TWA902fly From United States of America, joined Dec 1999, 3150 posts, RR: 4
Reply 1, posted (10 years 1 month 3 weeks 6 days 6 hours ago) and read 2772 times:
Well you answered your own question... there are no LCCs at DCA because it is such an expensive airport (as in landing fees, gate space etc), and not only that its pretty close to full. and it is slot controlled.
life wasn't worth the balance, or the crumpled paper it was written on
Wjcandee From United States of America, joined Jun 2000, 5505 posts, RR: 22
Reply 2, posted (10 years 1 month 3 weeks 6 days 6 hours ago) and read 2791 times:
Uh, as you mention, there are at least two LCCs that fly to DCA with significant service. I don't see how you can pooh-pooh that. One is ATA, 4 flights a day from MDW in Chicago, and which includes codeshares with Southwest to ABQ, HOU, IND, MCI, LAS, LIT, LAX, OAK, OMA, PHX, SAN, SEA and STL. Also, on ATA itself, you can fly west to DEN, SFO, DFW and other places.
The other is Airtran, which has 4 flights a day from ATL, with lots of connections.
America West, 2 each from PHX and LAS; Frontier, 3 flights daily from DEN, and Spirit, from Detroit, FLL and MYR.
N1120A From United States of America, joined Dec 2003, 27529 posts, RR: 74
Reply 3, posted (10 years 1 month 3 weeks 6 days 6 hours ago) and read 2762 times:
Quoting ERJ145LR (Thread starter): (I guess you could call AirTran and ATA lcc's, but i was thinking more like: JetBlue, Song, Independence Air(never would happen, b/c of IAD hub), SWA, and any of the other "core" LCCs)
FL is definately an LCC, and a core one at that. It is actually larger than Song, jetBlue, and Indy. Additionally, TZ is also a large LCC, much stronger now with WN on its side. F9 also serves DCA, and they are a large LCC
Mangeons les French fries, mais surtout pratiquons avec fierte le French kiss
Bwione From United States of America, joined Jun 2004, 106 posts, RR: 1
Reply 8, posted (10 years 1 month 3 weeks 6 days 5 hours ago) and read 2681 times:
You also have two fairly large LCC focus city operations at BWI. Southwest has 164 daily flights and AirTran has 35 daily flights. So, 25 miles to the North, you have more than 200 flights (also Frontier, America West and USA 3000) and 25 miles to the west you have more than 200 flights (Independance, JetBlue and AirTran). Washington actually probably has one of the highest concentrations of LCC service in the country.
And DCA's LCC flights are nothing to complain about, service from AirTran, Spirit, Frontier, America West and ATA isn't too bad. The big issue at DCA is not the cost of the operation (i.e. landing fees), its access to the slots. The only way most of the LCCs even got into National in the first place was through additional slots that Congress had to force in.
Ouboy79 From United States of America, joined Nov 2001, 4645 posts, RR: 22
Reply 14, posted (10 years 1 month 3 weeks 6 days 4 hours ago) and read 2569 times:
You won't see a major LCC presence in DCA unless US or DL goes down. US being the largest in DCA would cause mass chaos at the airport as everyone tries to fill the large gap left behind. Unlike PIT...DCA has the O&D.
And yes...HP is an LCC...they have some of the lowest costs in the industry and that is what an LCC is...LOW COST CARRIER. Nothing to debate when the numbers are there.
JetBluefan1 From United States of America, joined Dec 2003, 3087 posts, RR: 13
Reply 15, posted (10 years 1 month 3 weeks 6 days 2 hours ago) and read 2505 times:
FL is definately an LCC, and a core one at that. It is actually larger than Song, jetBlue, and Indy.
Whoa there!! AirTran bigger than JetBlue? Perhaps more aircraft but definitely not "bigger." JetBlue offers both more ASM's and takes in more revenue. No arguing that it isn't a core LCC, however. IMO - WN, B6 and FL are the core LCC's in the U.S. I really dont know where HP stands as it seems too "complex" to me.
As far as the topic, I think DCA would see a great LCC presence if it weren't for the limited amount of slots. I hate slots...
Frontier pulled out of IAD. There is some debate about why. Or even, why they went there.
From Day 1, DEN/DCA was a terrific route for them as 1 x daily. When Congress opened up some more beyond perimeter slots, Frontier applied for 4 (2 x landing, 2 x take off) to give them - if they got the slots - 3 x daily.
At the same time they applied for the DCA slots, they announced a 2 x daily service to IAD.
Several people raised their eyebrows, including me, and there was some concern that this would not help their DCA application.
However, Frontier management thought it would help the DCA case, and certainly they got the additional slots. As a 3 x daily, DEN/DCA is a terrific route for Frontier.
But then they announced they were dropping IAD, and several people, including myself, raised their eyebrows.
Did they start DEN/IAD in case they didn't get the additional DCA slots? Did they start IAD to show DOT they were serious about Washington? Did they always hope to run both routes?
Mind you, they dropped IAD at about the time the price of fuel (oil) was going throguh the roof, so that they have something to do with it.
No, it is called the Supply and Demand effect. DCA has the highest demand because of proximity to downtown Washington, plus a limited supply of slots and destinations. For Dulles and BWI, their demand stems largely from which is closer to where you live in the city and in the region. For much of DC, parts of Maryland and for Northern Virginia, IAD is easier to get to than BWI. Another factor would be where you are going, but most fares at BWI approximate those for IAD.
Personally, I need to see a fare of about $200 cheaper to go to BWI over DCA or IAD.