Hustler From United States of America, joined Jun 2001, 325 posts, RR: 1 Posted (11 years 7 months 3 weeks 4 hours ago) and read 1237 times:
ARLINGTON, Va., Oct. 3, 2001 - US Airways reported today that revenue passenger miles for September 2001 were down 33.4 percent compared to September 2000, while available seat miles for the month decreased 20.6 percent. The passenger load factor for the month was 56.1 percent, a decrease of 10.8 percentage points compared to September 2000.
US Airways' September traffic results were affected dramatically by the events of Sept. 11. Commercial flights throughout the country were suspended almost completely for three days and resumed gradually once the Federal Aviation Administration allowed resumption of operations. While there has been a significant increase in the number of passengers booking on US Airways in recent days, the total remains well below trends that had been established earlier in the year. In response, US Airways has reduced its operations and is implementing a schedule that will reflect a reduction of 23 percent in capacity.
From Sept. 1 to Sept. 10, US Airways' load factor was 65.4 percent. From Sept. 14, when flight operations resumed, through Sept. 22, the load factor was 45.9 percent and that increased during the period Sept. 23
through Sept. 30 to 52.8 percent. That upward trend is continuing. The same trend is reflected in terms of the numbers of passengers carried. On Sept. 14, the first day that flight schedules began to return to a more normal pattern, US Airways carried 51,753 passengers. Beginning Sept. 27, US Airways has carried in excess of 100,000 passengers on most days and forward bookings indicate that trend is continuing. The return to operations at Washington's Ronald Reagan National Airport, albeit on a limited basis, should support this trend.
In response to these developments, US Airways has taken a number of steps to reduce and control costs. As a result of the necessary reduction of capacity by 23 percent, US Airways is sadly reducing its workforce by over 11,000 and is retiring three fleet types - the B-737-200, the F-100 and the MD-80. Four reservations centers have been closed as have more than 40 city ticket offices. Maintenance operations are being further
rationalized to result in greater efficiencies.
As of Sept. 30, 2001, US Airways Group had just over $1.0 billion in cash on hand. In addition, US Airways Group anticipates receiving a further grant in October of approximately $180 million from the U.S. government under the Air Transportation Safety and System Stabilization Act to compensate for losses resulting from the terrorist actions of Sept. 11.
For the third quarter of 2001, revenue passenger miles were down 5.4 percent compared to the same period in 2000, while available seat miles were down 2.9 percent year-over-year. The passenger load factor for the period was 71.1 percent, a decrease of 1.8 percentage points compared to 2000.
Year-to-date revenue passenger miles were up 6.3 percent, compared to the same period in 2000, while available seat miles were up 6.8 percent year-over-year. The passenger load factor for the nine-month period was 70.4 percent, a decrease of 0.3 percentage points compared to 2000.
The four wholly owned subsidiaries of US Airways Group, Inc. -- Allegheny Airlines, Inc.; Piedmont Airlines, Inc.; Potomac Air; and PSA Airlines, Inc. -- reported that revenue passenger miles for September were down 35.1 percent compared to September 2000, while available seat miles for the month were down 16.9 percent. The passenger load factor for the month was 42.7 percent, a decrease of 12.0 percentage points compared to September 2000.
For the second quarter of 2001, US Airways Express revenue passenger miles were down 9.9 percent compared to the same period in 2000, while available seat miles were down 4.0 percent. The passenger load factor for the period was 54.0 percent, a decrease of 3.5 percentage points from 2000.
Year-to-date, US Airways Express revenue passenger miles were down 4.3 percent compared to the same period in 2000, while available seat miles were down 2.1 percent. The passenger load factor for the nine-month period was 55.2 percent, a decrease of 1.3 percentage points from 2000.
Travatl From United States of America, joined Mar 2001, 2172 posts, RR: 11 Reply 5, posted (11 years 7 months 3 weeks 3 hours ago) and read 1026 times:
I with NKP S2 on this one. I see no difference in this press release and those released in the last few days by Delta, Continental, and AirTran. Their load factor didn't fall dramatically lower than anyone else, they're not dropping
capacity by a significant amount more than anyone else, and they still have a billion dollars in cash, plus are recieving $180 million more in October.
Like EVERY airline in the US, September 2001 and the third quarter are turning out to be a bleak period, but I don't think it's going to have any MORE of
a negative impact on USAirways than anybody else. It's tough all over.
Aloha 737-200 From , joined Dec 1969, posts, RR: Reply 6, posted (11 years 7 months 3 weeks 3 hours ago) and read 1001 times:
I heard UA and US were the hardest hit by allthis, while the other carriers, AA, DL, etc were fairing a bit better.
Currently the least-hit airline is SWA, who seems to be recovering nicely, and has NO plans to lay off employees and retire aircraft. They found other ways to cut expenses, in reductions in travel agent commission, and cancelling an order for more 737-700s.
I'm not worried in the least by all this. Within a year's time the airline industry will be back up to speed, however lot of nmes might disappear by then, but the survivors will pick up the load.
DCA-ROCguy From United States of America, joined Apr 2000, 4402 posts, RR: 37 Reply 7, posted (11 years 7 months 3 weeks 2 hours ago) and read 976 times:
US Airways isn't going anywhere. They're kind of like Hyman Roth, Michael Corelone's aging partner in nine-figure crime in "The Godfather Part II." Roth is always sick and claiming to be dying. But as Michael says at one point (I think to Tom Hagen), "Roth has been dying of the same heart attack for twenty years."
US Airways' traffic will continue to recover, especially now that DCA is open again. US still likely has at least $1 billion of the cash reserve they were sitting on this summer. If they continue to retire old a/c types and continue implementing regional jets, US has a much better chance of hanging on for a few years than it seemed like two weeks ago.
A new market reality is spreading on the East Coast--high-quality low-fare air service. If US gets out of the way, and concentrates on their high-yield shuttle and major city routes (which low-fare carriers tend to avoid) they've got several good years left. Even after 9/11.
Flying-Tiger From Germany, joined Aug 1999, 4111 posts, RR: 39 Reply 8, posted (11 years 7 months 3 weeks 2 hours ago) and read 966 times:
Here are the major´s load factors for Sep 00 and 01:
American 69.8 59.6 -10.2
AmWest 64.9 59.8 - 4.2
Continental 72.4 61.4 - 11.0
Delta 68.5 56.2 - 12.3
Northwest 76.5 63.8 - 12.7
United 69.9 61.1 - 8.8
US Airways 66.9 56.8 - 10.8
For me US´ permformance was average compared to the majors. But they were the most affected as one of their hubs, Wasington-National was closed and was only reopend this week.
I think US´ position isn´t that bad. They have a quite young fleet now with most old planes (F100, MD-80, DC-9, F100) being retired, leaving only the 2nd generation 737s, A32X, B757/762 and A330. From what I see a good mix. And they will make a choice for regional jets in the foreseeable future. Don´´t forget that the aviation industry is an industry with long-term investments so they need to invest into their future and RJs will surely help them. Nowadays the slogan is "downsizing, outsourcing" -> which means nothing different than replacing 100/120-seat equipment with RJs (50/70/90-seats), being operated by regional affiliates - or in case of the big ones - already with the main line.
I would be interested in knowing how you folks think are the chances of a tie-up between NW and US: Both operate nearly similar fleets (NW does not have the 767, US does not have the DC-10 and 747), have a complementary network, are not really aligned in one of the world-wide alliances. IF the DL/CO merger really goes ahead and tie between NW and CO will for sure be terminated which would leave two medium-sized majors in the USA being completly unaligened. For me this merger would be far more promising than CO/DL or the former US/UA merger.