As was shown in COAB767s post, there is only one roundtrip a day on NW
to GUM (#73/74 on a 742). Continental Micronesia operates three flights a day (#961/962 and #963/#964 on 767s and #6/7 on 738s). However, they do not list the two as codesharing on those routes. As for NRT
operates twice a day (#75/76 nonstop on a 742 and #77/78 via Nagoya on a 757).
As for the amount of traffic on the Asian routes that are mentioned. With the exception of the longer flights to Bangkok and Singapore, we are mainly talking about 2 - 3 hour flights. The fares for these flights are often quite high. My uncle lives in Singapore and works in Hong Kong and flies UA
quite regularly because they are the cheapest on the route, and he often must still pay about $700-$800 a ticket. This is quite common on many of the major Asian routes. So, even if you have leisure travel, they are still paying quite a bit. Plus, as mentioned the amount of business travel between these cities is phenomenal, so I would imagine that they are sig. moneymakers. Before the current downturn, NW
had been looking at starting a second flight from NRT
. I don't know how this route does now since I have not flown it for a few years, but when I flew the HKG
route recently, it was completely packed in C and Y class, although still half open in F. However, with the prices that they charge, they should easily make money. When asking the question, think about this. Airlines are in the business of making money. Those NW
narrowbodies only operate the evening flights from NRT
and with the exception of the roundtrip to SPN
, they only operate two flights a day (to/from NRT
) and are on the ground for the majority of the time. So, I would assume that the revenue on these flights is quite substantial if they can afford to let their planes sit so long....of course they could just be foolish! JK
As for the comments about Tokyo. Following WW2 when the air agreement was signed between Japan and the United States, two US passenger carriers would be given extensive rights (including 5th freedom rights) and one cargo carrier as well. The three that were initially chosen were Pan American, Northwest (Orient), and Flying Tigers. Northwest did play a major role in starting JAL, but I cannot say for sure that this was their reason for being chosen. Anyway, in 1985, when UA
bought Pan Am's pacific network, they inherited Pan Am's rights, and Fed Ex gained rights when they purchased Flying Tigers...although I don't think that they really use NRT
significantly. I assume because of the traffic and congestion, they prefer to stick to their other bases in the area.
One question that I have is about the equality of rights for NW
in Tokyo. Do they have similar rights, or does NW
hold an advantage. I am curious because as was discussed in another post, NW
has quite a bit more ops in NRT
seems to prefer direct point to point service). Just curious.