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If You Could Start New US Airways Routes?  
User currently offlineUS A333 PIT From United States of America, joined Jan 2001, 310 posts, RR: 0
Posted (9 years 10 months 1 week 6 days 8 hours ago) and read 5787 times:

What do you think would be profitable considering the current US Airways network? They need help and was wondering what your ideas would be if you were in charge. What point-to-point markets do you think would make sense? What strategic moves could they do to strengthen their network? New destinations etc...I'm curious to see what everyone has to say. Thanks.

29 replies: All unread, showing first 25:
 
User currently offlineN1120a From United States of America, joined Dec 2003, 26426 posts, RR: 76
Reply 1, posted (9 years 10 months 1 week 6 days 8 hours ago) and read 5760 times:

Honestly, I would rewind the last 15-20 years and hang on to PSA, deconcentrate from the east coast and increase international flying earlier.


Mangeons les French fries, mais surtout pratiquons avec fierte le French kiss
User currently offlineUsairways16bwi From United States of America, joined May 2004, 1004 posts, RR: 4
Reply 2, posted (9 years 10 months 1 week 6 days 8 hours ago) and read 5746 times:

well... their most profitable flights are the trans atlantic and carribean flights. they should increase the frequencies of those flights. also, of course, the florida market which is always profitable. as far as point to point, they really should expand further west, maybe they could benifit from their alliance with UA out of denver...

User currently offlineInnocuousFox From United States of America, joined Dec 2003, 2805 posts, RR: 14
Reply 3, posted (9 years 10 months 1 week 6 days 8 hours ago) and read 5743 times:

There is nothing novel out there that can support the CASM that they have. New routes isn't going to cut it.


Dave Mark - Intrinsic Algorithm - Reducing the world to mathematical equations!
User currently offlineFlyguyclt From United States of America, joined Aug 2005, 537 posts, RR: 8
Reply 4, posted (9 years 10 months 1 week 6 days 8 hours ago) and read 5729 times:

You would think if they could get the gates at MDW that they would start somethings in direct compition with ATA. They could go after some business travel and with being a partner with UA. They could easily draw from the Chicago market.

MDW to LGA BOS EWR DCA just to name a few.*



Safe Flying  Smile

* only my opinion.



Florida Express, Braniff II and ......
User currently offlineERJ170 From United States of America, joined Apr 2004, 6761 posts, RR: 17
Reply 5, posted (9 years 10 months 1 week 6 days 8 hours ago) and read 5741 times:

Here are some routes...using my home airport..

RDU-MSY (E170.. 2x daily)
RDU-LAX (734.. 1 daily)
RDU-BUF (E145.. 2x daily)
RDU-FLL (E170.. 2x F-Sun)

EWN-JFK (E145.. 2x daily)
EWN-PHL (E145.. 2x daily)
EWN-MCO (E145.. 1x SS)

With Pasadena opening up for commercial service, pull a B6 and make a focus city for West coast.

[Edited 2004-10-14 17:52:28]


Aiming High and going far..
User currently offlineKkfla737 From United States of America, joined Oct 2004, 1033 posts, RR: 1
Reply 6, posted (9 years 10 months 1 week 6 days 8 hours ago) and read 5722 times:

I think their idea of an FLL mini-hub/Focus city is sound. It is similar logic to what TWA used in the late 90s with SJU. Also, I think that US should assert its status on the east coast with more point to point flights and should also look at downscaling PHL to an Int'l hub, because with the new emphasis on point to point flights, PHL will be overflown from the SE to NE often. CLT should remain the largest hub in the system and US should do everything possible to keep LCCs from entering the CLT market. If they must develop a fortress hub at CLT in order to survive while sacrificing the rest of the network, I'd consider doing that.

User currently offlineWhlinder From United States of America, joined Jun 2000, 63 posts, RR: 0
Reply 7, posted (9 years 10 months 1 week 6 days 7 hours ago) and read 5667 times:

I would:

Get transatlantic anti-trust immunity/extensive codesharing with SK.

Start PHL-CPH on the A330
Start BOS-CPH on the 762.
Start CPH-BOM and CPH-DEL with the A330.

All SK transatlantic flights would have US codesharing, and the flights to India would have the SK code on them. Thus allowing:
one connection from BOS/EWR/PHL/IAD/ORD/SEA to get to India. Plus the additional US feed through PHL.
one connection from continental Europe through CPH.

I can't keep track of all the freedoms that US/SK have or don't have, or if US has rights to serve India. But they can try to get them. I also can't keep track of US' widebody utilization, but they eliminated the PIT transatlantic flights, freeing up some aircraft. It can be done. US should look into it.


User currently offlineIowaman From United States of America, joined May 2004, 4384 posts, RR: 6
Reply 8, posted (9 years 10 months 1 week 6 days 7 hours ago) and read 5624 times:
AIRLINERS.NET CREW
FORUM MODERATOR

the florida market which is always profitable.

The florida market is one of the least profitable markets because there is so much competition and the large presence of FL and WN.



Next flights: WN DSM-LAS-PHX, US PHX-SJD. Return: US SJD-PHX, WN PHX-MDW-DSM
User currently offlineGLAGAZ From UK - Scotland, joined Feb 2004, 1983 posts, RR: 11
Reply 9, posted (9 years 10 months 1 week 6 days 7 hours ago) and read 5604 times:

well... their most profitable flights are the trans atlantic and carribean flights. they should increase the frequencies of those flights.

So any chance of making GLA a year round service? US were supposedly ecstatic with the performance of the new route over the Summer months. Maybe just wishful thinking as US seem to be in their coffin awaiting the nails.



Neutrality means that u don't really care cos the struggle goes on even when ur not there, blind and unaware
User currently offlineUS A333 PIT From United States of America, joined Jan 2001, 310 posts, RR: 0
Reply 10, posted (9 years 10 months 1 week 6 days 4 hours ago) and read 5434 times:

What is SK? Is that SAS? Interesting Ideas. Keep 'em coming.

User currently offlineKcrwflyer From United States of America, joined May 2004, 3805 posts, RR: 7
Reply 11, posted (9 years 10 months 1 week 6 days 4 hours ago) and read 5342 times:

I think our biggest O&D market would work..

CRW-LGA (2x ERJ)


User currently offlineFlyMeToTheMoon From United States of America, joined Jul 2004, 242 posts, RR: 1
Reply 12, posted (9 years 10 months 1 week 6 days 3 hours ago) and read 5283 times:

If you could convince the luminaries in the US Congress any 762 service from DCA to Europe would make money by the barrel for US Airways, assuming a 762 loaded for transatlantic service can operate from DCA. By the way, can it?


Fly me to the moon... but not through LHR!
User currently offlineScottB From United States of America, joined Jul 2000, 6743 posts, RR: 32
Reply 13, posted (9 years 10 months 1 week 6 days 2 hours ago) and read 5173 times:

I doubt that DCA could handle 767's bound for Europe given its short main runway and terminal space limitations -- not to mention that a 767 laden with enough Jet-A for an 8- to 9-hour flight isn't exactly what you want flying out of an airport within 3 minutes' flying time of the Capitol, White House, Pentagon, etc. The lack of Customs facilities at DCA also makes the plan unworkable.

Adding a bunch of service to Europe in the fall and winter is a bad, bad idea. Loads to Europe drop off precipitously in the winter and much of this flying is only marginally profitable (or just plain unprofitable) in the winter.

I have my doubts about the whole FLL strategy if AA decides to take the gloves off and play hardball with US. I just feel that AA is going to fight very hard to protect its market in South Florida and they have the ability to make the US operation at FLL unprofitable.


User currently offlineEddieDude From Mexico, joined Nov 2003, 7569 posts, RR: 43
Reply 14, posted (9 years 10 months 1 week 6 days 1 hour ago) and read 5127 times:

I would go ahead with the proposed PHL-MEX route. I would time it so as to take advantage of the connection opportunities to Europe.


Next flights: MEX-GRU (AM 77E), GRU-GIG (JJ A320), SDU-CGH (G3 73H), GRU-MEX (JJ A332).
User currently offlineMAH4546 From Sweden, joined Jan 2001, 32699 posts, RR: 72
Reply 15, posted (9 years 10 months 1 week 6 days 1 hour ago) and read 5124 times:

the florida market which is always profitable.

The florida market is one of the least profitable markets because there is so much competition and the large presence of FL and WN.


The Florida market makes up for loss of yields with density. Also, despite the presence of Southwest, they have not been able to hurt carriers in the South Florida market. MIA and RSW in particular are two very strong yielding markets that command strong load factors. MIA has the added benefit of having those strong load factors year-round.

Despite a heavy LCC presence, FLL's (soon to be) three largest carriers are all cartel: Delta, American, and US Airways.

And smaller Florida airports with limited or no compietition are gold mines: Naples, Melbourne, Key West, Daytona Beach, Fort Walton Beach, Tallahasse, Gainesville. You should just see the outrageous prices Continental Connection charges for a less than 45-minute hop between Miami and Naples.

Palm Beach has limited LCC presence and, with a wealthy population base, strong yields.

Orlando yields suck, but the high, year-round load factors makes the market profitable for most carriers.



a.
User currently offlineN670UW From United States of America, joined Jul 2003, 1603 posts, RR: 8
Reply 16, posted (9 years 10 months 1 week 6 days 1 hour ago) and read 5051 times:

Orlando yields suck, but the high, year-round load factors makes the market profitable for most carriers.

High load factors do not make up for rock-bottom prices. An airplane full of people on $79 o/w fares from PHL to MCO doesn't equal profit, and I don't believe for a second that MCO is profitable for carriers like US, DL, or CO.

http://www.thestate.com/mld/miamiherald/business/3973999.htm Though that article is from 2002, fares have only gotten worse since then.


670

[Edited 2004-10-15 00:54:13]

User currently offlineMAH4546 From Sweden, joined Jan 2001, 32699 posts, RR: 72
Reply 17, posted (9 years 10 months 1 week 6 days ago) and read 5025 times:

High load factors do not make up for rock-bottom prices. An airplane full of people on $79 o/w fares from PHL to MCO doesn't equal profit, and I don't believe for a second that MCO is profitable for carriers like US, DL, or CO.

Maybe not US or CO, but it I doubt Delta doesn't make a profit at Orlando. They are the only carrier on a large number of regional routes in the Southeast, to markets with limited or no lowfare compietition, like Charleston, Greensboro, Greer, and Richmond.



a.
User currently offlineCumulonimbus From , joined Dec 1969, posts, RR:
Reply 18, posted (9 years 10 months 1 week 6 days ago) and read 5026 times:


Well Call me silly but I would Convert some CRJ orders to Dash-8Q400's. I would do this because of the many short routes they currently operate with CRJ's and Other RJs. Routes I would Like to see are:

RDU -Nassau, YYZ-LGA, CHS-LGA, BWI- RDU BWI- Kansas City, RDU Kansas City. RDU- Syracuse.

I belive that US Should definatly focus on more Point to Point Service.

Just my 2 Cents. Mike


User currently offlineERJ170 From United States of America, joined Apr 2004, 6761 posts, RR: 17
Reply 19, posted (9 years 10 months 1 week 5 days 21 hours ago) and read 4889 times:

I believe US needs to do more transcons..

Use those E170 for some longer P2P flights..

say to CUN or DEN or MSY or DFW or MCI from some of their east coast cities that can handle those markets..

say for example.. RDU, ORF, PVD (not necessarily CUN), GSO, BHM.. etc..

the E170 would be the right size plane for these trips cause they won't go out half empty and the semi-transcon would make it a good money-maker..



Aiming High and going far..
User currently offlineCO737800 From Canada, joined Dec 2003, 545 posts, RR: 1
Reply 20, posted (9 years 10 months 1 week 5 days 21 hours ago) and read 4862 times:

I would start winter flights into Vancouver, Calgary and Edmonton cause we Canadians like to go to hot places in winter. I think they could fill the planes if they had the right priceand good connecting flights

User currently offlineBigblack From United States of America, joined Aug 2004, 600 posts, RR: 0
Reply 21, posted (9 years 10 months 1 week 5 days 18 hours ago) and read 4731 times:

BOS to RDU Direct would be handy


Someone special in the air
User currently offlineSHUPirate1 From United States of America, joined Sep 2003, 3670 posts, RR: 17
Reply 22, posted (9 years 10 months 1 week 5 days 18 hours ago) and read 4717 times:

Call me crazy, but I don't believe a fully loaded 767 could make it from DCA to IAD due to DCA's short runway...heck, it would probably land in the Potomac River before it took off...


Burma's constitutional referendum options: A. Yes, B. Go to Insein Prison!
User currently offlinePensacolaguy From United States of America, joined Sep 2004, 546 posts, RR: 1
Reply 23, posted (9 years 10 months 1 week 5 days 17 hours ago) and read 4711 times:

Well since you're asking...I think US Airways can make some money if they started nonstop. PHL-PNS, DCA-PNS service. Using US Airways Express ERJs/CRJs. The O&D between the Metro Washington D.C Area and PNS is great. You never know untill you give it a try.  Smile/happy/getting dizzy

User currently offlineBehramjee From Canada, joined Aug 2003, 4769 posts, RR: 43
Reply 24, posted (9 years 10 months 1 week 5 days 15 hours ago) and read 4739 times:

Considering the current market conditions of US AIR, I would do the following :

1. Shut down US's CLT and PIT hubs as you cant have 4 hubs on the east coast with PHL-DCA-CLT and PIT. I would keep DCA and PHL as they have brighter futures...and more J/F class pax I would assume.

2. I would look into a West Coast hub city and would probably settle for LA area.

3. I would make USs A 321s replace all the local B 762 operated North American-Domestic flights.

4. I would deploy B 762ERs and A 333s solely on International routes to Europe by increasing services on profitable routes such as LGW-MAN-CDG-FRA.

5. I would also look into flying to Asia namely India having the following route PHL-MUC-BOM as A 333 cant fly CPH-INDIA nonstop but A 332 can !!!

6. New destinations I would look into would be B 762ERs from PHL to Cairo 4 weekly...though 95% of the pax wont be O&D...I believe in the potential of the Egypt-US market which is greatly underserved. From PHL, US AIR can fly pax to virtually any major US city nonstop.

7. Another new destination would be PHL-LOS 4 weekly with a B 762ER alongwith PHL-CPH with a B 762ER.

8. Some B 757s would be used for PHL-UK flights to smaller cities such as BHX-Cardiff etc.

9. I would be adventurous by replacing the 10 A 330-200 order with 6 A 340-500s and 4 A 330-200s so that I can start nonstop PHL-CHINA (PEK/PVG) flights) in the future.

10. I would ASAP try and sell all unwanted aircraft such as the oldest of the B 733s and 734s as well as make them retire ASAP so that my narrow body fleet jet fleet is centred around the A 320 family thus saving on many maintainenance related costs. I would however keep the B 752s and B 762s as theyre extremely useful aircraft for any given situation !!!

11. I would also reconfigure a few A 320s and B 757s into all economy class seating and fly them on routes which purely and mainly have leisure travel and face stiff competition such as PHL-FLL-TPA-LAS-San Diego-MCO etc in order to reduce costs on these routes and compete more effectively with Low cost airlines such as Southwest-ATA-Air Tran.

[Edited 2004-10-15 10:48:41]

25 Post contains images Usairways16bwi : wow...those are some interesting suggestions: "3. I would make USs A 321s replace all the local B 762 operated North American-Domestic flights" - I di
26 Whlinder : I'm curious how an A330-300 can't fly CPH-India. US flies it PHL-FCO, which the great circle mapper has at 4378 mi. CPH-BOM is under 4000 mi, and DEL
27 ERJ170 : BOS to RDU Direct would be handy Well, US is gonna have to do something pretty damn soon. They have to the end of the month to put up more flights/des
28 USAFHummer : "Call me crazy, but I don't believe a fully loaded 767 could make it from DCA to IAD due to DCA's short runway...heck, it would probably land in the P
29 PHLBOS : DCA's longest runway is about the same length as LGA's runway which as you know has handled DL 767 services for years...so DCA-IAD on a 767 would be n
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