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United's New Mojo  
User currently offlineVC10er From United States of America, joined Feb 2007, 2793 posts, RR: 10
Posted (3 years 5 months 1 week 4 days 15 hours ago) and read 16913 times:
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It seems/feels as if UA is getting back it's mojo. You can feel the energy on board, especially in premium classes. The new UA signature drink "Sunrise Sunset" which is a real UA equity (the old colors with the orange pink blue and grey) was inspired by a sunset/sunrise when you gaze out an airplane window. The Opra plane with very generous prizes all on top of being #1 on time and its merger with America's favorite CO!

Question is has it had an impact yet on pax? Is satifaction up? Are sales reflecting this ... If what i sense is true?


The world is missing love, let's use our flights to spread it!
94 replies: All unread, showing first 25:
 
User currently offlineEricR From United States of America, joined Jul 2010, 1801 posts, RR: 1
Reply 1, posted (3 years 5 months 1 week 4 days 14 hours ago) and read 16816 times:

I think the new UA has a great future. UA has the best collection of hubs out of any U.S. carrier. I think the merger gave UA a badly needed presence in NYC and the IAH hub gave them a badly needed southern hub & international gateway to destinations south of the U.S. border. In addition, they have the most balanced international route network.

If the integration goes well and if the new UA can replicate the CO culture and customer service, then I think they will be a big force for DL and especially AA to deal with.

[Edited 2010-11-06 19:00:37]

User currently offlinedavescj From United States of America, joined Jun 2007, 2292 posts, RR: 0
Reply 2, posted (3 years 5 months 1 week 4 days 14 hours ago) and read 16807 times:

UA res. certainly does not have the mojo. What an aweful group to deal with. Also, by policy, they cannot fix issues. That's worse. Hopefully, CO will toss the entire boardroom out. That'd be a good start. I will say that the "employee suggested" cocktail is/has already been done by DL. But it isn't an all bad idea. UA needs some help, top down.

Dave



Can I have a mojito on this flight?
User currently offlineVC10er From United States of America, joined Feb 2007, 2793 posts, RR: 10
Reply 3, posted (3 years 5 months 1 week 4 days 14 hours ago) and read 16614 times:
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Isn't the idea that there will be a top down change after the merger dust settles? All im saying is the "positive" whatever seems palpable on board. So if there is a renewed excitement has anyone else felt it and has it impacted pax feedback. Gotta admit UA today is not the same UA of 5 years ago? No?


The world is missing love, let's use our flights to spread it!
User currently offlineboilerla From United States of America, joined Jul 2010, 321 posts, RR: 0
Reply 4, posted (3 years 5 months 1 week 4 days 14 hours ago) and read 16513 times:

Quoting VC10er (Reply 3):
Gotta admit UA today is not the same UA of 5 years ago? No?

I had the worst experience I've ever had flying on a UA flight, about 4 years ago. And to top things off, I was unable to get anybody from UA to acknowledge, let alone compensate me, for what had happened. Unfortunately since my business travels always use UA due to corporate contracts, and UA is only one of 2 airlines that flies into a city I frequently visit for personal travels, I really had no other alternative but I spared no chance to badmouth UA.

That was in the past. Since around 2008 on up things are much better. They even compensated me for a flight cancellation due to weather, when really I had no expectation. I've also noticed better attitudes from gate agents and FAs, especially in the front of the cabin.

Yes, I'd concur with your assessment. The question is, where do they go post-merger.


User currently offlineABQopsHP From United States of America, joined May 2006, 848 posts, RR: 3
Reply 5, posted (3 years 5 months 1 week 4 days 14 hours ago) and read 16490 times:

Quoting davescj (Reply 2):
Hopefully, CO will toss the entire boardroom out.

Half of the board is CO and half UA, with some union representation in there as well. It has been said on other threads, and in our bulletins we get, that it is a "merger of equals." We can only hope at this point. There has already been some muscling around by both sides on issues, and it will take some time to get things done. There is a disparity in culture that will need to work itself out, but I know that many on both sides, deep down want this to work. The discourse that is running amok in this country is not necessary. There needs to be a true effort to put aside past issues, and grievances, and make this merger work. Now since I work for Xjet, I can only hope that all I just said about the CO/UA merger can be applied to our merger with ASA. This industry is on its head right now in the US, so its reasonable that all employees, at any of the remaining carriers would be nervous.
JD CRPXE



A line is evidence that other people exist.
User currently offlineMD-90 From United States of America, joined Jan 2000, 8494 posts, RR: 12
Reply 6, posted (3 years 5 months 1 week 4 days 13 hours ago) and read 16445 times:

As long as they keep Channel 9 they can have whatever mojo they like.

[Edited 2010-11-06 19:58:40]

User currently offlineSchweigend From United States of America, joined Jun 2010, 573 posts, RR: 2
Reply 7, posted (3 years 5 months 1 week 4 days 11 hours ago) and read 15985 times:

UA and CO folks I know at IAH seem for the most part positive about the merger and exited about the future, if anxious about change itself.

There is some excitement about the prospect of Chelsea starting to cater UA flights, so that double-catering from PMUA's hubs will not be necessary. That alone will improve FA morale and the customer experience.

Quoting EricR (Reply 1):
UA has the best collection of hubs...

Nice phrase.

The November inflight magazines show the combined route system, and it is impressive.

But DL at ATL is better-situated for Africa or S. America flights than IAH, and MIA is perfect for AA and S.A. (MIA would also be good for AA service to Africa, should it ever wish to.)

Cheers,
Scottie


User currently offlinetpaewr From United States of America, joined May 2001, 450 posts, RR: 0
Reply 8, posted (3 years 5 months 1 week 4 days 8 hours ago) and read 15643 times:

I hope fully that the "new" UA, does amazing going forward. But having been around the CO system, I can't say I have talked to many that are excited about this, most are just easing into acceptance about now. With 41k employees I am sure someone,somewhere is thrilled with the merger, but I have yet to find 'em.


Maybe when we start to get a better feel for what this new company is gonna be like, it will be easier to rally.


User currently offlineTWA902fly From United States of America, joined Dec 1999, 3100 posts, RR: 4
Reply 9, posted (3 years 5 months 1 week 4 days 5 hours ago) and read 15069 times:

Quoting Schweigend (Reply 7):
But DL at ATL is better-situated for Africa or S. America flights than IAH, and MIA is perfect for AA and S.A. (MIA would also be good for AA service to Africa, should it ever wish to.)

I'd agree that IAH is somewhat out of the way for anyone from the east coast headed to South America, but I'd argue that IAD (and EWR) are better hubs to serve Africa from than ATL. O&D wise I am sure that New York and Washington are the #1 and #2 spots for almost every African country to north america.

'902



life wasn't worth the balance, or the crumpled paper it was written on
User currently offlineMCOflyer From United States of America, joined Jun 2006, 8625 posts, RR: 15
Reply 10, posted (3 years 5 months 1 week 4 days 5 hours ago) and read 15001 times:

Quoting TWA902fly (Reply 9):

I'd agree that IAH is somewhat out of the way for anyone from the east coast headed to South America, but I'd argue that IAD (and EWR) are better hubs to serve Africa from than ATL. O&D wise I am sure that New York and Washington are the #1 and #2 spots for almost every African country to north america.

I concur with this statement. In addition, once new planes start to arrive, I think in the end UA/CO will serve more destinations in Africa and S. America than DL. I know in the end, the new UA will give DL and AA a run for their money.

KH



Never be afraid to stand up for who you are.
User currently offlineTWA902fly From United States of America, joined Dec 1999, 3100 posts, RR: 4
Reply 11, posted (3 years 5 months 1 week 4 days 5 hours ago) and read 14755 times:

And to add to it, I don't know for sure, but I am guessing Houston has more business ties to virtually all of South America than ATL. I could be wrong, but we all know how powerful of a business destination Houston is. And that's the ones that make the most money.... If you look at UA+CO's hubs you have almost everything covered

east coast
EWR - Not JFK, but the only full size hub operation in New York, biggest city in America.
IAD - The capital of this country, and UA's capital to capital route expansion has been successful judging from the outside.

Other hubs in the area... US@PHL, DL@JFK, AA@JFK, B6@JFK. None of those come to being as large in scope as CO@EWR... United is also the only airline with a true hub in Washington, DC.

midwest

ORD - The heart and economic engine in the midwest. UA operates the biggest hub in the country's 3rd largest city.
CLE - This is a questionable hub, as it might not serve as important of a purpose with ORD on one side and IAD/EWR on the other.

Other hubs in the area... AA@ORD, DL@MSP, DL@DTW, DL@CVG. ORD is by far the most important market in this area, and AA is trailing behind as #2. While DL's hubs serve important roles in MSP and DTW, they still do not compare with the amount of O&D and premium traffic that Chicago generates. DL@CVG is dying a painful death. CO@CLE might have some use as a reliever hub since ORD and EWR are both pretty congested. However the only large hub in the rust belt that has survived thus far is DL@DTW. US@PIT, DL@CVG, AA@STL all arent doing so well, and Cleveland doesnt really stand out from those former hubs.

south

IAH - Very high premium business travel thanks to the oil industry.

Other hubs in the area... AA@DFW, DL@MEM. Once again Houston wins. Dallas has a good bunch of traffic and I believe a bigger domestic network, however the size of CO's international operation from IAH has a farther reach.

inter-mountain west

DEN - The economic engine of the rocky mountain region. The biggest city by far, with the largest O&D.

Other hubs in the area... F9@DEN, WN@DEN, DL@SLC, US@PHX. Denver is a bloodbath but it appears UA is holding their own in the most important city in this region. DL@SLC is one of the smallest markets in the country to have a full fledged hub. The SLC area is economically robust but still does not come close to DEN. PHX is in a similar situation to DEN, also a bloodbath, but is poorly located when compared to DEN and even SLC.

west coast

LAX - The second largest city in the country, and UA continues to dominate, albeit by a small margin ahead of AA.
SFO - The second most important city in the west.

Other hubs in this area... AS@SEA, and the large networks of DL+AA+WN at LAX. United/CO still dominate the west coast, especially when it comes to international service. UA operates the only true hub (SFO) in the west. AS+DL teaming up in SEA could be a challenge, however both LAX+SFO have more traffic than SEA. Arguably, Seattle shouldn't even be mentioned in this area...


What I am getting across with this quick analysis, is that UA will be the dominant carrier in every single most important city in the country... except for the southeast. The only large gaping hole where UA isnt #1 is Miami. If a new airline started with a clean slate, and had the United States all to themselves, I have no doubt that the perfect hubbing operation would include New York, Washington, Miami, Houston, Denver, Chicago, Los Angeles + San Francisco. There is no airline that even comes close to having such a complete set of hubs in the countries premier population centers.

DL seems to be good at making hubs profitable in relatively smaller cities. AA on the other hand, not so much. UA's network is somewhat superior to DLs, and other than the JFK-LHR route and the MIA hub, AA is not superior in any of the markets mentioned. If I were AA, I'd be scared. - and I'm thinking this is what lead to their decision to expand at LAX.

'902



life wasn't worth the balance, or the crumpled paper it was written on
User currently offlineTWA902fly From United States of America, joined Dec 1999, 3100 posts, RR: 4
Reply 12, posted (3 years 5 months 1 week 4 days 5 hours ago) and read 14745 times:

ps I can think of some airlines that held on to their prized MIA networks right up until they died  

'902



life wasn't worth the balance, or the crumpled paper it was written on
User currently offlineDLMD90 From United States of America, joined Jan 2009, 257 posts, RR: 0
Reply 13, posted (3 years 5 months 1 week 4 days 4 hours ago) and read 14343 times:

Do we know for sure, or heard rumors- if UA is going to keep Econ+ and install that configuration on the CO fleet?

User currently offlineChopChop767 From Italy, joined Aug 2010, 226 posts, RR: 0
Reply 14, posted (3 years 5 months 1 week 4 days 4 hours ago) and read 14319 times:

It will be interesting to see how UA handles Guam and Narita, which are also declared hubs on ther merger website. Delta has really grown very very quickly in Narita, whereas united has taken a strategy which flies customers directly from the west coast and other hubs to Asian destinations. I suspect that those networks will more or less stay the same, however it would be exciting to see UA add some new destinations from Narita or the west coast hubs. I think they could make MNL work from either SFO or LAX.

Nevertheless, as TWA902 illustrates, ua will be the largest carrier in every Major American market, from east to west. Perhaps it's because I'm too young to remember Pan Am, but the size of the airline and the diversity of destinations certainly seem similar to what UA will command.

This year, I've been flying one world carriers and, for the most part, have been really impressed. But given UA's network and, fingers crossed, their preservation of CO's respectable reputation for customer service, I'm looking forward to seeing the airline consolidation and product integration.



this year: nap, lgw, fra, dub, fco, add, jib, muc, iad, sea, dca, bos, cdg, ist, bah, prg, ord, hsv, cmn
User currently offlineLAXtoATL From United States of America, joined Oct 2009, 1590 posts, RR: 2
Reply 15, posted (3 years 5 months 1 week 4 days 3 hours ago) and read 13850 times:

Quoting DLMD90 (Reply 13):
Do we know for sure, or heard rumors- if UA is going to keep Econ+ and install that configuration on the CO fleet?

Considering that DL is moving forward with plans to install their own E+, it is safe to assume that UA is definitely keeping theirs.


User currently offlinecaljn From United States of America, joined Oct 2007, 196 posts, RR: 0
Reply 16, posted (3 years 5 months 1 week 4 days 2 hours ago) and read 13461 times:

Quoting MD-90 (Reply 6):
As long as they keep Channel 9 they can have whatever mojo they like.

And as long as they keep Economy Plus and of course add to the CO metal.
Service and cleanliness are noticeably improved...keep it up!
Retain the Rhapsody in Blue. Love those 8 notes and it's connection to United's past.


User currently offlinemanfredj From United States of America, joined Mar 2007, 1132 posts, RR: 0
Reply 17, posted (3 years 5 months 1 week 4 days 2 hours ago) and read 13217 times:

Quoting TWA902fly (Reply 11):
There is no airline that even comes close to having such a complete set of hubs in the countries premier population centers.




It's not how many "hubs" you have but how you use them. Why do a quarter of all new businesses fail in the first year? They aren't managed correctly or their product is sub par.

This is what you should be worried about. United has had a good infrastructure the whole time....but what have they done with it? Will you be compounding the situation by giving them even more?

Quoting davescj (Reply 2):
UA res. certainly does not have the mojo. What an aweful group to deal with. Also, by policy, they cannot fix issues.


Thank you for identifying the single biggest problem the new United faces. It's not a small one either. It has led to conflict, and ultimately the inability to grow the airline into a healthy, financially sound company.

A new drink, an Oprah airplane and channel 9 aren't signs that United has its mojo back. If anything, they are indications that they still don't understand what makes a great airline. Long live Continental Airlines.

[Edited 2010-11-07 06:44:36]


757: The last of the best
User currently offline777fan From United States of America, joined Jan 2006, 2480 posts, RR: 3
Reply 18, posted (3 years 5 months 1 week 4 days 2 hours ago) and read 13163 times:

Quoting MD-90 (Reply 6):
As long as they keep Channel 9 they can have whatever mojo they like.

Agreed and although this is far from a scientific observation, I've noticed that some UA pilots as of late (post-merger) have gone out of their way to promote channel 9 as something unique to UA.

Quoting ChopChop767 (Reply 14):
Delta has really grown very very quickly in Narita

DL hasn't "grown" so much at NRT, as they basically inherited NW's presence there which is well documented. All you're seeing is a new paint scheme.

UA definitely hit a low point circa 2004-2005 when there were a few anxious weeks during which I pondered liquidating my FF account for fear of UA being liquidated as a whole. The carrier was hemorraging cash, aircraft were in poor condition (dirty) and union relations were outwardly combative which was obvious in the employee morale and complete lack of customer service. Thankfully things have changed and I don't think UA (the original) could have paired with a better partner. I've only flown CO but a handful of times over the years but suffice it to say their reputation for solid customer service and a good product is well known here in the U.S. Like many others, I'm optimistic the new leadership will tap into both carriers' strengths (there are many as a.net has noted) and focus on their product vice their competitors' products; worry about yourself and you need not worry about others. Should be an interesting couple of years as this plays out and whatever you do, UA/CO, don't ditch E+!

777fan



DC-8 61/63/71 DC-9-30/50 MD-80/82/83 DC-10-10/30 MD-11 717 721/2 732/3/4/5/G/8/9 741/2/4 752 762/3 777 A306/319/20/33 AT
User currently offlineDLMD90 From United States of America, joined Jan 2009, 257 posts, RR: 0
Reply 19, posted (3 years 5 months 1 week 4 days 1 hour ago) and read 12973 times:

Quoting LAXtoATL (Reply 15):
Considering that DL is moving forward with plans to install their own E+, it is safe to assume that UA is definitely keeping theirs.

Really?! I didn't hear this, interesting! Do you have a source/link?


User currently offlineTigerguy From United States of America, joined Aug 2010, 716 posts, RR: 0
Reply 20, posted (3 years 5 months 1 week 4 days 1 hour ago) and read 12477 times:

Quoting DLMD90 (Reply 19):
Really?! I didn't hear this, interesting! Do you have a source/link?

Plenty of info on this thread: Y+ Seating Coming to Delta? (Rumor)



On the occasion of United overtaking Frontier as my most-flown airline, I say...let's get friendly.
User currently offlineLAXtoATL From United States of America, joined Oct 2009, 1590 posts, RR: 2
Reply 21, posted (3 years 5 months 1 week 4 days 1 hour ago) and read 12378 times:

Quoting DLMD90 (Reply 19):
Really?! I didn't hear this, interesting! Do you have a source/link?

I haven't heard anything official from Delta, but there was another thread that was discussing it just a a couple days ago. There were a lot of different sources for the rumor including DeltaNet, although multiple people reported reading it it was later reported as pulled from the cite. Anyway, there seemed to be awful lot of smoke with no denials, so I think it is likely true.

According to rumors, apparently DL will be installing E+ on all their international widebodies with mods already beginning. DL will start selling E+ sometime after the new year (once they have enough planes done to market it) and until then will assign those seats to elites that dont get F or J. Also, it was stated that they will not be using a different seat, but rather increasing legroom and pitch on the current seat. Service details are still being finalized.


edit:
Quoting Tigerguy (Reply 20):
Plenty of info on this thread: Y+ Seating Coming to Delta? (Rumor)



while I was typing he posted the thread, you can read it yourself but the above paragraph is short summary of the thread.


[Edited 2010-11-07 07:40:01]

User currently offlineDLMD90 From United States of America, joined Jan 2009, 257 posts, RR: 0
Reply 22, posted (3 years 5 months 1 week 4 days ago) and read 11923 times:

Quoting LAXtoATL (Reply 21):

Thanks! great info. I also read the other thread. It's a great idea, I hope it's true, would love a little more concrete info from DL. Time will tell.
 


User currently offlineEricR From United States of America, joined Jul 2010, 1801 posts, RR: 1
Reply 23, posted (3 years 5 months 1 week 3 days 23 hours ago) and read 11478 times:

Quoting TWA902fly (Reply 11):
DL seems to be good at making hubs profitable in relatively smaller cities. AA on the other hand, not so much. UA's network is somewhat superior to DLs, and other than the JFK-LHR route and the MIA hub, AA is not superior in any of the markets mentioned. If I were AA, I'd be scared. - and I'm thinking this is what lead to their decision to expand at LAX.

Great write up overall.

I think you hit the nail on the head when discussing AA. Whereas DL and UA seem to be able to hold their own domestically and maintain a fare number of hubs focused on domestic operations, AA appears to be retreating on domestic operations and focusing on 5 domestic cities, 3 of which are not well suited for domestic connections.

This is why I think AA's new cornerstone strategy is, in one respect, is a little disturbing. JFK, MIA, LAX are more focused towards international operations and serving the local O&D rather than domestic connections.

For domestic connections, DFW and ORD are their only main hubs - and ORD is a costly, shared hub. Therefore, My concern for AA is that they are slowly losing domestic share. As their domestic share decreases, filling their international flights with connecting traffic will become more difficult. Yes, I understand that a lot of their international flights may be filled by O&D from one of their cornerstone hubs, but try running a successful airline based on 5 domestic cities while losing important domestic share and domestic feed for international flights.

In addition, people who are not in one of AA's cornerstone hubs could start to look at DL and UA to first fulfill their domestic needs and then eventually switch to UA or DL for their international needs. This reminds in some respects of PanAm whose lack of a domestic route network combined with international expansion by other legacies resulted in their demise. Obviously AA is not in the same situation as PA yet, but there are some interesting similarities.

To compound this problem, ORD, JFK, and LAX are hubs that they share with at least one other legacy carrier and in the case of LAX/JFK, one LCC. Only DFW & MIA are fortress hubs.

Compare this to UA who has fortress hubs in EWR, IAH, IAD, SFO and a strong presence in LAX, DEN, and ORD. I think the new UA has the benefit of a large domestic network to fulfill the domestic travel needs of its customers while also offering a nice, broad array of international destinations.


User currently offlineGoblin211 From United States of America, joined Jun 2010, 1209 posts, RR: 0
Reply 24, posted (3 years 5 months 1 week 3 days 22 hours ago) and read 10498 times:

I hope that EWR, my former home airport, won't see a decline in pax b/c of the merger.


From the airport with love
25 LAXtoATL : I doubt you will see a decrease, I fully expect that the NYC area will be a major focus of UA post merger.
26 OP3000 : Correct assessment. But because of its cost structure overall, AA has no other choice. Even in the case of SJU they cannot hold their own. But the po
27 UAL747 : Back to UA's new mojo. I've noticed a difference from the early/mid 2000's to just about a year ago. Advertising, service, everything (other than repa
28 EricR : With the mass size created from the merger, it is not out of the realm of possibility that UA starts a mini-hub in MIA again. MIA has the room to acc
29 SESGDL : I don't understand why people say this. UA has not a single hub that isn't heavily competitive and/or crowded and slot restricted. They can't really
30 EricR : Well, I think IAD and IAH are two hubs that aren't highly competitive or crowded. I think EWR's congestion issues will be resolved (weather issues as
31 VC10er : I think the trick for UA in places where UA's equity has erroded (MIA NYC) for instance, is going to be customer service perfection, the best, bar no
32 ca2ohHP : Considering the significant competition from WN and F9 and higher than average facility costs, I wouldn't be surprised to see the new UA eventually d
33 SESGDL : US's PHL hub is about as large as CO's EWR hub. I'd agree that DL, AA, and B6 can't call JFK a true hub due to the amount of competition each faces a
34 lucky777 : Am i the only one who noticed how you conveniently left out the largest, and certainly one of the most profitable hubs in the world...??? Yeah, you f
35 SESGDL : I noticed it, and I also noticed that DTW and MSP are, by no means, smaller cities. Although STL, CVG, BNA, RDU, CLE and PIT are not the hubs they on
36 Post contains images SurfandSnow : I really like the 5 cornerstones of the AA network, but I do agree that UA has them beat with America's financial hub (NYC/EWR), political hub (IAD),
37 boilerla : Since the 900 lb gorilla (WN) is about to enter ATL, it's hard to say what is going to happen at ATL. I am sure DL will make a stand, but that will i
38 OP3000 : I agree. They may bring back the last routes they served in the early 2000s - GRU/GIG and EZE. They will rely on AV/TA or if not CM for the rest.
39 lucky777 : The only reason it "supports" those flights is the energy industry, although i'm not sure how you figure IAH has some sort of stranglehold on GIG? As
40 LAXtoATL : DL already competes with FL's large operation at ATL, its not like WN entering a new market that doesnt already have a significant LCC presence. WN e
41 lucky777 : And Delta mentioned that ATL is only 8-9% O/D traffic anyhow. LUV will be fighting over a rather smal piece of the pie if they choose to.
42 Braniff727Ultra : Ah customer service; a very touchy subject for me both personally & from a business standpoint. I too hope that the new UA is very successful; but
43 b707forever : Somewhat related, just flew Sat/Sun LGA-ATL-LGA on Delta and feel a definite improvement overall. From LGA complete DL branding to the smooth operatio
44 Post contains images isitsafenow : It could be a case of Monkey See-Monkey Do.....The new Northwest(that would be DELTA) also has a signature drink. You NW fans like that... ehhhh? saf
45 N62NA : This is patently false. I posted a topic on here highlighting PANYNJ studies that show that virtually nobody from Manhattan uses EWR.
46 birdbrainz : To answer the original poster's question: I've always felt that UA's employees were working hard under the toughest of circumstances. All of my past f
47 isitsafenow : I wouldn't use that statement. There are quite a number of folks that cross the Hudson daily to use EWR. I know a few folks that now avoid JFK and ar
48 N62NA : And statements like yours were used in discussing the PANYNJ survey results that stated quite clearly that aside from Staten Islanders, the number of
49 DLMD90 : I don't agree with you either, almost everyone I know avoids JFK for EWR, those that live in Manhattan, and since the merger my UA friends are pickin
50 LAXtoATL : Its not his words. The PANYNJ, which operates all 3 NYC area airports (so there shouldn't have been any bias or agenda towards or against any airport
51 tpaewr : That sorta posturing makes me chuckle, so for kicks I logged into our marketing data base and pulled the report "Revenue and Contribution Breakdown f
52 SlcDeltaRUmd11 : I think UAs success at DEN has to be about better service. I see DEN as UAs toughest market in the future and it looks like its gonna get harder befo
53 ULMFlyer : I recently had the opportunity to fly mainline UA after a long time. I was connecting through IAD, where I had a long layover. As a CO Plat, I was ver
54 PacificClipper : Agreed. Many almost seem like they have their heads in the sand - don't want to hear or know about it. 3 out of 4 recent CO flights also didn't start
55 EricR : I was not a frequent flyer of CO, but I am sure the employees have a fear of the unknown after building up an airline known for an outstanding cultur
56 Delimit : No it's not; that's a myth. JFK takes more travelers from Manhattan than EWR does. Go check the PA stats. AA would completely annihilate them. It wou
57 United1 : The survey that the PA did was pretty much debunked on this site...there were some issues with its methodology and conclusions and I'm not so sure th
58 LAXtoATL : It was debunked on this site? How? Just because some people don't want to except it doesn't reduce its credibility. The airport authority commissione
59 Post contains links and images United1 : It wasn't so much that people were not willing to accept the data it was that people were able to poke holes and indeed drive a truck through those h
60 AirCalSNA : They need to move their call centers back to the USA before I would consider UA other than a second-tier choice. Continental placed an interesting ad
61 LAXtoATL : I don't see how that shows completely different data. It says that 20% of EWR originating traffic is from Manhattan, while more than 40% of JFK's ori
62 LAXtoATL : on further thought considering how large Continental is in the area and their FF and corporate contract base, I say that the majority of the Manhattan
63 United1 : Using your own numbers... ...clearly there is an O&D market both at airports for UA to tap into...why then would you have UA consolidate P.S. at
64 OP3000 : The results in terms of O/D passenger origin don't seem to add up to 100%, so right off the bat the survey seems a bit suspect. There is a 15-17% tha
65 LAXtoATL : It still does, or pretty close to it. I don't have time to go back and read the numbers, to compute what the figure of Manhattan originating traffic
66 LAXtoATL : Simply because their EWR is so large and their JFK operation is so small it would greatly lower their costs to consolidate at one airport. Like I sai
67 Delimit : To be fair, it could also mean that UA doesn't want to take risks with what is obviously a very profitable business for them. I'm not sure your concl
68 LAXtoATL : What other risks are there besides losing the passengers that simply don't want to use EWR? That would be the only risk I can identify that they woul
69 Delimit : It could just as easily mean that UA is unsure of what will happen, and rather than messing with a good thing, they leave the flights alone. If they m
70 VC10er : Great reading. Thanks for all the info! Few things; where does the TAM leaving Star rumor start and why? As a Manhattan resident who has an apt in Rio
71 LAXtoATL : There is very little uncertainty of what would happen. Airlines have more than enough marketing and revenue data on their passengers (and that of com
72 LAXtoATL : The speculation started because TAM and LAN announced their intention to merge the airlines. Since TAM is in Star and LAN is a member of OneWorld, cl
73 malaysia : They also need to have a mojo in Uniforms, I am tired of seeing the CSA at UA, those old striped shirts, ugly red ties, etc. It is so 90s. I hope they
74 nws2002 : At least UA's look like they're from the 90s. Those of us at CO have the hideous 80s to deal with.
75 OP3000 : The tunnels and a weak public transit connection are the biggest reason why folks from Manhattan prefer LGA or JFK over JFK. But, that does not mean
76 Post contains images GenYBusTrvlr : Book me a seat SFO - MIA every weekend December through March! Now I fly LCCs to FLL to avoid AA. Their schedule changed and the times are terrible.
77 Post contains links boilerla : The uniforms were supposed to get a refresh, pre-merger: http://www.sassybella.com/2009/11/cy...-new-uniforms-for-united-airlines/ Not sure what's ha
78 VC10er : I say take inpiration from the space ship from the "5th Elememt" movie! Gaultier i think. Dont know what he'd do for the men. But if they want "mojo"
79 Delimit : Hey, the uniforms could be worse. They could be wearing something like AA! Also, perhaps they should wait to redo the uniform until after they show th
80 Post contains images delta2ual : My personal opinion is that United, Delta, AND American will be just fine and coexist while being profitable. I also think WN, B6, and Alaska will do
81 enilria : Not in terms of competition... UA ORD - AA and WN @ MDW IAD - Dominates, but US@DCA and WN@BWI SFO - WN + WN@OAK, VX building hub LAX - Everybody has
82 LAXtoATL : I agree with most of what you say. But I have to ask, what do you think American is going to do in order to achieve profitability? Because currently
83 United1 : ...Again P.S. does not work on flight between hubs simply because P.S. is all about yield management not high capacity. I can guarantee you that P.S.
84 Post contains images enilria : VX is going to be fine as long as the other airlines don't go nuts with responses in their new markets. VX is growing at exactly the right time (when
85 OP3000 : AA can live for 5-10 years on its own. Their vision down the road seems to be more geared towards a union with B6, where possibly both brands coexist
86 delta2ual : I think eventually, AA will work out something with the unions. They have to, to remain competitive. With B6 as a partner, the strong hubs, AAdvantag
87 LAXtoATL : I'm not sure what you are saying? UA can't manage yields on flights into EWR? All you are doing is consolidating 2 operations into 1 by moving it to
88 EricR : DL definately has more hubs that it dominates, but if that were the name of the game or key to success, then AA would leave ORD for STL, UA would lea
89 SESGDL : Airline practice has been as much about prestige as its been about making money. If we listened to people on a.net all the time we'd swear that DL co
90 Post contains images EricR : Very valid point indeed. I think DL has done a great job of maintaining/increasing share in the heartland by building up flights in places such as IN
91 SESGDL : Very well put, I actually happen to love all three places, but many don't first think of CLT or PHX when deciding where to connect or when trying to
92 AADC10 : This is an extension of DL's historical strategy where they funnel just about everything through hubs, swamping O&D. UA has a weaker position in
93 SESGDL : What? DL has focus operations in SEA, LAX, DCA, BOS, MCO, FLL and to a lesser extent, STL, RDU, and TPA. DL has historically been one of the least hu
94 AirlineBrat : I agree. I flew UA between ACV to MCI this past weekend and definitely noticed the mojo on the mainline legs. I even mentioned it in my "Miles for you
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