727LOVER From United States of America, joined Oct 2001, 6787 posts, RR: 20 Posted (6 years 11 months 3 weeks 3 days 17 hours ago) and read 2107 times:
Reading these recent Skybus threads, a lot of people brought up focusing on Orlando market from secondary markets or secondary airports. I believe this sounds a lot like the original Airtran. Were they ever profitable? How long were they flying? What about them attracted Valujet?
Actually, it was the other way around. J7 sought to buy FL. Unsure of the exact reason, but If nothing else; acquiring another carrier (and keeping their name) was the best way to shed the negative press and jabs that J7 received following the 1996 crash of Flight 592 (and to get out of the late-night comedian's radar). After the crash (and brief shutdown), many outside of ATL were hesitant/reluctant to fly J7.
"TransEastern! You'll feel like you've never left the ground because we treat you like dirt!" SNL Parady ad circa 1981
Flyboy7974 From United States of America, joined Jan 2003, 1540 posts, RR: 2
Reply 6, posted (6 years 11 months 3 weeks 3 days 5 hours ago) and read 1708 times:
CitrusCritter - great point made, and last week USAToday illustrated that same point that with all the criticism sometimes made about Allegiant, the paper showed a small chart with fuel prices going up, and which airlines would profit/lose at different levels of the cost of fuel, and at the highest cost, I think it was $160 a barrel, the only two airlines not to lose money were Southwest and Allegiant. Southwest would break even and Allegiant would be the only airline to make a profit at that level. I've been trying to get on the usatoday page to find that small chart but it's saying down for service, maybe it's just being uploaded with next day topics, but, interesting enough that Allegiant has found and can maintain their niche in the commercial market through the years.
After ValuJet592 happened, I spent a week working with the airline because so many of my friends from school had gotten jobs with them and it was just a real young, fun airline that had been doing so well. While originally an entire summer was suppose to be the internship, for obvious reasons that was scrapped and I was able to get a week in with the airline in all areas in Atlanta. One day with diff board at a corporate office building not too far from ATL, one more day there working with routing/scheduling/crew & a/c, a day with ops, a day onsite at ATL, and one day doing inflight observation. During this whole time, there was talk of the merger and buyout and who it was, and I remember interestingly enough that a lot kept on saying ATA and didn't realize that whoever thought they knew something must have misread something at one point or another and the merger/buyout was AirTran Airways and not Amer Trans Air as most speculated. The day in the corporate building with diff board members and meetings and dept briefings, the major talk was Orlando, the airline wanted to move hq to Orlando and keep ATL as the major hub. At that point, the whole emphasis was going back to basics, they were simply focusing on rebranding. Exec knew they had the product, they knew there was a demand, it was just that the crash had completely tarnished their name and the FAA to c.y.a was so quick with the press/media to slam "low-cost" carriers after 592. ValuJet had an abundance of cash on reserve and thank God for them, somebody was taught right to put away when doing well, and they were able to sustain the turbulent times after the crash and it became apparent that operating as ValuJet would just not make it. The quickest solution to both, rebranding and initial move, was the AirTran merger.
As already mentioned here, I am almost positive that the original AirTran was profitable through a good part of their history and I think, even at the time of the buyout. Aside from this, there was a lot going on more with the Mesaba side of things and owning AirTran and Mesaba being a NWA partner. Somebody on here has to know more about that and I can't find anything right now, but, wasn't there heat from NWA about the Mesaba ownership of another airline and it being competitive against NWA on certain routes, although indirectly since NWA hubs weren't served by the original AirTran, but I thought there was something about the CEO of Mesaba or the side ownership of AirTran. The only time I was able to ever see one of their 737-200 was in MCI and I was cruising the terminals on a layover and saw the plane pulling in. Went over to the gate to watch and talked with the g/a and I forgot where they tagged the flight onto, but another airline had cxld a flight and sent pax over to AirTran and the g/a was trying to get all the paperwork figured out since they weren't use to boarding many there in MCI, I think it was to OMA or DSM or somewhere like that, but afterwards the g/a talked a bit and just raved about the airline. For that day, g/a had a paper printout of e.b.t. for flights throughout the system and overall the airline that day looked to be doing quite well and g/a said that was about norm for them, and it makes me think that maybe they had back then what Allegiant does now. Find unserved or underserved markets out of MCO and offer nonstop service which other airlines have ignored and create a niche out of a leisure market with ample demand.
I can't find, but, if correct, the aircraft was all coach, right? Did they offer any inflight service or just traditional drinks and peanuts?
727LOVER From United States of America, joined Oct 2001, 6787 posts, RR: 20
Reply 7, posted (6 years 11 months 3 weeks 3 days 3 hours ago) and read 1684 times:
Quoting Flyboy7974 (Reply 6): CitrusCritter - great point made, and last week USAToday illustrated that same point that with all the criticism sometimes made about Allegiant, the paper showed a small chart with fuel prices going up, and which airlines would profit/lose at different levels of the cost of fuel, and at the highest cost, I think it was $160 a barrel, the only two airlines not to lose money were Southwest and Allegiant. Southwest would break even and Allegiant would be the only airline to make a profit at that level. I've been trying to get on the usatoday page to find that small chart but it's saying down for service, maybe it's just being uploaded with next day topics, but, interesting enough that Allegiant has found and can maintain their niche in the commercial market through the years.
I saw that, it was an analysis from Merrill Lynch. The highest fuel was $110 a barrel. WN would have a $445 m profit and G4 would have a $3m. profit. It also said FL would break-even, but since it also said FL would have loss at lower oil prices, I believe this is not accurate.
I feel woozy....what did you put in that Pudding Pop?
That second brochure amazed me. I never knew that the original AirTran had signed a codeshare agreement with Comair to provide flying out of Orlando. I would assume that ended as a result of the Valujet purchase.
N702ML From , joined Dec 1969, posts, RR:
Reply 10, posted (6 years 11 months 3 weeks 2 days 15 hours ago) and read 1457 times:
Quoting 727LOVER (Reply 7): If anyone else has any more info, please share.
Here is a quote from AirTran's 1997 annual report:
"On June 13, 1997, the Company entered into a code-sharing agreement with
Comair, a large regional airline operating flights in Florida. The
code-sharing agreement permits AirTran Airways to sell tickets to its
passengers allowing them to connect in Orlando with Comair flights
continuing on to nine other Florida destinations other than Orlando. These
tickets will be sold to passengers under the tradename "AirTran's Florida
Connection". The Company began taking reservations on June 19 and carried
its first passenger that same day."