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Boyd's Weekly Hot-flash  
User currently offlineDLKAPA From , joined Dec 1969, posts, RR:
Posted (8 years 8 months 1 week 6 days 4 hours ago) and read 2105 times:

http://www.aviationplanning.com/asrc1.htm

I felt like posting this weeks hot flash because it's especially well-written to what has happened lately. Some great points boyd touches on are Indy's bk, the Wright amendment, and Security at EWR that he touches on very briefly.

The Indy assesment is great. Not only fun to read but factually well-written.

Have a read, you won't be dissappointed.

6 replies: All unread, jump to last
 
User currently offlineDALNeighbor From United States of America, joined Oct 2005, 598 posts, RR: 0
Reply 1, posted (8 years 8 months 1 week 6 days 4 hours ago) and read 2017 times:

Boyd refrences the Braniff TEXAS CLASS fiasco. Does anybody remember what that was and what happened? Why was it a fiasco?

"Their performance in the last 18 months is one that can take its place in the Pantheon of dimbulb management, joining such suicidal bonehead plays as Braniff’s 1981 “Texas Class” fiasco, and WestPac’s move from COS to Denver."



Wright Amendment = Federally Engineered AA Price Gouging
User currently offlineBoeing7E7 From , joined Dec 1969, posts, RR:
Reply 2, posted (8 years 8 months 1 week 6 days 3 hours ago) and read 1941 times:

One of two things:

Painting an aircraft for the Dallas Cowboys

Hiring an ex Southwest CEO, slashing fares and going broke.

Could be either one....


User currently offlineGoingboeing From United States of America, joined Dec 1999, 4875 posts, RR: 17
Reply 3, posted (8 years 8 months 1 week 6 days 3 hours ago) and read 1928 times:

Quoting DALNeighbor (Reply 1):
Boyd refrences the Braniff TEXAS CLASS fiasco. Does anybody remember what that was and what happened? Why was it a fiasco?

Because it was one of the first "airline within an airline" concepts. The thing is, it shared the same name. "Texas Class" was a one class configuration on the Braniff 727's. The trouble was...it wasn't the entire fleet...just some flights designated "Texas Class". If a customer happened to want a first class flight, but was booked on a "Texas Class" flight, odds are he shifted his business to AA or somebody else. And it wasn't uncommon to have "regular" and "Texas Class" aircraft flying the same route.


User currently offlineOPNLguy From , joined Dec 1969, posts, RR:
Reply 4, posted (8 years 8 months 1 week 6 days 3 hours ago) and read 1917 times:

Quoting DALNeighbor (Reply 1):
Boyd refrences the Braniff TEXAS CLASS fiasco. Does anybody remember what that was and what happened? Why was it a fiasco?

IIRC, they went to an all-coach configuration on some 727-200s, and that ran into product differentiation problems for folks connecting at DFW from one 727 to another, not to mention the usual aircraft swaps when one type broke and another was swapped in its place. The year 1981 was not a great time for them (the rapid post-deregulation expansion was coming back to haunt them, along with competition from AA) and I guess they were trying to increase the volume of passengers on some routes, They ceased ops in May of 1982.


User currently offlineDALNeighbor From United States of America, joined Oct 2005, 598 posts, RR: 0
Reply 5, posted (8 years 8 months 1 week 6 days 2 hours ago) and read 1827 times:

Thanks. It sounds like Texas Class was not a bad idea. Implementation and fragmentation were the killers. I guess it would be like JetBlue offering First class on half of its fleet. It has to be all or nothing.


Wright Amendment = Federally Engineered AA Price Gouging
User currently offlineCkfred From United States of America, joined Apr 2001, 5167 posts, RR: 1
Reply 6, posted (8 years 8 months 1 week 5 days 21 hours ago) and read 1681 times:

I read in the Chicago Tribune last week some quotes from Mr. Boyd. Essentially, Southwest now has some of the highest payscales in the industry, since most other carriers have either a) gone into bankruptcy, b) gotten concessions from employees, or c) are new enough that employees aren't in the top ends of payscales.

In addition, Southwest will have less fuel hedged at higher prices.

For Southwest to remain profitable, it must continue expansion. Why did Southwest take 4 empty gates at PHL? To keep them away from B6.

Why did it start service to PIT? Because it needed PHL-PIT to really drive growth at PHL.

Why did Southwest enter into the deal with ATA? Because it feared AirTran setting up a strong hub at MDW.

Basically, Mr. Boyd feels that Southwest is now acting in a defensive mode, trying to protect itself from all competitors.

He said earlier that Southwest could get handed its hat at DEN, since Frontier has already driven down fares. Guess what? Frontier and United have already cut fares at DEN. That certainly hurts Southwest's margins on DEN traffic.


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