|Quoting ktachiya (Reply 9):|
I wonder how they intend to control the yields.
When JL operated this flight, they were losing money with an average of a 95% load.
I can't see things dramatically improving since now and then.
|Quoting airbazar (Reply 10):|
Maybe but they still have 6 daily flights between Japan and HNL: 3x NRT, HND, NGO, and KIX.
|Quoting airbazar (Reply 6):|
Are you sure about that?
|DL flights to Japan|
|Quoting cslusarc (Reply 16):|
It is routes like this that DL needs a "beach market" configuration for its 767-300ER (unless there are any still in a domestic configuration). I think a 767-300ER with configuration of either 18 J (existing Business Elite seats)/ 24 W (4 rows of 2-2-2 seating at 44 in pitch/31 Y+/143 Y or 18 J/67 Y+/143 Y. I think a beach market configuration like my two examples would increase revenue as DL could sell more seats and have less Business Elite seats empty (or filled with upgrades).
|Quoting cslusarc (Reply 18):|
BTW what are the differences between the 76P and 76Q fleets? They are the domestic configured fleets. What are their ranges? Are both the 76P and 76Q ETOPS rated?
|Quoting centrair (Reply 20):|
maybe they will connect FUK to LAX like it used to be
|Quoting SurfandSnow (Reply 22):|
Is there some sort of subsidy or revenue arrangement in play here? I realize that DL has been steadily growing its Hawaii-Japan presence with the addition of NGO and now FUK, but NGO has had consistent service to HNL. FUK has not. If a Japanese airline can't pull it off (yes, I realize JL had its financial issues, but there's always NH to fill the void - the home country airlines have a huge leg up with the finicky local Japanese market), I would be shocked if a U.S. airline could...
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