Airbusaddict From United States of America, joined Aug 2007, 412 posts, RR: 0 Posted (5 years 9 months 3 weeks 5 days 17 hours ago) and read 1980 times:
Will American Eagle ever come back to Sioux Falls? Once they downsized STL, the FSD flights got dropped, but what makes me mad was that those flights were getting 85-95% load factors on the E145 and CR7. Then FSD-ORD was dropped in 2003 (or 2004) because of ORD traffic problems, but yet the load factors were the same as STL. So I am wondering if AA Eagle will ever come back to Sioux Falls, since ORD is the number one traveled market from FSD.
And another question, is FSD to close to SUX for new F9 Q400 service? Thanks
OBSMGR From United States of America, joined Aug 2007, 47 posts, RR: 3 Reply 1, posted (5 years 9 months 3 weeks 5 days ago) and read 1837 times:
Thanks for giving me a reason to join the .net, as this is my first post.
I was VERY involved with the AA operation in FSD, and there are a couple of issues with your first post. First of all,
The flights to STL never averaged anywhere close to 85% after the first round of cuts started in STL, and that was using the E140 aircraft (E145s never went FSD-STL). The FSD market was shifted to ORD after STL was cut to the point it is at today, in hopes that the ORD market would perform better than STL did. We conducted several open houses with our marketing and AAdvantage folks, even leveraged the relationship with Citibank in Sioux Falls, and although the business improved to a brisk level, it was never strong. From memory, I'd have to say that our load factors were averaging 55-65%, on a mix of E135,E140, and E145 aircraft. The CR7 never served FSD for American. The only other aircraft that was contemplated was the MD-80 during hunting season, but at the time, the aircraft from TWA were being modded and were unavailable- so the same mix of EMBs was carried out into the busiest season.
With a total of 10-12+ flights (AA+UA) to ORD from FSD, the yeilds were almost always depressed, and UA fought hard to keep their market share. In addition, NW took a decent chunk of eastbound connectivity through MSP, and even on to ORD on 3 through-flights they operated. When the crunch for slots happened in ORD, FSD was high on the "underperforming list" and breif consideration was made to moving the service to DFW, but the airport authority had just granted subsidies to Delta (Comair to CVG), America West (Mesa to PHX), and Allegiant to LAS.
American didnt see anything improving with yeilds in light of increased competition and left the market.
While I have been in the industry long enough to know to never say never, I would be somewhat surprised if AA went back to FSD any time soon. The market didnt really work the first time they tried it with F100s (91-92?), or the second time even after they inherited the TWA frequent flyer base.
As for your question about F9 in SUX, Im not sure what you mean. If you are asking if SUX is sufficiently close to FSD to drive, the answer is "absolutely". If you are asking if F9 considered FSD for service from DEN- I have no idea. I had experience in SUX as well, and lets just say not much beyond a SF3 seemed to work there.
CIDflyer From United States of America, joined Apr 2005, 2008 posts, RR: 3 Reply 4, posted (5 years 9 months 3 weeks 4 days 22 hours ago) and read 1750 times:
I think if AA were to ever make a return to FSD they would do it from DFW. AA probably should have tried shifting the flights to DFW after the STL right sizing, instead of trying to go toe to toe with UA to ORD. I could see them back in the market someday, however I am sure they have higher priorities right now (not to mention a shortage of planes).
OBSMGR From United States of America, joined Aug 2007, 47 posts, RR: 3 Reply 6, posted (5 years 9 months 3 weeks 4 days 19 hours ago) and read 1684 times:
Quoting CIDflyer (Reply 4): I think if AA were to ever make a return to FSD they would do it from DFW.
DFW may have worked, but at the time remember our primary consideration was to try and preserve the end-markets we had inherited from TWA. (Whom I also worked for... ) If a passenger was accustomed to connecting to NYC, DC, BOS, RDU, etc (all were decent markets from FSD by the way), the connections over ORD looked better than connections over DFW.
When DFW initially was proposed, it was invisioned to complement ORD, not replace it. UA is in a strong position in FSD, as they have great connections both eastbound (over ORD) and westbound (over DEN). Some, (including myself) believed we needed DFW in addition to ORD to really compete effectively with UA. I think Delta found this to be the case as well, as they abandonded their 'CVG-Only' service, and added service to SLC to capture westbound connections.