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MIA/MCO-HNL Non-stop Ever?  
User currently offlineLemonKitty From United States of America, joined Sep 2004, 130 posts, RR: 9
Posted (5 years 4 months 3 weeks 2 days 8 hours ago) and read 4786 times:
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Has any airline ever flew non-stop from MIA-HNL, or MCO-HNL? If so, which airlines and what type of equipment...If not, why?

LK


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10 replies: All unread, jump to last
 
User currently offlineDispatchguy From United States of America, joined Jan 2006, 1249 posts, RR: 2
Reply 1, posted (5 years 4 months 3 weeks 2 days 5 hours ago) and read 4686 times:

Not that I know of - and the reason is that there is probably not enough people on a daily basis who are in MCO/MIA or HNL and want to go to MCO/MIA or HNL; specifically, not enough to put on a widebody aircraft type.

Send em to ATL or DFW or LAX, and sure you could probably do it as a thru flight, but not as a nonstop - not enough of a market...



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User currently offlineViscount724 From Switzerland, joined Oct 2006, 25459 posts, RR: 22
Reply 2, posted (5 years 4 months 3 weeks 2 days 5 hours ago) and read 4659 times:

Those sound like the most unprofitable routes I can possibly imagine.

User currently offlineItalianFlyer From United States of America, joined Nov 2007, 1099 posts, RR: 2
Reply 3, posted (5 years 4 months 3 weeks 2 days 2 hours ago) and read 4573 times:

Funny you should mention this...as I noticed in the 1976 and 1977 timetable route maps, it appears that Braniff International does have an HNL-MIA nonstop listed....however when looking at the MIA schedule it shows a connection via DFW. Was this a dormant authority that was never used?

I agree with everyone else...this is a "let's take a pile of money and catch it on fire" market from a yield standpoint , but under regulation there were allot of weird city parings, so it is a valid question.


User currently offlineJetskipper From United States of America, joined Jun 2001, 401 posts, RR: 0
Reply 4, posted (5 years 4 months 3 weeks 2 days ago) and read 4460 times:

You would be taking two leisure destinations with very few connection options (who is continuing on from HNL to the Caribbean?), little cargo demand and traditionally very low yields and combining them. These issues combined with the fact that it would be a very long and costly segment requiring the dedicated use of a 767 or 787 (no way the route would see a triple) that could be more profitably utilized on other routes would make this route a disaster. You have to remember, a full flight never means a profitable flight.

User currently offlineTimz From United States of America, joined Sep 1999, 6840 posts, RR: 7
Reply 5, posted (5 years 4 months 3 weeks 1 day 14 hours ago) and read 4084 times:

The timetables to check would be 1969 -- which means forget MCO. A number of cities got their first nonstops to HNL (and ITO) then, but as I recall MIA didn't then and hasn't since.

User currently offlineOA412 From United States of America, joined Dec 2000, 5295 posts, RR: 25
Reply 6, posted (5 years 4 months 3 weeks 1 day 14 hours ago) and read 4060 times:

Given that the Carribean is so close to MIA, there is no need for someone to fly all the way to Hawaii to go on vacation. Besides, US East Coast-Hawaii sectors are quite long, being almost as long (and sometimes longer) than the longest NYC-Europe flights. That's quite a distance to fly for a less than stellar yield.


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User currently offlineViscount724 From Switzerland, joined Oct 2006, 25459 posts, RR: 22
Reply 7, posted (5 years 4 months 3 weeks 1 day 13 hours ago) and read 4012 times:



Quoting ItalianFlyer (Reply 3):
as I noticed in the 1976 and 1977 timetable route maps, it appears that Braniff International does have an HNL-MIA nonstop listed....however when looking at the MIA schedule it shows a connection via DFW. Was this a dormant authority that was never used?

On the Braniff route maps in several timetables from the 1970s (using the Airchive.com site), BN is showing several apparent nonstop routes to HNL they never operated as far as I know. However most of the route maps refer to "Certificated services". I think they're showing routes they could have operated but not all were actually served. That's somewhat misleading.


User currently offlineAnetter123 From , joined Dec 1969, posts, RR:
Reply 8, posted (5 years 4 months 3 weeks 17 hours ago) and read 3578 times:



Quoting OA412 (Reply 6):
Given that the Carribean is so close to MIA, there is no need for someone to fly all the way to Hawaii to go on vacation. Besides, US East Coast-Hawaii sectors are quite long, being almost as long (and sometimes longer) than the longest NYC-Europe flights. That's quite a distance to fly for a less than stellar yield.

I agree. I live in Miami and I'd rather take a 45 minute flight to Paradise Island in the Bahamas then take a 9 hour flight (with a connection) to Hawaii like I did once...lol.

Miami is closer to the Caribbean islands then it is to the rest of the USA...lol.


User currently offlineBMI727 From United States of America, joined Feb 2009, 15749 posts, RR: 27
Reply 9, posted (5 years 4 months 3 weeks 17 hours ago) and read 3560 times:



Quoting ItalianFlyer (Reply 3):
I agree with everyone else...this is a "let's take a pile of money and catch it on fire" market from a yield standpoint , but under regulation there were allot of weird city parings, so it is a valid question.

Yields were a lot different then. Fewer people could afford to fly, but at least the airlines made money. (sometimes)

Quoting Viscount724 (Reply 2):
Those sound like the most unprofitable routes I can possibly imagine.

More unprofitable than SYD-ARN?



Why do Aerospace Engineering students have to turn things in on time?
User currently offlineTango-Bravo From United States of America, joined Jun 2001, 3805 posts, RR: 29
Reply 10, posted (5 years 4 months 3 weeks 13 hours ago) and read 3419 times:



Quoting Jetskipper (Reply 4):
You have to remember, a full flight never means a profitable flight.

...well... not always. A full flight sometimes = a profitable flight... although markets in which flights are fullest are just as likely, it seems, to be markets in which profits are marginal to non-existent. For whatever reason(s), it seems the U.S. legacies can never quite get over their obsessions with market share and load factors as the be all and end all that drives their business plans.

Getting back on topic, no U.S. airline was so insane as to ever actually launch MIA/MCO-HNL non-stop service...although Braniff during the early years of deregulation seemed to have been so obsessed with starting new services -- regardless of whether it made any sense -- that I would go so far as to speculate that they may have considered such an addition to their route network at some point in time before their demise.


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