more difficult setup at Newark. Atlanta saw severe weather on July 24–25. The major issue, though, is how airlines recover from these events – while Delta problems tend to cascade.
Cirium’s North America aggregate on-time performance fell from 79.30% in May to 75.54% in June and 71.58% in July. JetBlue of course had a true meltdown in July even considering their operational performance frequently lags the industry. A 91.7% completion factor – cancelling over 8% of flights – is mind-boggling. Weather hit the Northeast several times but they didn’t just get hit, they absolutely cratered in response.
Looks like AA and UA and other airlines nearly as bad cancellation rates, so why is the headline about Delta?
It’s not just ‘the weather’ or ‘the FAA/ATC staffing’ or whatever other excuse they’ll pretend is the issue. It’s management resting on its laurels, failing to correct the crew scheduling platforms, and the lack of penalties for failing to operate reliably. This is why we need an EU261 equivalent so that when airlines cancel for reasons under their control, they would owe passengers a duty of care and compensation. Those incentives lead to more reliable airlines.
@Jason — Nice attempt to insert plausible deniability you got there… no, the data is clear, Delta is a standout for its delays and cancellations lately.
If you read above, Gary also explicitly mentioned jetBlue for its troubles, and complimented Southwest for its improvements during the same period.
United and American (and Alaska, and Allegiant, and Frontier, and Breeze, and…) were not as significant for the same period.
Delta Airlines Premium Chaos.
Jason gets it.
The DOT measures and reports performance by operating carrier and then rolls it up to marketing carrier. DL has the lowest percentage of RJs in the industry. Mainline cancellations are going to increase. WN has long traded low on-time for few cancelaltions.
In addition to the NE, Florida has had frequent ATC delays; DL’s Florida operation is almost entirely mainline.
DL still does better than AA and B6 which are its most direct competitors in NYC and the East coast. DL undoubtedly picks up lots of last minute revenue from AA and B6 passengers.
DL is hiring pilots to improve revenue including enough to force Sun Country to cut schedules. When you make twice as much as UA, your closest competitor, there simply is no competitive impact.
So when DL is #1 some people on here trumpet how amazing DL is at everything. When DL slips the narrative shifts to “well, they’re the same as UA and AA so what’s the big deal?” The deal is y’all gaslight like there is no tomorrow and think the rest of us are stupid enough to pick up what you’re putting down.
Being a “premium” airline is more than just having a nice product. It’s having a reliable product, a product that stands out from the crowd. This data clearly demonstrates one what in which DL does not stand out from the crowd but, rather, is just average…which those of us not huffing from the DL glue bottle already know.
That data says nothing. UA, DL, and AA are all in the same range for both cancellations and on-time.
B6 is in regional hell during the summer, as both the Northeast and Florida are prone to the afternoon thunderstorm — you should probably not take a B6 flights after 1pm if you are on a tight schedule. The geographic decentralization of the big 3 ensure similar performance and better recovery in most cases. I would love to see breakouts of performance by market (i.e. DL vs. B6 in BOS; DL, UA, AA, B6 comparison in NYC).
I am curious as to why Frontier did so poorly.
But as useless as this data is, the Tim Dunn cope (“DL undoubtedly picks up lots of last minute revenue from AA and B6 passengers”) without the least shred of evidence is equally pathetic.
The revised headline should be: “Leff cherry picks data to trigger the comment section; known DL apologist takes bait.”
More vapor ware from Delta
UNITED rising
FYI this is not DOT data, it’s Cirium
Greg,
that is precisely the point.
Cirium is not corrected data and doesn’t mean anything. No airline advertises it.
and Brent,
your point about cherrypicking is part of the issue but Gary also misses the context. DOT data for July 2024 – well before DL had pilot staffing issues – showed that WN had the lowest cancellation rate – an even bigger spread than w/ DL – but a much lower on-time. DL’s on-time and cancellation rates were much worse than they were for the Cirium data of this July.
Gary undoubtedly didn’t bother to look that up.
and Greg, DL has a much larger mainline operation in the eastern US and Florida than UA. At least, NK’s “departure” moved UA up from 6th to 5th in Florida
@ Jason: Delta is singled out because they used to be ahead of everyone else. They’ve fallen to average.
@Sarah M. gets it. The real problem here (and why I think Gary is highlighting one carrier in-particular) is the change in expectations. Other than the major July/August 2024 Crowdstrike meltdown and a few smaller incidents with subsidiaries like Endeavor (June 2025 got me), Delta used to be fairly reliable, unless it was true bonafide weather events, which affect everyone, not just them or their focus regions. But, this year, specifically, there’ve been very real operational struggles, and it’s disappointing that Tim can’t admit that it should simply be better. It’s mostly the crew scheduling issues. But, also, it’s probably that fuel is more expensive (even with their own refinery), so if an unprofitable route can be cancelled, then blames on weather or crew or anything but the actual reason (financial), they’ll take that ‘win’ at the expense of their passengers. Which is why we need financial penalties for when they ‘play games’ like that.
1990
Crowdstrike was in July 2024 and yet DL ended up with the best on-time/cancellation rate.
Yes, DL’s cancellation rate has slipped as a result of what its pilots say has been understaffing which they are correcting for.
But the bottom line – not just financial – is that there is no competitive impact to DL’s supposed slippage, very likey because DL’s biggest overlap with other carriers is B6 at JFK and BOS and AA at LGA and in the SE (ATL vs. CLT hubs) and DL consistently performs better than those two.
I am more than capable of seeing reality but Gary loves to pick anecdotal everything out of thin air w/o asking or answering the question of what difference does this make in real life.
If the US imposed penalties as you propose, I can assure you that just about every other airline will pay a higher price than DL.
Georgia Klan Air just keeps racking up the ‘wins’. Dead last in consumer wi-fi rating, three more Federal EEOC complaints in July keeping them above the next three carriers combined, and more feckless route planning like SVD being pulled. The hits keep coming in ATL.
Spectrum Boy can save the response on bag handling since we don’t check bags…
DL cancelled flights at a rate 34% higher than UA in the first five month of ’26 so they might have actually improved in July. Their seat cancellation rate is even worse because UA is better an cancelling RJ flights than DL for whatever reason. Luckily for DL, cancellations don’t count as late flights so that helps their OT numbers. 😉
@Tim Dunn — Let’s stay focused on what actually matters here, whether passengers get where they paid to go on schedule within reason.
If Delta charges a premium price based on a reputation for operational excellence, falling back to “average” means passengers are overpaying for a product Delta isn’t delivering. Hub lock-in isn’t a substitute for reliability.
If an EU261 regulation forces worse-performing carriers to pay more, good! That’s how financial incentives work. It rewards operational buffer and penalizes airlines running paper-thin crew schedules to shave costs.
Operational integrity shouldn’t depend on whether an airline makes “twice as much as UA” in a quarter; it should depend on fulfilling the contract of carriage without blaming predictable staffing gaps on the weather.
I love watching Tim try to defend this.
“Cirium is not corrected data and doesn’t mean anything. No airline advertises it.” – The data must be wrong because DL is doing badly.
“DL still does better than AA and B6 which are its most direct competitors in NYC and the East coast.” – Just casually forgets about this little known airline called United that is kicking DL’s butt in NYC. The latest traffic dashboard came out and UA had another month of growth (it look excessive but that is due to the EWR problems last year but once you normalize it out they are still getting ahead of DL just more modestly than the dashboard shows). DL’s last month as the largest carrier in NYC was last June. UA is coming back into JFK soon so that’ll be fun to see what happens to poor DL lol.
“Yes, DL’s cancellation rate has slipped as a result of what its pilots say has been understaffing which they are correcting for.” – Yes they made terrible management decisions that other airlines didn’t make because their management is more competent.
“If the US imposed penalties as you propose, I can assure you that just about every other airline will pay a higher price than DL.” – Well no Tim, I mean I get that this is a one month sample but just based on the data alone, UA, Alaska, Southwest, Allegiant, Frontier (and Jetblue by it being smaller not because it is operating better) would all have lower bills than Delta.
The most egregious part of this is Delta claiming to be the best, charging more than everyone else and then delivering a service that is in-line or at worse than everyone else. Thats the problem Tim, no one cares about DL’s bottom line. I would be happy if all airlines made a reasonable profit. DL profits from price gouging, over promising and then under delivering every time.
As usual, Andy has to show up and demonstrates he has no clue about this or much of anything else.
It shouldn’t have to take a blackboard to explain that impacts of a penalty are relative to the size of the operation. DL’s financial penalty – if 1990’s proposal could even be implemented – would impact other carriers including AA and B6 much more than DL. AA is a larger airline in terms of flights and passengers carried while B6 has a much higher RATE of delay.
as for the whole “premium” issue, it comes down to what customers are willing to pay. DL does get a premium to the industry – and that is what rots your crotch – no different than what happens w/ underwear and liquor. When DL stops getting more for doing less work than other carriers, then the premium gravy train is over but that day is nowhere near.
and never have I defended where DL is in terms of cancellation. I have repeatedy asked the question as to what difference it makes. There simply is no data that shows that DL is losing customers because of its operational performance. In fact, its share of traffic in competitive hubs like JFK and LGA is as strong as ever if not better.
@Tim Dunn — The fact that you’re repeatedly asking “what difference does it make?” when an airline fails to deliver the schedule passengers paid for is super revealing…
Let’s be abundantly clear. *Consumer. Harm. Isn’t. Erased. By. High. Yields.* Just because Delta holds pricing power in captive hubs doesn’t mean operational meltdowns don’t matter to the travelers stranded by the airline. Brand reputation is a lagging indicator; passenger goodwill erodes slowly until it hits a tipping point.
If EU261-style penalties force carriers with high delay or cancellation rates (whether AA, B6, UA, or DL) to pay out of pocket, once again, that is the point. It internalizes the cost of thin staffing and bad scheduling instead of offloading it onto passengers.
A self-proclaimed “premium” carrier shouldn’t be running crew-scheduling buffers so paper-thin that predictable summer weather turns operational integrity into a toss-up. Fulfilling the contract of carriage should be the baseline, not an optional bonus when margins are high.
From personal experience, I’ve noticed the new ‘legalese’ that Delta is including on its pre-emptive “Travel Alert: Weather May Affect Your Travel Plans—Consider Options if Flexible” emails. Even more interesting is that DL felt the need to include “ADVICE TO INTERNATIONAL PASSENGERS ON LIMITATIONS OF LIABILITY” even on domestic itineraries. Huh. Why are they so concerned with covering their ass-ets. Huh.
@ Tim: “There simply is no data that shows that DL is losing customers because of its operational performance. In fact, its share of traffic in competitive hubs like JFK and LGA is as strong as ever if not better.”
Port Authority of NJ/NY says otherwise. Last rolling 12 months shows United up almost 1,300,000 passengers (+3.8%), American up over 373,000 passengers (+ 2.2%) and Delta down over 540,000 passengers (-1.6%), for passenger count in the three NYC airports (JFK, LGA, and EWR). Take out EWR and Delta gets worse – down 595,000 passengers / -1.8%. Even Frontier is up 155,000+ passengers (+7.9%) in NYC airports.
If Delta management also doesn’t realize their house is on fire, that will just continue to be good for United, American, etc.
Sarah,
PA traffic data also shows that UA has increased its capacity.
You and the other “UA is better” crowd simply cannot accept that DL is applying the same principles it has to the rest of its system to NYC. DL has a higher share at LGA and JFK than it has had; UA is NOT DL’s competitive focus in NYC. DL’s margins in NYC are undoubtedly higher than they have ever been as LCC/ULCC capacity is lower than it has been for years.
UA flies more capacity across its system than DL and yet UA still earns less on the bottom line.
Andy can argue that he doesn’t care about DL’s financials but he has repeatedly posted about UA financials so his lack of interest is hypocritical at best given that DL is leading in financial metrics – and flying less in the process.
DL’s operational performance is simply not hurting it because others are far worse.
it is also noteworthy that you want to exclude DL at EWR since that is where the growth is happening in NYC. Total JFK traffic is down (or was in June) while it is up at LGA and DL is up as well
All of the big 3 are up at EWR as other carriers are down including B6 and NK (gone).
AA and DL are just 0.1% difference in size at EWR; DL is adding LAX-EWR which will certainly put DL as #2 at EWR.
UA is nowhere near close to #2 at LGA and doesn’t even fly to JFK; you are incapable of seeing the big picture that DL is the largest at JFK and LGA and on its way to #2 at EWR which is by far the best positioning of any airline in NYC
So, Delta has less traffic than before – but it’s “better” less traffic?
Seriously, Michael?
DL has proven for years that it makes more money flying less capacity than other carriers.
Putting lots of capacity into markets just depresses the prices. DL could carry far more traffic – its hubs easily support lots more traffic – but it would likely make less money since they already carry the highest value traffic.
The UA crowd loves to tout their size and everything else they think they do better than anyone else- but UA has never been able to turn all of their advantages into a bottom line financial advantage. in fact, they just keep growing at far higher incremenal costs than the rest of the industry which is why their financial outlook esp. relative to DL is weakening.
Spectrum Boy keeps trying to spin Georgia Klan Air’s failures as a positive (I am sure if he had a passport he would be one of 7 people on the Riyadh flight…) and then hits UA oddly when UA does better financially in the business of actually flying airplanes. It is right in the reports every quarter.
Now AA…yeah that is a problem.
AA generates about $64 Million in Revenue per day, vs UA and DL at about $67 Million each. AA carries about 215,221 passengers per day vs. 200,232 for DL and 187,416 for UA. That would indicate a revenue issue because AA carriers more passengers at less revenue.
However if we look at total ASM’s, AA is in the middle of the pack with UA at 337,773,852,489, AA at 308,260,030,043, and DL at 303,797,318,282. This does indicate a cost problem for AA especially relative to DL but shows UA is fine.
Facts matter.
the only person on any spectrum is someone that can’t read.
I have not disagreed that DL’s operational reliability has suffered – but it did 2 years ago as a result of Crowdstrike and DL still ended up with the best operational performance according to DOT data.
and the point is not whether DL is doing worse or better operationally but what difference it makes.
You and others that love to crow about “your team” and trash the other team can’t grasp that there really has been no impact on DL because of its marginally lower performance. and a big part of the reason is because DL’s most direct eastern US competitors are AA and B6 and DL does better than them
and, yes, AA has a cost problem while UA simply does not get near as much revenue from non-transportation sources which DL has figured out generate higher margins. facts show that DL consistently outperforms every other US airline on the bottom line.
If you or someone thinks that the bottom line doesn’t matter, please tell us why any of these companies exist.
you and others can’t stand that your mud slinging really is accomplishing nothing.
@Tim Dunn — If Delta fails to operate my itinerary with them this weekend, I’m probably rebooking with United. I may only be a single data-point, but, in the aggregate, we data points do matter. Listen, I’m hoping for Biscoff, but Stroopwaffle will do, too. I just want a reliable operator… is it that really too much to ask?
Spectrum Boy, reading in general does not equate to placement on many parts of the Spectrum but glad I struck a nerve with the fa ts on that. My 10k$ into escrow for you still stands if you take the independent test.
Not sure what feckless drivel you are on about ‘teams’. I dont have a team, I only fly F when commercial other I use my fractional. I have status on all 3 large US legacies but I find your lies about DL sad yet full of humour at the same time. DL did poorly, just accept it. Just like with Riyadh, another disaster in the making boy. It is OK. Your dad’s job is safe for now!
@Tim: “I have not disagreed that DL’s operational reliability has suffered – but it did 2 years ago as a result of Crowdstrike and DL still ended up with the best operational performance according to DOT data. and the point is not whether DL is doing worse or better operationally but what difference it makes.”
LOL. That’s the same argument my kids make.
Me: “You didn’t study much for the math test.”
Kid: “But I got a “B+” and that was pretty much the highest grade in the class! So it didn’t matter that I didn’t study very hard.”
Me: “Yes… but if you had actually studied harder, you would have gotten an “A” instead.”
@Tim Dunn — Kinda surprised that Jim, Sarah, and Andy are your foes on here, today. What happened to @MaxPower and @rebel? They using their PTO?
Uh oh… more bad news for Delta it seems… Minneapolis center (ATC) may be down. Hope that’s a quick fix. *sigh*
TD says, “never have I defended where DL is in terms of cancellation”
You said DL fixed this problem months ago which was completely incorrect. Heck, even DL management admitted this mess would continue throughout the summer and it has.
What is really distressing is how this has poisoned the relationship between DL management and DL pilots. Looks like the former GE, COO has brought that old GE Six Sigma BS with him to DL. Not good.
Not surprised by this, but I direct my anger at the FAA for understaffing the Northeast and then putting out ridiculous ground stop programs for NYC and Boston. Clear blues skies in June with only a chance of t-storms, the FAA panics and ground stops BOS at 9 am for possible 6 pm storms. In reality, there was one 30 minute storm impacting Boston. But the damage was done to B6 and DL. What is frustrating with DL in these situations is the minimal info that they provide, flight is delayed due to FAA stupidity, got it. But tell us if our last departure of the night to DTW has a new crew = safe to go whenever or if it’s a connecting crew expected to time out.
@1900 – What happened to @MaxPower and @rebel? They using their PTO?
Hey! Don’t forget about me! I’m just getting caught up here, but it’s looking like the damage is already done.
you are just another logon of the same crowd, Paul. You have never demonstrated that you have any knowledge as a pilot.
and, no, I have not said that DL fixed its pilot staffing problems. I have said they are in the process of doing it.
I have said repeatedly that there is no evidence that this is negatively impacting DL because the difference is just not that big.
and that is what all of you simply can’t stand.
all of the chest beating that you all do simply has not shown up in real life.
talking about UA’s growth in NYC when they 1. are adding capacity and 2. can’t monetize it proves nothing.
and DL still runs a better operation compared to AA and B6 which are its primary NE and SE US competitors.
oh, and I forget to mention that UA still is at the bottom of the industry in lost bags.
@Pilot Paul — Welcome to the fiesta! Don’t worry, plenty more damage to be done! (Apparently, Tim really likes you!)
@rebel is alive (and well!). Thank you for calling out the crew scheduling SNAFU as well.
Folks like @Tyrone G still trying to shift blame away to anyone (@Tim Dunn, you got another helper!)
if you really wanna worry about impacts, the news is that DL is starting SEA-NRT.
DL clearly is making enough money to take on AS on the only TPAC route that probably makes money for them.
and this is on top of LAX-HKG
clearly, DL is making enough money to play hardball w/ whoever it wants.
@Tim Dunn — That aurora borealis livery on AS 787 is pretty nice though… if you’re into paint.
the nicest paint job in the world does nothing if you can’t make money.
Anyone that thought that DL was going to roll over and let AS decide after years of being just a PNW airline that they would be a longhaul international carrier are apparently going to be mistaken.
All of the drama about DL’s supposed poor operation holds no candles to DL’s very heightened competitive posture
but then maybe that’s exactly why some people fixate on things that don’t matter because they know that DL is doing and will do what it wants.
TD says, “I have not said that DL fixed its pilot staffing problems.”
Yes, you did, months ago, and you were wrong.
DL management has not only mismanaged the trip assignment tech and manpower planning, but they have poisoned the relationship with the Delta pilots. Big mistake.
@Tim Dunn — Believe it or not, I actually saw their spiffy new bird at LHR (not SEA) earlier this summer. You’d think London and Rome are doing alright for them, financially, no?
Ok, brass tax, tomorrow afternoon/evening, thunderstorms expect in NYC; how screwed is my Delta (no, no, sorry, Endeavor, not Delta) CRJ flight? Level with me, doc. 95% cancelled? 50% just delayed 3 hours? Give it to me, straight! (Without doxing myself).
@1900 – I think even Tim can agree that the weather coming in tomorrow hasn’t hit yet. So any impacts we can see NOW for tomorrow’s flights are not “outside the airline’s control” but rather are self-imposed by the airlines themselves, based on what they can manage or on what they expect to need to do to respond to it.
So let’s look at some numbers. According to Flightaware, for tomorrow (Friday, Aug 8th), here are the cancellations already posted (22:20 EDT):
Delta: 46 / 1%
American: 17 / <1%
United: 4 / <1%
When Delta has 2.5x as many cancellations as American, and 11x as many cancellations as United already for tomorrow – there's two possible explanations:
1) Delta is so organized, they are proactively cancelling flights to minimize customer disruptions and allowing passengers to make alternative plans early. Superior customer service!
— OR —
2) Delta's scheduling SNAFU is already showing signs of stress and melting down, and this is only the beginning – and it will get worse once the weather actually gets here.
If it's the 1st one – Delta will not have many more than the 46 already posted, and their plan will have worked! Travel plans saved! But if it's the 2nd, we'll see Delta's cancellation numbers climb much higher. And there will still be residual cancellations through the weekend on Delta when American and United have dropped back to normal.
Place your bets!
(Sorry – @1990!… you’re not that old!)
@Pilot Paul — I’m leaning towards option 2, and glad I have travel insurance to reimburse me for my prepaid accommodations, because I fully expect to be waiting 5+ hours in a SkyClub, only to have to take a sad taxi/uber/lyft/bus/subway/walk in the rain home. Watch, it won’t even rain, but Delta will cancel everything anyway. How’d ya like them Biscoffs!
rebel,
you are completely ignorant if you think DL EVER wanted to portray a great relationship with its pilots. They have long done all they could to make the non-union employees look as good as possible while fighting a low-level war w/ pilots.
DL signed the first post -covid pilot contract of the big 4 and paid dearly for it – but they have paid as much as they want to pay.
and yet DL pilots know that their success depends on DL’s. They make noise but rarely do anything that hurts the company.
and AGAIN, you and everyone else can keep this fixation w/ a percent difference in cancellation rate which has no impact anywhere in real life.
Meanwhile, DL has lowered the boom on UA at LAX and now has AS’ TPAC operation in its crosshairs.
you and the fake pilot can’t stand that all of their yapping isn’t stopping the world’s most powerful airline from rolling over competitors .
not yesterday, not today and not tomorrow
@Tim Dunn — You say Delta’s operational failures have “no impact anywhere in real life.” Psh. Now you’re sounding like Tiffany Gomas, “that motherf***er back there is not real.” Tim, we, the passengers affected by those cancellations, are very much real, sir. (By the way, forecast has improved for this afternoon/evening, so come up with some new excuses, quick!)
TD says, “DL signed the first post -covid pilot contract of the big 4 and paid dearly for it – but they have paid as much as they want to pay.”
DL is already having to pay far more as their mismanagement is causing them to hire hundreds of more pilots than they planned. Antagonizing pilots is bad for business.
Overnight cancellation update!
At 08:30 EDT, Here’s where the numbers are for mainline cancellations today. What major airline added the most since last night? Can you guess?
(22:20 ETD yesterday vs 08:30 EDT today):
Delta: 46 ->> 93
American: 17 ->> 21
United: 4 ->> 24
Hmmm…..
And before this is explained away with, “Delta flies fewer RJs, so they affect mainline planes more!” … Endeavor Air – flying exclusively with Delta – has also cancelled 79 flights for today as of right now.
The saddest thing is that Southwest is no longer reasonably priced when compared to the other airlines. They took away everything that made me a loyal customer. For every flight I’ve had since they made these changes, we sit at the gate and listen to them call for anywhere from 20 to 25 customers willing to check their carry-on bags, which is slowing everything down. I resent being charged more for seat assignments, I resent not being able to use my credits for more than six months, I resent the fact that they’re charging for bags, I resent not being able to choose my own seat at no charge. Southwest used to be a lot of fun; now it’s just miserable. Two of my most recent flights have been on United because Southwest is such a pain in the ass.