B727LVR From United States of America, joined Jul 2008, 629 posts, RR: 0 Posted (3 years 10 months 3 weeks 6 days 13 hours ago) and read 1390 times:
I was in ROW for the inaugural ROW-DFW flight. Now I see that they have expanded it slightly by adding LAX. So now the flight go DFW-ROW-LAX, then return LAX-ROW-DFW. From what I understood initially the City of Roswell offered something along the lines to buy any empty seat they had on a flight to ensure the flight had a predetermined capacity, and within the first 6 months or so they only had to buy less than 10 seats. Not sure how true that is, I don't imagine many city's offering a deal like that to an airline. But how good is the route for EGF? Was the original DFW-ROW-DFW good enough they expanded on it, or was the addition of LAX an effort to increase capacity? To be honest I am surprised ROW is still being serviced. I figured it would last for a year then be cancelled. I know before I left ROW that within the first 6 months the flights were pretty packed, both the 135 and 145 acft.
I'm like a kid in a candy store when it comes to planes!
It's a lot more than people think. For small/medium cities without (and a few with) a Fortune 500ish company HQ. About 50-75% offer MQ (or any other carrier) some sort of incentive package to service their airport, I can be a load guarantee (à la we'll buy X percent of seats), a relaxation of airport/landing/city taxes or fees, or just a straight annual payout for providing service to said city. Also a lot of times it's not the city directly per say but the chamber of commerce, local business, etc. that offer or foot the bill. DBQ, SPI, ROW are a few that I know offered said incentive either public or private sector and there are quite a few more that do that don't advertise the fact.
Quoting B727LVR (Thread starter): But how good is the route for EGF? Was the original DFW-ROW-DFW good enough they expanded on it, or was the addition of LAX an effort to increase capacity?
I don't know the exact load factors for DFW-ROW to require and expansion to LAX but you also have to factor that ROW (and SAF now) offer a link for MQ to move aircraft in and out of the LAX system without having to ferry empty aircraft. With the closer of SBP as a MX base, all maintenance and periodic checks that can't be accomplished in LAX require the plane to fly either to DFW or ABI and it makes more sense to fly a a/c on revenue flight
to get it to a MX base than ferry and empty one (à la LAX-ROW-DFW-ABI).
HAJFlyer From Switzerland, joined Sep 2005, 1470 posts, RR: 9 Reply 2, posted (3 years 10 months 3 weeks 6 days 3 hours ago) and read 1169 times:
I flew ROW-DFW on a Saturday morning last August shortly after the ROW-LAX flights had started.
The load on the flight to LAX was app. 60% - pretty good considering the schedule (sat 7 am departure) and the fact that the flight was so "new".
The LF on our ROW-DFW flight was app. 80%.
I of course have no idea whether these figures are typical. Given the growth that ROW has recently seen and the fact that neither Carlsbad not Clovis are served by a major legacy carriers (the former by New Mexico airlines and the latter by Great Lakes), I am quite optimistic about the potential of ROW.