|Quoting PassedV1 (Thread starter):|
What does it take for a NB airline to make the leap into the WB market.
|Quoting Aesma (Reply 8):|
Such successful airlines will look into widebodies when they'll be looking at destinations further away than what their current planes can fly.
|Quoting flyby519 (Reply 6):|
Are we talking about AS/WN/B6 getting widebodies to fly domestic routes? or to expand internationally?
|Quoting PassedV1 (Reply 10):|
I guess I was thinking more along the lines of new routes. If Delta can make money flying SEA-NRT and SEA-CDG, I don't see why AS couldn't if it had it's own metal (ahem, plastic) to do it. AS would also have the benefit of selctively upgauging certain routes (i.e. a couple of SEA-ANC flights in the summer). I'm sure the same could be said for many routes to Europe for JB on the East Coast.
Just thinking/wishing out loud.
|Quoting Stitch (Reply 7):|
A medium-haul route that had high traffic volumes 365-days a year across multiple years clustered around a 60-minute departure window at each end. But even then, I'm not sure it would be worth the effort.
Consider a hypothetical AS morning service between ANC and LAX that had three daily 737-800 departures of 07:00, 07:20 and 07:40. Assuming 100% LF in First and 85% LF in Economy, that would be 48 First seats and 360 Economy seats. *
An AS 787-8 could seat 54 First Class seats between Door 1 and Door 2. At 8-abreast, they would seat 244 in Economy and at 9-abreast, that would be 273. So if AS collapsed those three 737-800 flights onto one 787-8, they would see an increase of 6 First Class seats (which would predominately go to upgrades) and a reduction of 87-116 Economy seats. Now AS is fortunate to have a strong lock on Alaska traffic, but if UA, AA, DL or VX added an A320-200 or 737-800 departure in that window, they might be able to take a fair bit of those displaced customers depending on when the next AS departures were (and how high their average LF was). We'd also need to factor in the trip costs of three 737-800s versus one 787-8 and what the net profit of three 737-800s is vs. one 787-8.
* - First will almost always go out full due to upgrades. And it strikes me that an airline would have three flights within an hour's block because there was strong demand, which would lead to higher than average load factors in Economy.
|Quoting ADent (Reply 5):|
What domestic routes today are served more than once a day by a wide body, besides flights to Hawaii?
|Quoting jporterfi (Reply 12):|
|Quoting IAHFLYR (Reply 13):|
|Quoting USAirALB (Reply 15):|
|Quoting TWA772LR (Reply 16):|
I can see B6 ordering 763ERs to major Euope hubs like LHR (with AA and BA codeshare), FRA (since LH owns 19% of B6), and possibly CDG.
|Quoting Polot (Reply 17):|
I don't see any new customers ordering passenger 767s (by new customers I mean an airline who has never operated the 767, not top ups from airlines such as LAN)
|Quoting TWA772LR (Reply 18):|
I somewhat agreee. The only way I see a new 767 order is if a NB airline like AS, B6, or WestJet were to start WB flights since it is a lower risk, cheaper, and more readily available alternative to the 787 ad A350.
|Quoting TWA772LR (Reply 16):|
WE NEED MORE DOMESTIC WIDEBODIES!!!!!!!
|Quoting redzeppelin (Reply 4):|
Quoting PassedV1 (Thread starter):
I can't remember the last time that it has been tried
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