RoseFlyer From United States of America, joined Feb 2004, 9185 posts, RR: 52 Reply 2, posted (8 years 1 month 2 weeks 4 days 13 hours ago) and read 2106 times:
Nice article. Hopefully it will give Eos and Maxjet some recognition. There is definitely potential in LCC business class service. By having only business class seats on their planes, Eos and Maxjet won't have to subsidize heavily discounted economy seats. I hope both carrier succeed, and it won't be bad taking some profit away from big bad BA.
If you have never designed an airplane part before, let the real designers do the work!
FlyNYC From United States of America, joined Oct 2005, 24 posts, RR: 0 Reply 4, posted (8 years 1 month 1 week 2 days 10 hours ago) and read 1917 times:
Quoting Flightopsguy (Reply 3): While etops is expensive, so is flying about 2 additional hours eastbound, and at least 30-45 mins longer westbound even under best wind conditions.
"Two additional hours eastbound"?? Eos flies to Stansted, not Scandinavia.
Eos Airlines is not an LCC by any stretch of the imagination, but a premium business class product. It certainly has competitive fares compared to other business class products, which means that it is focused on providing the most value to the customer... and that it is trying to capture market share.
With a $0.75 + CASM, it is certainly not a "low cost carrier".
Eos is at a clear advantage compared to MAXjet. First, Eos has only 48 seats to fill, compared to MAXjet's 102. Secondly, Eos has a much better product. Eos was designed from the ground up as a premium business class product, by experienced industry executives and investors who know a lot about delivering high-end service.
MAXjet (formerly known as "Skylink") was designed as a low cost, transatlantic flying bus... much like People Express or the "skytrain". MAXjet was supposed to fly out of the DC area (first BWI, then IAD)... and possibly even get feed from FLYi.
Well, needless to say... basing a business plan partly on "feed from FLYi" isn't a very good idea. Now, MAXjet has morphed into a "business class" airline. Unlike Eos, MAXjet doesn't have a lie-flat bed, as much personal space or a very well through out business product in general.
Plus, the B767 is just the wrong airplane for this mission.
Without much funding, and with a haphazardly thrown together business plan, don't expect MAXjet to be plying the north Atlantic skies for long.
Jetjack74 From United States of America, joined Jul 2003, 7366 posts, RR: 51 Reply 5, posted (8 years 1 month 1 week 2 days 10 hours ago) and read 1871 times:
Quoting FlyNYC (Reply 4): Without much funding, and with a haphazardly thrown together business plan, don't expect MAXjet to be plying the north Atlantic skies for long.
I don't think either one of them will. If they're looking to lure business travellers, why would they risk wasting money on a fledging operation, between 2 markets that are so heavily travelled, with so muh competition. Most business travellers are too loyal to the frequent flyer programmes to take risks like that with all the perks that they get already. I would expect them to get even more if these carriers last more than a month. My guess is that these 2 carriers will either take the low-cost, charter course or fold altogether.
FlyNYC From United States of America, joined Oct 2005, 24 posts, RR: 0 Reply 6, posted (8 years 1 month 1 week 2 days 9 hours ago) and read 1809 times:
It's definitely a gamble. The frequent flyer program will certainly be one challenge. Also, with a huge amount of business seat capacity in the market... one would think that BA, VS, UA, AA and CO could easily make things very painful for the startups.
I guess the theory is that there is enough business traffic in this market that is craving an exclusive, business-focused product... a void that has been left somewhat with the departure of the Concorde.
These new startups are primarily targeting the financial services / banking industry... which Stansted is better suited to serve.
But, will there really be enough people switching from the established carriers to the startups to make this a viable plan?
The NYC-LON market is definitely a fat, rich market... and one of these carriers may survive off the crumbs. But will they be able to expand and grow? Seems unlikely.
But on the other hand, what is there to fill the gap between business class in a jumbo and the $50K to $100K transatlantic flight in a private jet? One would think that there is a niche for a differentiated, specialized product like Eos.
MAXjet's strategy on the other hand (undercutting the network carriers) is a lose-lose plan.
7LBAC111 From United Kingdom, joined Jul 2004, 2566 posts, RR: 42 Reply 7, posted (8 years 1 month 1 week 2 days ago) and read 1740 times:
Quoting FlyNYC (Reply 6): These new startups are primarily targeting the financial services / banking industry... which Stansted is better suited to serve.
Definately, an often overlooked fact! People think London's financial district, and think LCY or simply LHR. With the Stansted Express rail link connecting Liverpool Street, STN has much more potential for premium traffic than it currently sees.
Are there any carriers apart from MAXJet and Eos, who offer premium service into STN?
Debate is what you put on de hook when you want to catch de fish.
FlyNYC From United States of America, joined Oct 2005, 24 posts, RR: 0 Reply 8, posted (8 years 1 month 1 week 1 day 15 hours ago) and read 1571 times:
Quoting 7LBAC111 (Reply 7): Are there any carriers apart from MAXJet and Eos, who offer premium service into STN?
Only Eos and MAXjet serve Stansted from NYC, or from anywhere in the US for that matter.
In addition, the New York transit authority is planning to build a high-speed rail link between the new World Trade Center / Fulton Street station in downtown Manhattan, to JFK International. This will further solidify the Wall Street - Stansted connection. However, I believe that the proposed completion of this rail link is over 5 years away.