|Quoting Pzurita1 (Reply 7):|
So let me get this straight (if I understood this correctly), no Venezuelan or Colombian airline has found a market linking capital cities with main cities in the other country (both O&D routes and connecting pax).
They have, but for several reasons, never directly related with flight perfomance itself, those flights have gone with the wind.
As I mentioned earlier, Avensa/Servivensa
, during the whole 90s decade, found an interesting niche by linking Bogota
with cities like Valencia and San Antonio del Tachira, and by offering services from Caracas
did something similar, with their former MDE
until the day they got rid of the Avro RJ
-100s. Then came the Fokker-50s, and SAM
started to take a more leisure-oriented shape, and serving the MDE
with Fokker-50s was now against all practicall purposes.
As mentioned by 757MDE
to start operating in MDE
, gate spaces, counters, offices, operative rights, and everyone in the airport took by granted the arrival of VH
. But that arrival never took place. The initial talks said that the airline had no aircraft availability to make the route a reality, and the moment everyone looked, the counters and everything belonging to VH
|Quoting Pzurita1 (Reply 7):|
However, Aires is willing to risk linking CUC, BQA and CTG with MAR, pure O&D routes.
At first glance, it does looks a bit wild. But then again, MAR has been, for many years, depressingly uncommunicated with Colombian soil. The options are limited to road trips to Barranquilla which take many hours under questionable road security standars, or to take a ridiculous flight to Caracas in order to backtrack to Bogota, which, can be, among other things, quite expensive.
Cucuta, as abovementioned, takes the title, by far, of the largest, most populated and most commercially active border city of Colombia. Aires
has a much smaller customer base in Cucuta than that of Avianca, but commerce, demographics and evident ties with Venezuela seem to make this route feasible. Add to that the fact that the thrice weekly route will originate in Bucaramanga, and bring in passengers from Medellin.
Barranquilla and Cartagena, with two weekly flights, higher population bases, demographical ties with bordering Venezuelan state Zulia [of which Maracaibo is the main city] the two largest cities of the Colombian northern coast, relatively old Aires stations and offering possibilities to connect onward to Valledupar and Monteria, should represent even less of a hasle.
In all, I think Aires will wisely take advantage of this forgotten market, with frequencies aimed evidently towards leisure travellers, and operated regional turboprops with which they have succesfully operated flights to Aruba and Panama from BAQ and CTG.
|Quoting Luisde8cd (Reply 8):|
Especially after watching on TV a Medellin City Council member (Concejal) last January during the Granda crisis, saying that around 80% of Medellin exports are destined to Venezuela.
Interesting information Luis, but a bit strange. MDE
is consistently, and by a big distance, the most active cargo route from Medellin, and the second most active international route in Colombia. Maybe the majority of the exports are transported by road.
|Quoting RICARIZA (Reply 9):|
Based on March market share, Satena will be bigger than Aires.
Based on May
marketshare, Aires has an edge over Satena:
Aires: 8,63% of the total market
Satena: 8,56% of the total market
Nevertheless, in the first quarter, Satena did have a bit more participation than Aires. Being privately owned, and profitable, unlike Satena, I still consider them in the lead.