News

Key Points

Southwest Airlines will start charging many passengers for checked bags on Wednesday.

Fees will start at $35 for the first checked bag and $45 for the second bag.

The policy ends more than half a century of “two bags fly free” for all passengers.

Travelers with Southwest credit cards or who book in the highest classes of service can still check bags without paying a fee.

Set your alarm. Southwest Airlines customers have only one day to go before the company starts charging to check bags for the first time in more than half a century.

Starting Wednesday, Southwest will end its blanket “two bags fly free” policy and charge $35 for a first checked bag and $45 to check a second, with some exceptions.

It was a perk that was sacrosanct among customers and the airlines’ longtime executives alike, setting the airline apart from competitors. But baggage fees brought in nearly $7.3 billion for U.S. airlines last year, according to federal data, and Southwest executives who have long vowed to hold onto the policy have been under pressure to raise revenue.

Along with starting to charge for checked bags, Southwest has announced major changes to its business model over the past year, like getting rid of open seating. The carrier is also debuting basic economy tickets like those sold by Delta Air Lines, American Airlines and United Airlines on Wednesday.

Here’s what travelers should know about the end of free bags on Southwest:

What is changing?

Southwest will no longer offer two free checked bags with many tickets purchased on or after Wednesday. For tickets bought before then, a Southwest spokesman said the carrier will honor the terms of those fares, like the two free checked bags.

The fees will apply to its no-frills Basic, its Wanna Get Away Plus and its Anytime fares.

Southwest announced the policy in March after months of pressure from activist Elliott Investment Management, which took a stake in the airline last year and won five board seats, pushing for major changes at the company like its free checked bags, changeable tickets and open seating.

Are there exemptions?

Yes. Travelers with top-tier status in Southwest’s Rapid Rewards loyalty program will get two free checked bags, as will customers in the highest-level Business Select fares.

Customers with a Southwest Airlines co-branded credit card and their travel companions booked together with the same card won’t get charged for their first standard checked bag. Southwest credit cards have annual fees ranging from $69 a year to $199, according to the airline’s website.

A-List frequent flyer members, the second-highest tier in the loyalty program, will also get their first bag checked free of charge.

New fare type: Basic

Southwest on Wednesday will also start selling basic economy tickets.

With the new Basic fare, customers won’t be able to make changes to their tickets, they’ll be among the last customers to board and their fare credits will expire in six months, compared with 12 months for other ticket classes.

In another change, the airline is ending its Wanna Get Away fare, which was the lowest-tier ticket before the changes.

What about assigned seats?

Southwest has been known for its open seating model for decades. Loyalists often obsessively check in a day before their flight in hopes of scoring a favorable boarding slot.

But later this year, Southwest says it will start selling tickets for flights in 2026 that will have seat assignments. It is also outfitting its planes with extra legroom seats, like many of its competitors, that fetch higher prices.

Can Southwest handle it?

Southwest executives have told staff that they expect passengers to carry on more luggage (those policies for free carry-ons aren’t changing) and have said the airline is installing larger overhead bins on its Boeing fleet, which should help with an influx of carry-on bags.

Executives have also said staff will get mobile bag tag printers at gates and airport lobbies to assist customers.

Are people mad?

Southwest can hardly post on social media — even about babies and puppies on board — without getting angry comments about the changed baggage policy.

But CEO Bob Jordan told CNBC last month that the policy change announcement the company made on March 11 hasn’t deterred customers.

“We have seen no book-down on that day or after that day,” he said on “Squawk on the Street” on April 24.
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Key Points

United and JetBlue announced a deal that allows the carriers to sell seats on each others’ flights and includes reciprocal frequent flyer benefits.

It will also allow United to return, again, to John F. Kennedy International Airport in New York, as early as 2027.

JetBlue has been eager to find an airline partner to better compete against bigger carriers, while United CEO Scott Kirby has long wanted to return to Kennedy Airport.

United Airlines has a new friend in Queens.

The airline plans to return to New York’s John F. Kennedy International Airport again, this time through a new partnership with JetBlue Airways.

The partnership, called Blue Sky, will allow the airlines to sell seats on each other’s sites and let JetBlue customers earn frequent flyer miles on United and vice versa. It also includes reciprocal loyalty benefits like priority boarding and roomier seats for travelers with elite status. The deal is subject to regulatory review, the airlines said.

Some aspects of the partnership, which the carriers announced Thursday, will begin as early as the fall, though the airlines didn’t provide exact timing. They also did not provide financial details of the deal.

JetBlue’s leaders have long said they need a partnership to better compete against larger airlines like United and their shared rival Delta Air Lines, the most profitable U.S. carrier.

United CEO Scott Kirby told CNBC’s “Squawk Box” on Thursday that in addition to the JFK access, the airlines together will have the largest presence in Boston and that United will be able to extend its reach in Florida and the Caribbean, where JetBlue has a robust network. In turn, JetBlue loyalists will get access to United’s globe-spanning destinations.

“It makes each airline more competitive,” Kirby said.

The new partnership stops short of the flight coordination that JetBlue had in its former alliance in the Northeast with American Airlines, which was struck down by a federal court on antitrust grounds two years ago. Last year, a judge blocked JetBlue’s plan to buy struggling budget carrier Spirit.

“This collaboration with United is a bold step forward for the industry — one that brings together two

customer-focused airlines to deliver more choices for travelers and value across our networks,” JetBlue CEO Joanna Geraghty said in a news release.

United left JFK in 2015, and Kirby has called that a mistake because moving transcontinental flights to Newark, New Jersey, allowed American to win over some corporate clients. It briefly returned in 2021, thanks to a Covid-era lull in traffic at the airport, where capacity is normally tightly controlled by the Federal Aviation Administration.

United left JFK again in 2022 because it wasn’t able to secure longer-term slots there.

Kirby has repeatedly said he wants the airline to return to JFK. The carrier has struggled in recent weeks with air traffic staffing shortages and congestion at its Newark hub.

Under the new agreement, United will be able to fly up to seven daily round-trip flights at congested Kennedy Airport, giving it more breadth in the New York City area, though the new operation will still be dwarfed by United’s main hub in the area at Newark Liberty International Airport.

United’s JFK flights will begin in 2027 at the earliest, the carriers said. JetBlue, meanwhile, will get eight flights at Newark. United didn’t say which routes it plans to operate at JFK, though its last foray was for service to Los Angeles and San Francisco.

They airlines called the swap a “net neutral exchange.”
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The Controller backplane is part of the Controller chassis. The front side contains the connectors for the Control Processor modules. The keying pins in the backplane connect the module housings with ground. The below figure shows the front view of an empty redundant Controller chassis, showing the Controller backplane.

The back side of the Controller backplane contains all the connectors for signals that go in or out of the (non-)redundant Controller. These connectors are visible when the back cover plate is swung upwards (see Figure 3).

The Controller backplane connects the 5VR output of the PSU of CP1 with the 5VR output of the PSU of CP2.

The resulting 5V-R is used to supply the non-redundant IO.

Thanks to the output diodes in the PSU-240516 (see Figure 2) the 5V-R will be available as long as (at least) one of the PSUs is operating.

The figure on the next page shows the 5V connection of the two PSU-240516 modules on the Controller backplane.

Connector function

The table on the next page describes the function of the connectors on the back side of the Controller backplane.

IO Chassis for non-redundant IO modules (Safety Manager)

The IOCHAS-0001S is a chassis for up to 18 non-redundant IO modules. It consists of the following components:

The above figure shows the front side of an empty IOCHAS-0001S with the front-cover raised. A 19″ chassis has 21 slots for modules (each 4TE wide). These slots are numbered 1 to 21, starting at the lefthand side of the chassis.

In the IOCHAS-0001S, slots 1 to 18 are available for IO modules.

IO Housing

The IO housing is specifically designed for Safety Manager.

It is a 19″ based housing.

A coverplate assembly at the front of the chassis shields the flatcables of the IO modules. This cover can be swung upwards to access the flatcables. To swing the cover upwards, unlock it by moving the two locking slides horizontally towards the middle of the chassis. The backside of the IO cover assembly provides room for a tagnumber assignment drawing.

The backside of the IO housing is covered by an IO back cover plate that can be removed by rotating the half-turn locking screw anti-clockwise (see the below figure).

IO cable clamp support (with tie wrap) at the back of the IO housing leads all cables towards the side of the IO chassis.

Horizontal IO bus backplane for non-redundant IO

Figure 6-10 shows a front view of a filled IOCHAS-0001S with the cover opened.

Figure 6-11 shows a front view of a filled IOCHAS-0001S with the cover closed.

The below table lists the connectors present on the IOBUS-HBS.

The above figure shows the front side of an empty IOCHAS-0001R with the front cover raised.

A 19″ chassis has 21 slots for modules (each 4TE wide). These slots are numbered 1 to 21, starting at the left-hand side of the chassis. In the IOCHAS-0001R, slots 1 to 18 are available for IO modules. They are configured in pairs

The IO modules in the odd numbered slots (and the IO-0001 in slot 20) are controlled by Control Processor 1.

The IO modules in the even numbered slots (and the IO-0001 in slot 21) are controlled by Control Processor 2

Slot 19 cannot be used.

Slot 20 and slot 21 contain the IO-0001 modules.

IO Housing

The IO housing is specifically designed for Safety Manager.

It is a 19″ based housing.

A cover plate assembly at the front of the chassis shields the flatcables of the IO modules. This cover can be swung upwards to access the flatcables. To swing the cover upwards, unlock it by moving the two locking slides horizontally towards the middle of the chassis. The backside of the IO cover assembly provides room for a tag number assignment drawing.

The backside of the IO housing is covered by an IO back cover plate that can be removed by rotating the half-turn locking screw anti-clockwise (see the below figure).

The pin allocation of each respective input and output module can be found in the module datasheet. The figure on the next page shows the pin mapping from an IO chassis connector at the front to both a SIC cable (CNx) connector and a converter (Px) connector at the back of the IO Chassis.

Horizontal IO bus backplane for redundant IO:

Figure 6-17 shows a front view of a filled IOCHAS-0001R with the cover opened.

Figure 6-18 shows a front view of a filled IOCHAS-0001R with the cover closed.

The below table lists the connectors on the IOBUS-HBR.

CPCHAS-0002

Chassis for redundant Controller (Safety Manager A.R.T.)

The Controller chassis CPCHAS-0002 is used to contain the Control Processor modules. Each Safety Manager has one Controller chassis. The Controller chassis is generally located at the top position in the cabinet, and the IO chassis at lower positions.

A Controller chassis contains the following components:

Controller housing

Controller backplane

Controller housing

The Controller housing has been designed specifically for Safety Manager. It is a 19″ housing that is open at the front and covered at the back.

Control Processor modules are placed in the chassis through the front of the housing with the use of module guides, which are located at the bottom and top plate of the housing.

The modules are locked in the chassis with the quarter turn fasteners, located below the module-grips.

The below figure shows the front of a filled redundant Controller chassis.

The back of the housing is covered by a magnetically locked back cover plate, which can be swung upwards to reveal the Controller backplane.

Cables must be tie-wrapped to one of the three horizontal bars at the back of the housing, to lead them towards the side of the chassis.

The top bar is reserved for the 24V-supply and 24V-signal wires/cables.

The middle bar is reserved for the communication cables.

The bottom bar is reserved for the 5V and Watchdog cables (WdPx and 5V-x).

The figure 6 – 21 shows the back of an empty Controller chassis.

Location of Control Processor modules

The Controller chassis CPCHAS-0002 contains all Control Processor modules.

The below table shows the location of the Control Processor modules in a redundant Controller (as seen from the front of the cabinet). As you can see, all Control Processor modules are doubled in a redundant Controller configuration, with the exception of the Battery and Key switch module, which is shared by both Control Processors.

For each Quad Processor Pack, room is provided for two communication modules in the Controller chassis. The below table shows possible locations for different combinations of communication modules.

Controller backplane

The Controller backplane is part of the Controller chassis. The front side contains the connectors for the Control Processor modules. The keying pins in the backplane connect the module housings with ground.

The below figure shows the front view of an empty redundant Controller chassis, showing the Controller backplane.

The back side of the Controller backplane contains all the connectors for signals that go in or out of the Controller. These connectors are visible when the back cover plate is swung upwards (see “Back view of an empty Controller chassis” on page 111).

Connector function

The below table describes the function of the connectors on the back side of the Controller backplane.

IOCHAS-0002S

The IOCHAS-0002S is a chassis for up to 18 non-redundant IO modules. A 19″ chassis has 21 slots for modules (each 4TE wide). These slots are numbered 1 to 21, starting at the left-hand side of the chassis.

In the IOCHAS-0002S, slots 1 to 18 are available for IO modules.

Behind the blind front at slot 19, board is located.

Slot 20 and slot 21 contain the IO-0002 modules.

IO Housing

The IO housing is specifically designed for Safety Manager.

It is a 19″ based housing.

A coverplate assembly at the front of the chassis shields the flatcables of the IO modules. This cover can be swung upwards to access the flatcables. To swing the cover upwards, unlock it by moving the two locking slides horizontally towards the middle of the chassis. The backside of the IO cover assembly provides room for a tagnumber assignment drawing.

The backside of the IO housing is covered by an IO back cover plate that can be removed by rotating the half-turn locking screw anti-clockwise (see the below figure).

Attention: The IO back cover plate will be completely unattached from the IO chassis after the locking screw has been turned. Be careful not to drop it.

IO cable clamp support (with tie wrap) at the back of the IO housing leads all cables towards the side of the IO chassis.
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Millmate roll force systems Introduction

A measurement technology offering high accuracy is a prerequisite for modern rolling mills of today

System overview ABB’s Millmate rollforce system in rolling mills

The constant striving to achieve optimum process quality and the highest possible productivity is the essential goal of modern production units.

Rolled products are called upon to meet ever stricter demands, and as a consequence so is also rolling mill equipment. A truly measured roll force is crucial in achieving correct roll gap settings, true force distribution from operator side to drive side of your mill and supervision of the backup bearings and roll eccentricity.

The Millmate roll force system incorporates all these essential features.

The Millmate roll force load cells act as integrated parts of the mill stand. The rock-solid Pressductor® load cell design in combination with the intelligent and reliable communication functions are crucial keys to true roll force measurement.

The Millmate roll force system consists of a Millmate Controller (MC 400) and two load cells with matching units. The various types and the wide load range of Millmate roll force load cells cover practically all conceivable roll force measurement applications.

The ABB equipment is easy to install and operate. We offer installation support as well as long-term after sales supply and support. Due to ABB’s extensive experience in the rolling mill industry, we can offer outstanding application know-how in this particular field.

Pressductor® Technology

Measurement principle

ABB’s Millmate roll force load cells are based on the well-known Pressductor® principle patented in 1954, utilizing the magneto-elastic effect, according to which the magnetic properties of steel are influenced by mechanical forces acting on it.

700% of nominal load. The highest permissible single loading without mechanical damage to the load cell

300% of nominal load. The highest permissible load without permanent change of data

02 Load cell application in hot rolling mill

03 The measurement principle is based on the magneto- elastic effect, according to which the magnetic properties of the material are influenced by mechanical stress. The transducer is magnetized via the primary coil.

An electrical voltage proportional to the applied force is induced in the secondary coil

04 Load cell application in cold rolling mill

In the transducer body there are four holes. Two coils at right angle to each other are winded through these holes. One winding (the primary) is supplied with an alternating current; the other winding (the secondary) acts as a measurement winding. Since the two windings are at right angle to each other, there is no magnetic coupling between them as long as there is no load acting on the transducer body

If the transducer body is loaded (as shown in figure 3), the field pattern changes. The permeability of the steel is reduced in the direction of the force and increase in the direction at right angles. The result is a change in the symmetry of the magnetic flux, so that some of the flux induces a voltage in the secondary winding. The induced voltage is proportional to the load.

Right from the beginning of the Pressductor era a transducer based on this measurement principle turned out to be perfect for the rolling mill environment.

The key factors are:

• No compression of the transducer is needed to achieve a reliable signal corresponding to the applied force.

• An overload capacity of up to 700 % is achieved by utilizing only a small part of the elasticity of steel.

• The standard load cell consists of 1,500 to 2,000 transducers, always ensuring a true roll force measurement, even if the load is unevenly distributed.

• Signal-to-noise level is outstanding due to the high signal output from the load cell (500 mV).\

The rock-solid design of the Pressductor load cells fulfils these key factors and will assure you many years of accurate measurements in your rolling mill.
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The AADvance system uses Internet Protocol (IP) to carry communications between the controller and the AADvance Workbench software or AADvanceTrusted SIS Workstation software. This chapter shows you how to set up the IP address in the controller. It is convenient to set up the controllerresource number at the same time.

Controller IP Address

The AADvance controller stores its IP address data in non-volatile memory in the T9100 processor base unit. The data is independent of the T9110 processor modules in the controller, and so the controller keeps the address information when you remove a processor module.

You must set up the IP address data when you create a new system, or if you fit a new processor base unit.

After having set up the IP address data in the controller, you can configure the AADvance Workbench software or AADvance-Trusted SIS Workstation software to find the controller on the network.

Troubleshooting AADvance Discover Communications

This procedure describes how to activate communications using the AADvance Discover tool. After completing the steps, refresh the AADvance Discover tool’s list of modules to test for communications.

1. Ensure that the Ethernet cable is plugged into a socket above a fitted AADvance controller – communications will not ‘pass through’ unused slots.

2. Ensure that the controller is activated by turning the locking bar. Wait for the Ready LED to go green before refreshing the AADvance Discover tool. (The communications tasks are not active until it is ‘Ready’).

3. Do not use an office network. Use an isolated hub or switch between the computer and AADvance controller. Check that the hub/switch has LEDs lit forthe ports to both computer and controller, showing that the ports are working.

4. Open the Network Connections window. Open the Properties of the computer’s network adapter (as used for configuring AADvance). Un-tick all protocol “items” which are not immediately necessary, especially “Check Point SecuRemote” and “iPass Protocol” (if present). You will need to leave “Internet Protocol” (or) “IPv4” and “IPv6”, “Client for Microsoft Networks”, “File and Printer Sharing” and “Network Monitor Driver” (if present) for normal Windows operation.

5. Disable the Windows Firewall, or any third-party firewalls and shields.

6. If using a laptop, disable Wireless. If there are multiple network connections, disable the connections not being used. The AADvance Discover tool does not discover controllers if there are multiple network connections enabled.

Configure the Controller Resource Number in the Controller

When assembling a new AADvance controller (or install a new T9100 processor base unit) you have to configure the resource number stored in the controller. The resource numberis a type of device address, and it must also be configured in the application.

The procedure to configure the resource number uses the AADvance Discover utility. To set the resource number do the following:

1. Write down the controller’s MAC address (Controller ID) displayed on a label on the processor base unit. Install at least one T9110 processor module into the processor base unit.

2. Make sure the program enable key is inserted in the KEY connector on the processor base unit.

3. Start the AADvance Discover tool from the Start menu:

4. Locate the controller in the list and make sure that the status of the controlleris Configurable.

5. Double-click the MAC address in the Controller ID field.

• The resource and IP Address dialog box is displayed.

6. Enter the resource value into the Resource Number field, then click Apply.

• Returning to the main window of the utility, the controller status will show Pending Restart.7. To finish the update, turn off the power to the controller.

8. Start the controller. Refresh the screen to make sure that the new resource number is shown in the resource field and that the controller status is configurable.
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Key Points

United Airlines said international- and premium-cabin revenue rose during the first quarter while domestic coach sales dropped.

The carrier still beat earnings expectations for the period.

United Airlines warned that a recession could drive down its adjusted annual earnings to $7 to $9 a share from its currently projected $11.50 to $13.50.

 

　　A United Airlines Boeing 767 passenger aircraft approaches Newark Liberty International Airport as trucks travel near the Port Jersey Container Terminal in Jersey City, New Jersey, on April 8, 2025.

Charly Triballeau | Afp | Getty Images

United Airlines maintained its full-year forecast on Tuesday but took an unusual step of offering a second forecast should the U.S. slip into a recession, calling the economy “impossible to predict.” Either way, it expects to turn a profit.

The carrier warned alongside its first-quarter earnings that a recession could drive down profits this year, but said booking trends are stable.

The company left in place expectations issued in January for adjusted earnings per share of $11.50 to $13.50, but said that in a recession, it would expect to earn between $7 per share and $9 per share on an adjusted basis.

“The Company’s outlook is dependent on the macro environment which the Company believes is impossible to predict this year with any degree of confidence,” it said in a securities filing.

United Airlines said it plans to cut flights starting this summer to match disappointing domestic travel demand while bookings for pricier, international trips remain strong.

United plans to trim domestic capacity by about 4% starting in the third quarter. That includes off-peak domestic flights, where demand has dropped the most. Rival Delta Air Lines as well as Frontier Airlines are also cutting their growth plans this year because of weaker-than-expected domestic bookings.

Profitable airlines United and Delta are capitalizing on demand from travelers willing to pay more for pricier seats and other higher-end products, even as economic concerns weigh on consumer sentiment amid President Donald Trump’s trade war, mass government layoffs and other factors.

“The weakest region that we have is domestic,” United Airlines CEO Scott Kirby said in an interview with CNBC’s “Squawk Box” on Wednesday. He said the second-weakest segment is Canada, where United and other carriers have scaled back flights due to falling demand this year

Future bookings over the past two weeks have been stable, the company said, adding that premium-cabin bookings are up 17% from the same point last year and international bookings are up 5%, though the carrier did not provide a figure on domestic coach-cabin demand.

Europe-originating bookings to the United States are down 6% from last year, while those from Canada are down 9%, said United’s chief commercial officer, Andrew Nocella, on an earnings call on Wednesday.

For the first quarter, United Airlines swung to a $387 million profit, or $1.16 a share, from a $124 million loss, or a loss of 38 cents per share, a year earlier. Adjusted earnings of 91 cents per share, which exclude one-time gains related to aircraft sale-leasebacks, outpaced Wall Street’s expectations of 76 cents per share.

Unit revenue for domestic flights fell 3.9% from last year during the first quarter, while unit sales from international routes rose more than 5%. Revenue of $13.21 billion was up more than 5% from a year ago, and came in slightly below the $13.26 billion that analysts expected, according to LSEG. Capacity was up almost 5% from the first quarter of 2024.

United Airlines said it expects to post second-quarter adjusted earnings per share of $3.25 to $4.25, in line with estimates, citing strong demand for premium-cabin bookings and international travel.

Here is what United Airlines reported for the quarter that ended March 31 compared with what Wall Street was expecting, based on estimates compiled by LSEG:

Earnings per share: 91 cents adjusted vs. 76 cents expected

Revenue: $13.21 billion vs. $13.26 billion expected

Delta last week said it could not reaffirm its full-year outlook, citing uncertainty in the market.

United doesn’t expect “a meaningful direct impact from tariffs” tied to its airplane purchases, the airline’s president, Brett Hart said on Wednesday’s earnings call.

“Boeing accounts for the majority of our future total order book and most of our Airbus A321neos are produced in Alabama,” he said.

While Boeing produces aircraft in the U.S. and Airbus makes some of its narrow-body planes in Alabama, the aircraft rely on a web of imported parts, including large components of CFM engines, which are made in a joint venture of GE Aerospace and France’s Safran.

Delta’s CEO, Ed Bastian, last week said the carrier won’t pay new tariffs on its Alabama-assembled Airbus aircraft, despite the tariffs, and that it would defer any of that manufacturer’s planes that are affected by new taxes.
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Key Points

Airlines are expected to cut 2025 outlooks when they report earnings starting this week.

Wall Street analysts have slashed their price targets for U.S. airlines and downgraded ratings as concerns about travel demand grow.

Consumers had been willing to pay for travel and experiences over goods despite years of inflation, but the industry has seen a stark turn in sentiment.

 

 

A Boeing 767-332(ER) from Delta Air Lines takes off from Barcelona El Prat Airport in Barcelona on Oct. 8, 2024.

Joan Valls | Nurphoto | Getty Images

Waning travel from Canada. Signs of weaker demand across the Atlantic. Mass government layoffs. Tariffs. Consumers pulling back on travel bookings. The worst stock market swoon since 2020. All are signs of concerns for the airline industry.

U.S. airlines will likely cut their 2025 outlooks when they report earnings starting this week, analysts say, pointing to cracks in demand for travel, which customers had prioritized even through years of inflation.

“Clearly, things are softer than they were in January,” Raymond James analyst Savanthi Syth told CNBC.

Delta Air Lines last month cut its first-quarter forecast, citing weaker-than-expected corporate and leisure bookings. American Airlines and Southwest Airlines also trimmed their outlooks for the first half of the year.

Since then, airline stocks have tumbled further, as concerns have grown about weaker demand amid President Donald Trump’s policies, most recently, new globe-spanning tariffs of no less than 10%.

“The level of sell-off is worse than the reality right now, but it doesn’t necessarily mean it won’t be the reality six months from now,” Syth said.

Wall Street analysts have slashed their price targets and downgraded their ratings on U.S. airlines, even Delta, the most profitable of the U.S. carriers. Like its main rival United Airlines, Delta has said high-income consumers who are willing to shell out more for roomier seats have been a boon to its bottom line in recent years.

However, they’re not expecting anything like the pandemic in 2020, when countries closed their borders and air travel demand essentially dried up overnight. It was still the industry’s worst-ever crisis. Demand hasn’t disappeared this time, but instead is showing signs of strain that other industries have also seen.

Delta will be the first of the U.S. airlines to report quarterly results before the market opens on Wednesday.

Airline stocks have tumbled this year. Delta has plummeted more than 38%, American has fallen over 45% and United has dropped more than 40% so far in 2025.

The turn in sentiment is stark for the travel industry, which has enjoyed strong demand, particularly for international destinations, since the end of the pandemic, as consumers prioritized experiences like weekslong trips through Japan and jaunts to Portugal over buying goods.

Signs of lower international demand, in addition to weaker travel from Canada, are emerging in U.S.-Europe bookings.

Bookings between the U.S. and Europe for June through August are down about 13% over last year as of March 31, according to aviation data firm Cirium, though it cautioned that the figures come from online travel agencies and not direct bookings on airline sites.

Still, some analysts are concerned.

“We expect a world of slower growth, higher inflation, and a more isolationist U.S. to significantly disrupt the competitive environment for airlines,” TD Cowen wrote on Friday. “We are concerned that the new economic paradigm causes another structural leg down in corporate travel while the negative wealth effect further dampens consumption, especially by Baby Boomers.”

The Bank of America Institute wrote last week that it “could be that the recent drop in consumer confidence is translating into people hesitating to book trips, or considering paring them back,” though it added that “bad weather and a late Easter this year are also likely playing a part.”

Airline executives have said that government travel, which accounts for just a few percentage points of their business but millions of dollars in revenue, has dried up during the mass layoffs and other cost cuts. They’ll face questions on earnings calls this month about side effects, such as job cuts at companies like consulting giant Deloitte.

Another question will be how resilient premium travel demand is. Syth said the front of the airplane will likely still be full, but that airlines could stimulate demand, if needed, by offering attractive point redemptions for frequent flyers.

“The cabins will be full, but how good will the yields be?” she asked.
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Key Points

United Airlines is adding service to Vietnam and Thailand in October.

The carrier is also beginning nonstop service from San Francisco to Adelaide, Australia, in December.

It’s part of the airline’s ongoing effort to add far-flung destinations not served by its rivals.

 

 

United Airlines plans to add daily flights to Vietnam and Thailand in October, further expanding the network for the U.S. carrier that already has the most Asia service.

In the expansion, United is using a tactic that’s unusual in its network: Its airplanes from Los Angeles and San Francisco that are headed for Hong Kong will then go on to the two new destinations. The Bangkok and Ho Chi Minh City, Vietnam, service is set to begin on Oct. 26.

On Oct. 25, United plans to add a second daily nonstop flight from San Francisco to Manila, Philippines, and on Dec. 11, it will launch nonstops from San Francisco to Adelaide, Australia, which will operate three days a week.

Read more CNBC airline news

United Airlines adds Thailand, Vietnam and Australia flights in latest expansion

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The carrier has aggressively been adding far-flung destinations not served by rivals to its routes, like Nuuk, Greenland, and Bilbao, Spain, which start later this year. Getting the mix right is especially important as carriers seek to grow their lucrative loyalty programs and need attractive destinations to keep customers spending.

Bangkok, in particular, “is in even more demand now given the popularity of ‘White Lotus,’” Patrick Quayle, United’s senior vice president of network and global alliances, said of the HBO show.

He said the carrier isn’t planning on cutting any international routes for its upcoming winter schedule.
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To simplify the ordering process, RTU2020 has a limited number of model numbers to provide complete RTUs. For example, for one complete non-redundant RTU with 28 onboard I/O, only 1 model number is required, SC-UCMX01.

SC-UCMX01：RTU2020 Non-redundant Controller with 28 mixed onboard I/O

SP-IHARTP：HART Protocol Enabler License

Includes: 1 x SC-PCMX01 and 1 x SC-TCMX01

HART enabler license required for each I/O module (onboard or expansion) where HART digital access is required

SP-EBLDR1 RTU Builder

Note 1 – One required for each computer (physical or virtual) RTU Builder is to be installed on. Can run both online and offline.

Spare Parts

In the event spare parts are to be ordered, the following individual modules that make up complete RTUs can be ordered.

SC-PCMX01 RTU2020 controller CPM, 28 mixed onboard I/O

SC-TCMX01 RTU2020 controller IOTA, 28 mixed I/O

Experion® is a registered trademark of Honeywell International Inc.

All other products and brand names shown are trademarks of their respective owners.

This document contains Honeywell proprietary information. It is published for the sole usage of Honeywell Process Solutions’ customers and prospective customers worldwide. Information contained herein is to be used solely for the purpose submitted, and no part of this document or its contents shall be reproduced, published, or disclosed to a third party without the express permission of Honeywell International Inc.

While this information is presented in good faith and believed to be accurate, Honeywell disclaims the implied warranties of merchantability and fitness for a particular purpose and makes no express warranties except as may be stated in its written agreement with and for its customer.

In no event is Honeywell liable to anyone for any indirect, special or consequential damages. The information and specifications in this document are subject to change without notice.
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