747fan From United States of America, joined Jun 2007, 1206 posts, RR: 1
Reply 6, posted (8 years 3 months 2 weeks 2 days 13 hours ago) and read 3753 times:
For SA)">AA, I'd say its JFK-LHR along with JFK-LAX. Also to some extent, DFW-NRT and MIA-LHR.
For SA)">UA, probably SFO-NRT, JFK-LAX/SFO, and ORD-HKG. Also IAD-KWI.
For SA)">DL, JFK-LGW and ATL-CDG. SA)">CO's flagships are EWR/IAH-LGW (soon LHR). USAirways: hard to say, but maybe CLT-LGW; soon it will be PHL-PEK. For SA)">NW, probably DTW-AMS and DTW/MSP-NRT.
I'll also add some flagship routes for the cargo airlines, can't forget about them...
UPS: SDF-ANC, SDF-CGN
SA)">FX: MEM-ANC, MEM-CDG, MEM-NRT
Hard to say for ABX/DHL, as their int'l. flying is done by Lufthansa Cargo (or is it Gemini?) and Northwest Cargo. ILN-LAX and ILN-JFK I'd say are good guesses. I believe ILN-JFK is one of the few routes they use an A300 on.
Some flagship routes for international carriers:
BA, AF, KL, LH, IB, AZ, EI, etc. - all their flights to JFK. For IB, probably MAD-EZE as well.
EK: DXB-JFK, DXB-LHR
SQ: SIN-LHR, SIN-SYD
CX: HKG-JFK, HKG-LAX
QF: SYD-HKG-LHR, SYD-LAX (and SYD-LAX-JFK, for that matter)
Feel free to add to or correct!
You're kidding, right?!? This right goes on simply by government, military, and large corporate contracts. By no means is it a "flagship" route by general popularity, or by size of plane if you take that into consideration (777, not 744).
Quoting Burnsie28 (Reply 2): NW- DTW-NRT is a guess, or maybe MSP-NRT since that is where it all started.
Wasn't the first NW Orient 707 transpac SEA-NRT??
My vote for NW would have to be NW1: LAX-NRT-HKG.
If an airline's flight 1 is anything to consider, the legacies are:
Transpac787 From United States of America, joined Jul 2007, 3284 posts, RR: 13
Reply 9, posted (8 years 3 months 2 weeks 1 day 22 hours ago) and read 3671 times:
Quoting BoeingPride800 (Reply 8): It's funny how AA's flagship JFK-LAX only makes a profit of $200 a flight with the 762. Just goes to show how much the operation will cost with food/maintenance and most of all fuel/oil costs
I take it you got your statistic from that TV documentary on AA?? While they did quote a mere $200 profit for the one flight, you must keep in mind that profit was for THAT flight alone. Their will be some flights that operate at a loss and other flights that operate with filthy profits. Just depends on what day and flight you analyze. AA1 on the very next day could have made $20,000.....all hypothetically of course, but nonetheless.
IAD-KWI, as mentioned in reply 6, is one of the most "polarized success" routes in the UA system. Some days it will make monumental profits, and other days it will fly at nightmarish losses with no more than 30 people on the entire 777. Obviously the profit is enough to offset the bad days, as UA recently made UA982/981 a daily flight, up from 3x weekly.
Correct. In fact, in a NW timetable dated 1964, shortly after 707s had replaced DC-8s on their transpac routes, SEA and ANC remained their only U.S. gateway cities for flights to NRT and the Orient.
As for "flagship routes," DCA-SEA would seem to hold this distinction with Alaska Airlines on the basis of the flight numbers assigned: 1 and 3 westbound, 2 and 4 eastbound. Generally speaking, the lower the flight number(s), the more a flight might be considered a "flagship" route.
Quoting Leskova (Reply 1): What, exactly, defines a "flagship route"? And why does an airline even need one?
"Flagship route" is, for all practical purposes, a term from the past, when airlines took great pride in what were considered their most prestigious routes, generally longhaul in nature. "Back then" rights to fly between any two points, whether domestic or international, did not come easily, especially on more lucrative "high-profile" routes. Such routes were especially prized by airlines and were sometimes referred to as their "flagship" routes. That was also when airlines were viewed as a valued service rather than a commodity.
NW's primary gateway to Japan for decades was SEA, apart from a few flights (less than daily) in DC-7C and DC-8/707 days that operated from JFK and ORD via ANC. Direct flights MSP-Tokyo didn't begin until quite a bit later if memory correct. SEA-Tokyo flights also stopped at ANC in both directions until the 707 replaced the DC-8.
And just a minor correction, NRT didn't open until 1978. All flights used HND prior to 1978.