|Quoting Wingtips56 (Reply 2):|
How did all that work out for Pendleton OR/PDT?
|Quoting LAXintl (Reply 6):|
So with the community onboard, the selection process for the DOT became rather easy to go with the cheaper bid.
|Quoting RWA380 (Reply 9):|
Better than it did for SLE, ONP, AST. At least PDT still has air service.
|Quoting Wingtips56 (Reply 2):|
I don't see how this is going to benefit the El Centro traveler. Hugely reduced connecting options; no interlining of tickets, fares and baggage; likely no connections within the sterile concourse; no flight attendant, no chance of a beverage; no lavatory; tiny aircraft; single-engine aircraft; unpressurized aircraft; and not even going to the L.A. area at all. I'm going to guess from my history in the commuter airline business is that EAS still requires a co-pilot, but I don't know if that still holds nowadays.
|Quoting FlyPNS1 (Reply 11):|
Nothing against SeaPort or SAN, but this is a total waste. This service has failure written all over it. Another reason to can the EAS program.
|Quoting Wingtips56 (Reply 10):|
I'm just afraid that our pitiful UAx/OO service here at CEC may at some point go to a low-EAS bidder, which would probably be SeaPort for lack of anyone else in the Northwest.
|Quoting jerseyguy (Reply 13):|
Can anyone tell me WHY IPL needs EAS service, its 1 hour to YUM and 1:45 to SAN. Sure there are cities in the area that are further but can they be more than a 2:30 drive to SAN and 1:30 to Yuma? If I'm missing something (other than my tax money), please let me know.
|Quoting DiamondFlyer (Reply 15):|
Not at all. All you need to do is look to the Midwest on how EAS can work. Both Cape Air (using 402's) and Eagle (with ERJ's) have been able to make EAS do what it should, grow market, to where hopefully it no longer needs the subsidy.
|Quoting KELPkid (Reply 14):|
Wonder how long the service lasts after the EAS subsidies dry up That has been SeaPort's modus operandi: chase EAS subsidies, abandon the market the second the subsidies dry up.
|Quoting LAXintl (Reply 17):|
By law, El Centro is eligible for EAS as it is located in excess of 70 miles from a medium or large sized hub airport and has no other scheduled air service.
|Quoting usxguy (Reply 18):|
The airline has tried a variety of at-risk markets and some didn't pan out, how is that a bad thing?
|Quoting usxguy (Reply 22):|
I think the PC-12 was a bit overkill for those markets and they would have done better with the Caravans, but who knows.
|Quoting Wingtips56 (Reply 23):|
Isn't the capacity the same, or close enough not to matter?
|Quoting usxguy (Reply 26):|
Hatbutton - sometimes you have to figure out how to make your equipment work. The airline was previously focused on the Boeing Field - Portland market, where the PC-12 was marketed as a luxury aircraft and service. Then of course EAS came up and the Oregon state air fund.
The PC-12 is good for higher yielding, longer flying. IPL - PHX, for instance, is a nice PC-12 route -- just if the plane had a place for checked (sterile) luggage then it would be perfect...
|Quoting FATFlyer (Reply 31):|
If SeaPort does bid on CEC in the next year I wouldn't be surprised to see OAK service proposed based on that previous proposal above.