enilria From Canada, joined Feb 2008, 6135 posts, RR: 13 Posted (2 years 6 months 1 week 1 day 1 hour ago) and read 9843 times:
This compares what is for sale THIS WEEK for the stated period versus what was for sale LAST WEEK...It does NOT compare to last year or now.
How to read:
Flights are daily except as noted "/wk" which means per week.
ABE-MDT 2>10/WK means a reduction from 2 daily flights to 10 flights per week which is about 1.5 flights
ABE-MDT 3>2 APR means a reduction in one roundtrip from 3 to 2 for April only
ABE-MDT 3.8>2.7 APR-JUN This is the raw format of the data which sometimes I'm too lazy to retype. It means that over a month they were averaging a little less than 4 trips per day and now it's a little less than 3 per day. So, basically they cancelled 8 flights per week or so. Airlines are doing A LOT of non-daily ops now, so these fractions are pervasive.
ABE-MDT 4>6 MAY- means an increase from 4 to 6 roundtrips starting in May and continuing
ABE-MDT 4>6 MAY-JUN, 5>6 JUL means the change is only for the stated period May to June and then a different change for July in the same route
AA
ORD-DBQ 3>4 APR-
AS
Filing Error? This is really weird. It only seems to impact the North ops. I saw something like this before when a carrier added a new equipment code without getting OAG approval.
ANC-ADQ 2>0 MAR-
ANC-AKN 1>0 JUN-
ANC-BET 3>0 MAR-
ANC-DLG 1>0 JUN-
ANC-FAI 8>6 DEC-
ANC-JNU 3>2 DEC-MAY; 4>3 JUN-
ANC-OME 1>0 DEC-
ANC-OTZ 2>0 MAR-
ANC-SCC 1>0 DEC-
ANC-SEA 12>11 DEC-
FAI-BRW 1>0 MAR-
FAI-SCC 1>0 DEC-
JNU-PSG 1>0 DEC-
JNU-YAK 1>0 DEC-
OME-OTZ 1?0 DEC-
SCC-BRW 2>0 DEC-
SEA-JNU 2>1 DEC-
It is possible the route just wasn't doing well. But FL is showing some round ones dropping IND-BWI and MKE-DFW. It will get harder with each cut to convince regulators the drops are merely coincidental.
SlcDeltaRUmd11 From United States of America, joined Jan 2004, 2454 posts, RR: 0 Reply 3, posted (2 years 6 months 1 week 1 day ago) and read 9624 times:
Quoting enilria (Thread starter): CVG-HTS 2>0 MAR- Does this need a comment?
DTW-HTS 0>2 MAR-
I think Huntington was the last remaining CVG only destination for Delta! Now its gone. I think this is a milestone in the CVG hub. Every other city has service i think from another delta hub? I guess as DL continues to chip away at CVG in the future connections will become harder and harder this had to switch one day.
Quoting Indy (Reply 1): It is possible the route just wasn't doing well. But FL is showing some round ones dropping IND-BWI and MKE-DFW. It will get harder with each cut to convince regulators the drops are merely coincidental.
For IND-BWI, FL can just show regulators the numbers. Here are the LF's by month so far this year:
jetbluefan1 From United States of America, joined Dec 2003, 2785 posts, RR: 15 Reply 8, posted (2 years 6 months 1 week 23 hours ago) and read 9216 times:
It's crazy to think that JFK-OAK once operated 7x and was largely considered a flagship route for B6. This is a prime example of how B6's strategy has changed drastically under Barger's leadership in comparison to Neeleman's (though other factors, such as oil prices and the economy, obviously play a large role).
Most people on a.net hate JetBlue. Get used to it.
Atlwest1 From United States of America, joined Jan 2009, 1046 posts, RR: 1 Reply 9, posted (2 years 6 months 1 week 23 hours ago) and read 9194 times:
Quoting FL787 (Reply 5): I will say, it's interesting what all these markets have in common. Could just be a coincidence though.
Houston for a while has been hovering around 3-6 flights a day and I think its now all 737 it is always packed and oversold. LAS and PHX usually always get upguage around that time. Same with MCO. Now the MDW that is interesting. Keep in mind too around that time 2-4 of the new planes arrive and the end of the subservice season so those 737's go back to the west and the major routes.
ALL views, opinions expressed are mine ONLY and are NOT representative of those shared by Southwest Airlines Co. or Airt
ScottB From United States of America, joined Jul 2000, 6363 posts, RR: 34 Reply 11, posted (2 years 6 months 1 week 23 hours ago) and read 9100 times:
Quoting FL787 (Reply 4): For IND-BWI, FL can just show regulators the numbers. Here are the LF's by month so far this year:
Not only that, but the yields are poor, too -- roughly 20% lower than what WN gets on the same route. They're not as bad as the LGA-IND yields, though.
I'm surprised no one has commented on a net loss of seven departures from the United hub at DEN -- particularly when quite a bit of mainline flying is going away. DEN-ABQ appears to lose its last mainline flight, DEN-BOS loses one, DEN-IAD loses two, and DEN-LAS loses one. This is even more remarkable going into ski season.
It's crazy to think that JFK-OAK once operated 7x and was largely considered a flagship route for B6. This is a prime example of how B6's strategy has changed drastically under Barger's leadership in comparison to Neeleman's (though other factors, such as oil prices and the economy, obviously play a large role).
nothing wrong with the current strategy.... OAK was flown 7x cuz (a) jetblue wanted OAK to be a hub, which didn't work out, and (b) B6 didn't really have a presence at SJC or SFO that time...
now that frequencies are split among the airports, i have a choice closest to my home (which happens to be SFO)
sidenote : older jetBlue route maps show that they wanted their hubs to be JFK/BOS/IAD/OAK/LGB. Now IAD and OAK are just spokes on the network, but you have gigantic presence at MCO and FLL. Now they serve 5 airports in NYC, 3 airports in DC, 3 airports in SF, and 3 airports in LA. That's a lot different compared to only OAK/LGB/IAD only.
Indy From United States of America, joined Jan 2005, 4368 posts, RR: 9 Reply 13, posted (2 years 6 months 1 week 23 hours ago) and read 8996 times:
Quoting FL787 (Reply 4): I'm surprised that FL is sticking with IND-LGA still because that route has not performed much better than this one.
Wouldn't surprise me to see that route gone. Even if it survives through 2011 I suspect it will go when the merger is complete. That route is living on borrowed time. There was a great deal of overlap with WN and FL at IND. BWI would have been thinned out eventually. I expect TPA and MCO service to get thinned out as well. Not sure what is going to happen to the RSW flying and the SRQ and FLL service. I suspect there will be a lot of slashing coming up when the regulators approve the merger. At least for WN/FL at IND.
PSU.DTW.SCE From United States of America, joined Jan 2002, 6872 posts, RR: 29 Reply 14, posted (2 years 6 months 1 week 23 hours ago) and read 8968 times:
Quoting enilria (Thread starter): CVG-HTS 2>0 MAR- Does this need a comment?
DTW-HTS 0>2 MAR-
DTW-ICT 2>0 JUN-
Not really surprised to see HTS switch to DTW. This alone may likely help boost HTS passenger numbers and also could generate some O&D on this route versus CVG. There is a large Toyota engine plant nearby in New Buffalo and several other large automotive suppliers in the region that have ties to the Detroit area and Asia.
DTW-ICT is more or less a victim due to DL's new RJ policy. This route, at 808 miles used to be operated multiple times per day on 50 seat RJs. However it was a long route and DL is limiting the stage length of these aircraft. So, they recently put on a single daily CRJ-900. ICT is already connected to MEM, ATL, and MSP. DL's 2-class RJ fleet is going to be stretched to the max in summer 2011.
Cubsrule From United States of America, joined May 2004, 21242 posts, RR: 19 Reply 15, posted (2 years 6 months 1 week 23 hours ago) and read 8922 times:
Quoting PSU.DTW.SCE (Reply 14): There is a large Toyota engine plant nearby in New Buffalo and several other largeautomotive suppliers in the region that have ties to the Detroit area and Asia.
Given that TEMA (Toyota Motor Engineering and Manufacturing North America) effectively has two headquarters in Erlanger, Kentucky and Ann Arbor, there may or may not be more Toyota-related traffic to Detroit than to Cincinnati (of course, that doesn't take the suppliers in to account).
I can't decide whether I miss the tulip or the bowling shoe more
enilria From Canada, joined Feb 2008, 6135 posts, RR: 13 Reply 16, posted (2 years 6 months 1 week 22 hours ago) and read 8851 times:
Quoting Indy (Reply 1): It is possible the route just wasn't doing well. But FL is showing some round ones dropping IND-BWI and MKE-DFW. It will get harder with each cut to convince regulators the drops are merely coincidental.
Coupled with the freq changes, it appears to me they are already run by WN planning! Seriously IMHO, they are just kissing their new bosses @sses rather than being told what to do. Still quasi-illegal.
Quoting FWAERJ (Reply 2): CVG gets cut and DTW gets added from HTS. I just knew this would happen.
The CVG cutbacks continue...
Yup. I wonder if the lease discussions with CVG have ended.
Quoting FL787 (Reply 4): I'm surprised that FL is sticking with IND-LGA still because that route has not performed much better than this one.
Gosh, could it be because WN doesn't fly that route?
Quoting FL787 (Reply 5): I will say, it's interesting what all these markets have in common. Could just be a coincidence though.
Doubtful. All there moves smell like merger.
Quoting jetbluefan1 (Reply 8): It's crazy to think that JFK-OAK once operated 7x and was largely considered a flagship route for B6. This is a prime example of how B6's strategy has changed drastically under Barger's leadership in comparison to Neeleman's (though other factors, such as oil prices and the economy, obviously play a large role).
I hear transcon is now pretty profitable for the majors with so little B6 left to pressure yields.
Quoting ScottB (Reply 11): They're not as bad as the LGA-IND yields, though.
Again, no WN in that one, so no reason to drop it. The cost to operate in LGA is also far higher than BWI.
Quoting ScottB (Reply 11): Also a route where they compete with WN, though.
BWI-LAX is a little different. FL's J class is uniquely valuable in that market because of the length.
Quoting ScottB (Reply 11): I'm surprised no one has commented on a net loss of seven departures from the United hub at DEN
I will. I think they were in your face by adding DAL-DEN, but in the background they are backing away a bit. This is right out of the leaked capacity change document that was in the SFO court case.
Quoting ScottB (Reply 11): Is it any more surprising than a net loss of two flights at CLE?
Nope
Quoting DTW.SCE" class="quote" target="_blank">PSU.DTW.SCE (Reply 14): DTW-ICT is more or less a victim due to DL's new RJ policy. This route, at 808 miles used to be operated multiple times per day on 50 seat RJs. However it was a long route and DL is limiting the stage length of these aircraft. So, they recently put on a single daily CRJ-900.
WA707atMSP From United States of America, joined Oct 2006, 2042 posts, RR: 13 Reply 17, posted (2 years 6 months 1 week 22 hours ago) and read 8778 times:
Quoting Cubsrule (Reply 15): Quoting PSU.DTW.SCE (Reply 14):
There is a large Toyota engine plant nearby in New Buffalo and several other largeautomotive suppliers in the region that have ties to the Detroit area and Asia.
Given that TEMA (Toyota Motor Engineering and Manufacturing North America) effectively has two headquarters in Erlanger, Kentucky and Ann Arbor, there may or may not be more Toyota-related traffic to Detroit than to Cincinnati (of course, that doesn't take the suppliers in to account).
DTW-HTS can get connecting traffic from NGO; CVG-HTS could not.
PSU.DTW.SCE From United States of America, joined Jan 2002, 6872 posts, RR: 29 Reply 18, posted (2 years 6 months 1 week 22 hours ago) and read 8702 times:
Quoting enilria (Reply 16): Quoting FWAERJ (Reply 2):
CVG gets cut and DTW gets added from HTS. I just knew this would happen.
The CVG cutbacks continue...
Yup. I wonder if the lease discussions with CVG have ended.
Well this route more or less has no value to the local CVG market. The other markets still have O&D value to CVG and the local business community. I'm surprised HTS didn't get switched to DTW awhile ago when they shifted/cut a lot of the other spokes that primarily fed the CVG hub.
B6JFKH81 From United States of America, joined Mar 2006, 2767 posts, RR: 7 Reply 19, posted (2 years 6 months 1 week 22 hours ago) and read 8674 times:
Quoting jetbluefan1 (Reply 8): It's crazy to think that JFK-OAK once operated 7x and was largely considered a flagship route for B6. This is a prime example of how B6's strategy has changed drastically under Barger's leadership in comparison to Neeleman's (though other factors, such as oil prices and the economy, obviously play a large role).
I don't think it has anything to do with who is heading up the company. If you think about it, B6 opened up OAK when the airline was very young. There was little to no LCC transcons happening from the bay area to NY. Customers were, therefore, willing to cross the bridge and come over to OAK to save a bunch of $$ on their ticket. Now, add VX into the mix doing the transcons directly out of SFO and B6 starting operations out of SFO as well. Prices on SFO - NY decrease because of the LCC competition there, and the demand for OAK - NY decreases as the demand for SFO - NY increases. The numbers YOY from 2008 to 2009 speak for themselves: http://www.flyoakland.com/airport_stats_yearend_stats.shtml
OAK is shrinking and B6 is reacting accordingly.
"If you do not learn from history, you are doomed to repeat it"
enilria From Canada, joined Feb 2008, 6135 posts, RR: 13 Reply 20, posted (2 years 6 months 1 week 20 hours ago) and read 8422 times:
Quoting DTW.SCE" class="quote" target="_blank">PSU.DTW.SCE (Reply 18): Well this route more or less has no value to the local CVG market. The other markets still have O&D value to CVG and the local business community. I'm surprised HTS didn't get switched to DTW awhile ago when they shifted/cut a lot of the other spokes that primarily fed the CVG hub.
HTS is a spoke. Without spokes you don't have a hub. NYC/LAX/MCO make it a focus city. I don't know long it will even be that. I give CO credit for being less devious in CLE. They have already laid down the law. I don't think it will be a slow lingering death.
Quoting B6JFKH81 (Reply 19): I don't think it has anything to do with who is heading up the company.
Well, the strategy changed under Barger. That's a fact. CEOs change strategy. There's nothing surprising there.
Quoting B6JFKH81 (Reply 19): OAK is shrinking and B6 is reacting accordingly.
Sort of. Everybody moved to SFO to kick VX's @ss. That's really the extent of it. Of course, VX is now making money so it didn't work out.
Juneau has always had at least 2 nonstops to/from Seattle in the Winter. JNU-YAK is typically a combi flight originating in SEA, flowing SEA-JNU-YAK-CDV-ANC; JNU-PSG is a tag on from ANC continuing to Wrangell, Ketch, then Seattle.
JNU-ANC has always been 3 daily nonstop flights with the milk run thru Yak/Cordova.
ScottB From United States of America, joined Jul 2000, 6363 posts, RR: 34 Reply 22, posted (2 years 6 months 1 week 19 hours ago) and read 8111 times:
Quoting enilria (Reply 16): I think they were in your face by adding DAL-DEN, but in the background they are backing away a bit. This is right out of the leaked capacity change document that was in the SFO court case.
But then, who do they think they're fooling? They can try to "send a message" with DEN-DAL, DEN-AMA, and DEN-LBB, but in the end, withdrawing capacity on DEN-BOS, DEN-LAS, DEN-ABQ, and DEN-ONT sends the exact opposite message. People aren't flying DAL-AMA/OKC/TUL-DEN just because DAL is convenient, after all; I doubt that a couple of Barbie's Dream Jets each day will have much impact at all.
Quoting enilria (Reply 16): Quoting ScottB (Reply 11):
They're not as bad as the LGA-IND yields, though.
Again, no WN in that one, so no reason to drop it. The cost to operate in LGA is also far higher than BWI.
Quoting FL787 (Reply 7): Quoting Cubsrule (Reply 6):
Where else would they put the slots?
Where they used to always put extra slots, Florida.
Well, as Cubsrule pointed out, they need to use the LGA slots to avoid losing them, and FL has virtually abandoned LGA-Florida flying at this point; all they have are two weekly frequencies to MCO. In the short term, it probably doesn't lose any more money than anything else they might do with them. They're pretty much damned if they do, damned if they don't with these slots: If they were to use them to a major WN station, it'd be because the guys in DAL are calling the shots. If they use them to somewhere else, it's because they're trying to avoid going up against SWA.
Quoting enilria (Reply 16): BWI-LAX is a little different. FL's J class is uniquely valuable in that market because of the length.
I could buy that if FL got a revenue premium for BWI-LAX, but they don't.
FL787 From United States of America, joined Aug 2007, 1499 posts, RR: 12 Reply 23, posted (2 years 6 months 1 week 19 hours ago) and read 7990 times:
Quoting ScottB (Reply 22): In the short term, it probably doesn't lose any more money than anything else they might do with them.
In the summer that's probably true, but I don't see how they couldn't lose less money flying to somewhere like MCO in the winter vs. flying to IND where it is struggling. At this point though it doesn't matter, those slots will likely stay at IND until the merger.
Quoting ScottB (Reply 22): FL has virtually abandoned LGA-Florida flying at this point;
FL has come and gone on many Florida routes in the past but they all seem to perform as expected when they return.
Cubsrule From United States of America, joined May 2004, 21242 posts, RR: 19 Reply 24, posted (2 years 6 months 1 week 19 hours ago) and read 7876 times:
Quoting WA707atMSP (Reply 17): DTW-HTS can get connecting traffic from NGO; CVG-HTS could not.
Agreed - I was talking about "local" traffic only ("local" in quotes because a lot of CVG-HTS local traffic probably doesn't fly).
Quoting ScottB (Reply 22): But then, who do they think they're fooling? They can try to "send a message" with DEN-DAL, DEN-AMA, and DEN-LBB, but in the end, withdrawing capacity on DEN-BOS, DEN-LAS, DEN-ABQ, and DEN-ONT sends the exact opposite message.
It goes to the point I've made before, I think: the DAL/LBB/AMA adds aren't really about sending a message. They are about better connecting relatively strong CO stations to the combined network. I'd submit that UA would have added each of those routes even without a WN hub in DEN.
Quoting ScottB (Reply 22): They're pretty much damned if they do, damned if they don't with these slots: If they were to use them to a major WN station, it'd be because the guys in DAL are calling the shots. If they use them to somewhere else, it's because they're trying to avoid going up against SWA.
I think that's right. The trouble is that the places to which WN is likely to add LGA service (my guess is STL first, then DEN, MCI, BNA, and HOU in no particular order) aren't large FL stations, so they can't put them there. But I wonder about BWI...
I can't decide whether I miss the tulip or the bowling shoe more
25 PSU.DTW.SCE: Well, as it is today CVG is still more than a focus city, it is a still considered a hub. It still has a lot more than NYC, LAX, MCO. 24 of the top 2
26 boilerla: Wow, that's a lot of cuts for the combined UA. CO's cuts look seasonal but major UA hubs ORD, IAD, LAX and DEN are getting "permanent" reductions (at
27 hiflyer: From what I see eff 17feb2011 to load into GDS today operated by CO ORDFLL 0>2 DENFLL 0>1 Hear something for PBI possibly.
28 rangercarp: When has DTW - ICT ever been operated multiple times per day? The flight was started about two years ago, and has been once a day, seasonal since the
29 tjwgrr: Roatan- cool, a new Caribbean destination from EWR! Watched a House Hunters International episode filmed on Roatan last night- looks nice.[Edited 201
30 jetbluefan1: Even Barger has said that transcon is doing well. I guess there has been some relief from the yield side considering B6 has really pulled down servic
31 enilria: Well, look at it this way. If they had cut all of that without adding DEN-DAL the message would be much different. In your own words it is now offset
32 Atlwest1: Agreed however hopefully some of the service enhancements that FL has will filter over and it will improve it. Maybe they need the metal to start oth
33 Cubsrule: Yes, but the WN model works really well for transcon schedules (a nonstop or two plus 4 or 5 one stops is likely better than any legacy is going to o
34 flyguy89: What type of agreement are you thinking they should make? I mean it's an odd situation because getting some of these facilities off their sheets coul
35 jlbmedia: I hope this is a seasonal adjustment. I have seen UA increase and decrease both SFO-PHL and LAX-PHL, from time to time. Please tell me I am correct.
36 ScottB: I'm not sure I agree for the 90% of the seats that aren't in business class. Is XM much of a product differentiator when the vast majority of the tra
37 enilria: I see no sign WN plans to keep any of the FL product, but regardless I think there is reason for FL keeping BWI-LAX. Again, if I'm right that the FL
38 FWAERJ: Don't forget IND, another huge source of CVG leakage. IND is currently running a "Leave CVG behIND" ad campaign to lure pax back to IND after DL's fa
39 flyguy89: I guess it all depends on the actual amount of commitment DL has at CVG. Are they willing to operate a reduced operation of 150-200 flights like they
40 Cubsrule: Regardless of whether BWI-LAX would be profitable, it may fall victim to the gate constraints at LAX. No business traveler with half a brain is going
41 ADent: I don't get assigned seating on UA - at least more than 24 hours out. Typically at 23:59 hours ahead of time only 1 or 2 non-middle seats are availab
42 jetbluefan1: I understand your point, but I'm not sure if the evidence supports it. B6 had (and still has) a huge portfolio of slots at JFK, but those slots were
43 enilria: Good point. I forgot IND is also draining traffic. WN is fine for under 2 hours. I wouldn't fly them much over that unless I was toting a family of k
44 atrude777: They have though..unless you're reffering to right now? WN added more BOS-PHL over the summer, and added BOS-PHX as well. If you're not counting that
45 flyguy89: Well the station manager told me they've been profitable at CVG since the summer, I don't doubt that 50 seat RJ flying is mostly unprofitable but DL
46 Cubsrule: I think you're living in 1997. Passengers - business travelers and otherwise - can't really show up at the airport 20 minutes before departure anymor
47 SlcDeltaRUmd11: My god. Just the idea of this is ridiculous. If DL wants to leave, let them, they are just gonna come back when this ends and want more. DL would be
48 enilria: Southwest has loaded their schedule through August of 2011 as I'm sure you have noticed and they have not added much if anything in BOS between now a
49 Cubsrule: What would a business person need to be doing that would have him at the airport but away from the gate? Some people have meetings in airport clubs,
50 flyguy89: well I hope the KCAB has forsight not to accept such a ridiculous agreement, especially since there is now precedence they can look back on at PIT an
51 SlcDeltaRUmd11: Agreed. CVG should definitely make delta pay all they owe. No incentives to an airline that is gonna leave. its when not if delaying is such short te
52 FutureUScapt: Just a couple more items of note for DL effective as of January: -DL will drop its CVG-AUS flight (for the 2nd time) -DL will begin once daily LAS-SNA
53 SlcDeltaRUmd11: Jan 12 SNA-LAS 6:45-7:50 LAS-SNA 8:25-9:34 737-700 The timing is at least good for LA-Vegas crowd if only one frequency is an option. Secures the slo
54 kgaiflyer: I don't get this. The 6am and the 9pm in both directions are always packed with standbys at the gate. I know 990-991 (the Accra flight) now does a ta
55 enilria: There are plenty of reasons at an airport to get to the gate late. Just hang around a gate for 10 minutes and you'll see plenty. I don't see why you
56 Cubsrule: People do - but I don't understand on what you are basing their implication that they cannot arrive at the gate in a timely fashion, and passengers'
57 PSU.DTW.SCE: Actually, no. The reason they cut CVG-AUS, effective in Jan is because of a shortage of 2-class RJs in January. They also moved up the end date of DT
58 enilria: I'm saying that you have to be at the gate much earlier to get a good seat on Southwest than you do on UA/DL/AA. Do you disagree? You can argue that
59 Cubsrule: Yes and no. If I buy a B ticket on AA or DL, I can't have a seat that is already assigned to someone, but if I buy that expensive a ticket, I absolut
60 atrude777: This is EXACTLY what Business Select is for. Business Select is reserved for A1-15 the FIRST group to board and have all access to the cabin and pick
61 flyguy89: I haven't heard anything about them specifically reaching an agreement on their negotiations, but there is chatter that concourse A is re-opening soo
62 FWAERJ: It's probably for the transfer of T2 ops to T3A. The KCAB has hinted about this move since DL left A... it's not a matter of "if", but "when". I woul
63 flyguy89: but going full circle here, that would require them to have reached some sort of agreement with DL, but nothing has been made public.
64 kgaiflyer: If I seem puzzled, it's because only AA and UA do IAD-ORD. And I'm pretty sure those two aren't swapping paint. Btw, I'm totally cool with SFO-IAH-LI
65 FL787: AA doesn't fly ORD-IAD. It's a UA monopoly.
66 enilria: We agree to disagree, but outside a.net, few people think WN's seating process is better than the majors. I'm assuming CVG agree to take a % of the d
67 Cubsrule: You're attacking a straw man. I never argued that WN's process was better. My turn for a straw man: outside of a.net, no one believes that business t
68 kgaiflyer: Yeah, you're right. I'm thinking DCA-ORD. I remember Orbitz sold me a USAir ORD-IAD ticket once, but I wound up changing planes in Philadelphia. Btw,
69 enilria: I never said business travelers don't fly WN. I just don't think the product is what they want, particularly on long-haul (BWI-LAX is what started th
70 Cubsrule: Do many business travelers fly ANYWHERE for the product? I sure don't.
71 enilria: You are confusing the desire to fly with the choice of products/airlines.
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The cost to operate in LGA is also far higher than BWI.
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