I suppose you could fly point-to-point to LAX, SFO, RSW, and LGA, but the local demand won't support much more than one flight on each aside from LGA.
That's essentially what I envision. All the cities mentioned above could work well for Frontier from CMH
. However I would add Boston, as there is a local demand that currently goes un-met with only 6 regional jets a day split between Delta Connection and American Eagle. Add to that nonstops to Denver and to Cancun (a very popular destination from CMH
served weekly by USA3000), and you have a nice-sized operation in Columbus.
I can see an argument for point-to-point, but:
* Southwest has CMH-BWI covered and Independence has CMH-IAD. DCA slots aren't free.
Agreed. Especially with WN
adding two more flights to BWI
, brining their total up to 5 daily flights.
* Southwest will probably start CMH-PHL within the next year.
Assuming US goes belly-under. Currently US fills the market nicely with 6 daily flights; 3 mainline, 3 regional.
* CMH-LGA is possible but LGA slots aren't free, either.
That's true that they're not free. But the possibility of one-stop LAX
could make the investment worthwhile.
* CMH-BOS doesn't make sense unless Frontier is serving BOS from DEN.
Possibly. It's pretty hard to believe that DEN
could have been that bad of a route for Frontier in the first place. However like LGA
, they could have success using CMH
as a thru city to from DEN
* CMH-MDW, CMH-MCO, and CMH-TPA are all WN routes.
I definitely agree with MDW
, but surely not MCO
is only served once daily by WN
, and TPA
has twice daily service. America West had up to 3 A319s flying between CMH
at one time, with the aircraft going out full daily. However, like was mentioned, they made absolutely no money with 12 first class seats going out empty each day also. Given Frontier's different product compared to WN
and also DL
, and their low fares, I have no doubt in my mind that F9
could take on MCO
, similar to ATA in Indy.
* CMH-LAS and CMH-PHX are both served by WN and HP.
Agree also, though Southwest could really add another PHX
flight. Like I said earlier, I couldn't really see Frontier opening cities like PHX
nonstop from CMH
, since they are for the most part well served already.
Passenger boardings mean nothing when the yields are poor and your market share is poor as well.
That's what I meant by America West not "realizing the full potential of the hub." America West had the ability to change that situation by responding to the demand at Columbus. A good example was the Columbus to Baltimore run.
America West flew the route five times a day on 50-seat regional jets. These flights filled constantly, and more often than not, with O&D passengers. Like you mentioned, load factor means absolutely nothing when your matching Southwest's fares and operating a high-cost RJ
operated by an affiliate carrier. Given the overperformance of the route, frequency should have been reduced to 3 flights a day, still trumping WN
's frequencies, and mainline aircraft should have been placed between the two cities. Assuming the aircraft fills up, which Southwest seems to have no problem doing currently, the low-fare model that America West has adopted would have worked on the route. The same scenario can be applied to some of the other RJ
routes that were flown from CMH
I realize what lead to the ultimate demise of the America West hub in CMH
. I tried to sum it up in saying that it failed "mostly due to the airline's new fare structure and its inability to function in a limited, RJ
-heavy operation, coupled with increased pressure from local competitors," however you explained the situation much better than I did. I just believe that America West did have options in rectifying the low yield situation they faced in Columbus. Likewise, I believe that Frontier, with their low cost model and superior product, could succeed where America West couldn't in Columbus.