|Quoting Laxintl (Reply 2):|
Lastly the operating cost and margins are much improved on the B757 then the B762s they replaced.
|Quoting Avek00 (Reply 7):|
Not quite - a 110-seat 757 will not have better operating economics than a "normally" configured, well, anything (except perhaps RJs).
|Quoting Avek00 (Reply 9):|
Because with the partial exception of fuel, the same costs of a 180-seat 757 are now spread over 110 seats. Instead of 180 people paying for the crew, baggage handlers, and ultimately the airplane's lease payment, you have 110 people per flight doing so. United would have to command an approx. SIXTY PERCENT premium on EVERY p.s. vs. a seat on a normal 757 to cover its cost - there's no chance in hell of that happening in the badly-depressed transcon market.
|Quoting FA4UA (Reply 3):|
why would any business traveller fly AA, B6, or DL?
|Quoting Rmenon (Reply 10):|
No - you are using fuzzy math - compare the costs of a 110 seat 757 with a high proportion of premium cabin, corporate-contract fares to a ~170 seat 767-200. Avg yield is higher too because of lower Econ seats - 69% vs 75%. Comparing a normal 757 to a p.s 757 is just as stupid as comparing a normal 737 to the LH/PrivatAir 737 operating EWR-DUS
|Quoting FA4UA (Reply 3):|
It's such a winner that we're adding another frequency between SFO and JFK
|Quoting Sean-SAN- (Reply 17):|
Also, $33 extra x 110 seats would pretty much pay for all the fuel cost of the flight. Or it would more than pay for the pilots. You get the idea.
|Quoting UAL777 (Reply 20):|
You cannot compare UA and Jetblue's ticket prices because UA is NOT targeting the economy passenger. They are targeting the high-yield customer, hence the name Premium Service.
|Quoting Avek00 (Reply 21):|
Oh yes, I can make comparisons between the two
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