Heard BUR is removing gate A1 so it can angle gates 2,3,4,5,6,7 so every gate can accommodate either 737-800 and A320 .It's also expanding the Airline checked luggage area on the ramp side to accommodate the increase flight schedules. Gate A1 terminal area Will be walled off to add a bigger Ramp break room for WN since it's double it's staffing with the increased flight schedule.

Flyguy

wnflyguy wrote:

Heard BUR is removing gate A1 so it can angle gates 2,3,4,5,6,7 so every gate can accommodate either 737-800 and A320 .It's also expanding the Airline checked luggage area on the ramp side to accommodate the increase flight schedules. Gate A1 terminal area Will be walled off to add a bigger Ramp break room for WN since it's double it's staffing with the increased flight schedule.

Flyguy

That’s the first I’ve heard of that. I was there a few weeks ago and Gates A1-A3 were closed as they had just poured new concrete ramp slabs in the weight distributed portions of the ramp and new paint markings. With all the increased service and new entrants I can’t imagine BUR losing a gate. There are multiple times a day where every gate is in use simultaneously. Maybe assuming A6 and A7 are shifted diagonally to match A8? I know A1–A7 are 73G/320 designated. A8-A9 738/73G/320 capable currently

A second issue is I believe there is a legal clause that nothing can be added to the existing terminal structure, hence why a FIS idea has been shot down with the current terminal and lounge areas shrunken around A1-A2 post 9/11 to reconfigure security screening because they could not build an enlarged area outside of the current footprint. So building out onto the tarmac of A1 would be in violation of adding structure to the set square foot agreement with the community clause.

The only thing rolling at Burbank airport is Southwest jets off the end of the runway.

CLTRampRat wrote:

The only thing rolling at Burbank airport is Southwest jets off the end of the runway.

Haha good one. On that topic, In case anyone is wondering the damaged EMAS at the end of RWY08 is still removed and not replaced at this point.

nine4nine wrote:

wnflyguy wrote:

Heard BUR is removing gate A1 so it can angle gates 2,3,4,5,6,7 so every gate can accommodate either 737-800 and A320 .It's also expanding the Airline checked luggage area on the ramp side to accommodate the increase flight schedules. Gate A1 terminal area Will be walled off to add a bigger Ramp break room for WN since it's double it's staffing with the increased flight schedule.

Flyguy

That’s the first I’ve heard of that. I was there a few weeks ago and Gates A1-A3 were closed as they had just poured new concrete ramp slabs in the weight distributed portions of the ramp and new paint markings. With all the increased service and new entrants I can’t imagine BUR losing a gate. There are multiple times a day where every gate is in use simultaneously. Maybe assuming A6 and A7 are shifted diagonally to match A8? I know A1–A7 are 73G/320 designated. A8-A9 738/73G/320 capable currently.

I took B6 to JFK on Thursday afternoon and gates A7-8 were closed for concrete work. I asked the B6 and AA agents about gate shuffling due to increased service and both said nobody is moving. The AA DFW flight will use B4 until A8 reopens, then it will use that with B6 until the BOS flight is re-timed to a morning departure. PHX is seeing an Airbus again starting in June. There is some moveable AA signage partially covered up down by A8 along the outside(South) wall. When we got back Sunday, A1 was still open and there was a WN 800 operating 4442 to DEN out of A6 on a new diagonal line where the nose was very close to the terminal by the A5 door. The lines at A1-A5 I saw were still the same old straight in, no diagonal.

AA DFW-BUR resumes after many years today with 2x 738.

Okay, to clear up some confusion on what's going on in Burbank. I am a current SWA ramp agent/safety rep in BUR and former operations agent in Chicago-Midway and San Diego before coming here to Burbank. As of what currently stands, All gates in BUR are common-use gates. Gates A1-A7 are priority SWA gates used by only us. We have 7 full-time gates throughout the operational day. Gates A8-A9 are common-use and will only be used by SWA only on operational needs and only if empty and not being used by anyone else. As of now, we are running 60 departures a day peak Mon-Fri, Sat 30 departures, Sun 50-55 departures on this winter schedule. Gates A5-A7 have been reconfigured with diagonal J-Lines to accommodate 800s. Note: these new procedures have caused safety issues with the gates being so tight and pilots not being informed of the new ground work. These diagonal lines were once tested a couple years ago on Gates A1-A2 but were scrapped due to safety concerns both from Flight Ops and our Ground Ops union. Whether these new diagonal J-Lines stay is up in the air as they are a trial run for the year as we continue to observe any continuing safety concerns.

June (Summer Schedule):

When our summer peak season schedule begins we will be pushing 72 departures a day peak Mon-Fri, 40 on Sat, 60-65 on Sun. Due to growth constraints in BUR and with our union clashing with HDQ on the future proposed growth, There will be a cap of 74 departures peak for the next couple years till the new replacement terminal is complete in which HDQ will take a look on growth again.

There will be 2 check-in counters, Due to increased flight loads and volume of flights, Flights going to SJC, OAK, and LAS will have a separate check-in counter for shuttle service while all other destinations will be the other check-in counter. We have made inquiries on acquiring self-tagging kiosks to help speed up the check-in process as well.

As for the summer schedule in June. Terminal A will be exclusive to SWA with A1-A7 being full-time SWA gates, A8-A9 will be only for operational needs if or during a IROP schedule. All other airlines will operate out of Terminal B (B1-B5) with the exception being AS, B6, and NK using A8-A9 if all gates in Terminal B are being used up at that time.

I hope this sheds light on the current state in Burbank.

WNagent310 wrote:

Okay, to clear up some confusion on what's going on in Burbank. I am a current SWA ramp agent/safety rep in BUR and former operations agent in Chicago-Midway and San Diego before coming here to Burbank. As of what currently stands, All gates in BUR are common-use gates. Gates A1-A7 are priority SWA gates used by only us. We have 7 full-time gates throughout the operational day. Gates A8-A9 are common-use and will only be used by SWA only on operational needs and only if empty and not being used by anyone else. As of now, we are running 60 departures a day peak Mon-Fri, Sat 30 departures, Sun 50-55 departures on this winter schedule. Gates A5-A7 have been reconfigured with diagonal J-Lines to accommodate 800s. Note: these new procedures have caused safety issues with the gates being so tight and pilots not being informed of the new ground work. These diagonal lines were once tested a couple years ago on Gates A1-A2 but were scrapped due to safety concerns both from Flight Ops and our Ground Ops union. Whether these new diagonal J-Lines stay is up in the air as they are a trial run for the year as we continue to observe any continuing safety concerns.

June (Summer Schedule):

When our summer peak season schedule begins we will be pushing 72 departures a day peak Mon-Fri, 40 on Sat, 60-65 on Sun. Due to growth constraints in BUR and with our union clashing with HDQ on the future proposed growth, There will be a cap of 74 departures peak for the next couple years till the new replacement terminal is complete in which HDQ will take a look on growth again.

There will be 2 check-in counters, Due to increased flight loads and volume of flights, Flights going to SJC, OAK, and LAS will have a separate check-in counter for shuttle service while all other destinations will be the other check-in counter. We have made inquiries on acquiring self-tagging kiosks to help speed up the check-in process as well.

As for the summer schedule in June. Terminal A will be exclusive to SWA with A1-A7 being full-time SWA gates, A8-A9 will be only for operational needs if or during a IROP schedule. All other airlines will operate out of Terminal B (B1-B5) with the exception being AS, B6, and NK using A8-A9 if all gates in Terminal B are being used up at that time.

I hope this sheds light on the current state in Burbank.

Thanks for the update.
Flyguy

Update: Current situation has changed from the last couple weeks. AA with new mainline service to and from DFW was using Terminal B and gate B4, but due to the amount of traffic coming in, with Mesa/Skywest(AA) RJ-700s and the B73-8 coming in at banks, airport ops has given them priority handling back at Terminal A and they are using gates A8 and A9 and sharing it with B6.

SWA: Due to recent safety concerns, our Ground Ops union as well as the Pilots union have stated safety concerns with the angled J-Lines at Gates A5-A6 and in accordance with our GOM (Ground Operations Manual) FOM (Flight Operations Manual), these angled J-Lines do not meet our safety procedures. Pilots have come in unknowing of these new parking procedures and has lead to a ton of confusion between marshalers and the captains. Ground Ops have stated concerns with the new parking procedure, we simply do not have enough room to operate a turnaround when neighboring gates are occupied and have been pushed by local management to break procedure to make it work in which we will not to adhere to due our strong safety culture.

Conclusion: Dallas(HDQ) on behalf of the pilots and ramp/ops union raising awareness of the situation at Burbank, HDQ has agreed that these are legitimate safety concerns and not in accordance of our safety culture thus, Scheduling will operate limited 800 service to and from Burbank and 800s will be banned from parking at Gates A5-A6 until a solution is found. Gate A7 will be the sole 800 ready gate at BUR for the time being.

WNagent310 wrote:

Update: Current situation has changed from the last couple weeks. AA with new mainline service to and from DFW was using Terminal B and gate B4, but due to the amount of traffic coming in, with Mesa/Skywest(AA) RJ-700s and the B73-8 coming in at banks, airport ops has given them priority handling back at Terminal A and they are using gates A8 and A9 and sharing it with B6.

SWA: Due to recent safety concerns, our Ground Ops union as well as the Pilots union have stated safety concerns with the angled J-Lines at Gates A5-A6 and in accordance with our GOM (Ground Operations Manual) FOM (Flight Operations Manual), these angled J-Lines do not meet our safety procedures. Pilots have come in unknowing of these new parking procedures and has lead to a ton of confusion between marshalers and the captains. Ground Ops have stated concerns with the new parking procedure, we simply do not have enough room to operate a turnaround when neighboring gates are occupied and have been pushed by local management to break procedure to make it work in which we will not to adhere to due our strong safety culture.

Conclusion: Dallas(HDQ) on behalf of the pilots and ramp/ops union raising awareness of the situation at Burbank, HDQ has agreed that these are legitimate safety concerns and not in accordance of our safety culture thus, Scheduling will operate limited 800 service to and from Burbank and 800s will be banned from parking at Gates A5-A6 until a solution is found. Gate A7 will be the sole 800 ready gate at BUR for the time being.

I’ve never understood why WN never moved to Terminal B take its 5 gates and be the sole tenant. 3 of its 5 gates are 800 capable.

WNagent310 wrote:

Update: Current situation has changed from the last couple weeks. AA with new mainline service to and from DFW was using Terminal B and gate B4, but due to the amount of traffic coming in, with Mesa/Skywest(AA) RJ-700s and the B73-8 coming in at banks, airport ops has given them priority handling back at Terminal A and they are using gates A8 and A9 and sharing it with B6.

Conclusion: Dallas(HDQ) on behalf of the pilots and ramp/ops union raising awareness of the situation at Burbank, HDQ has agreed that these are legitimate safety concerns and not in accordance of our safety culture thus, Scheduling will operate limited 800 service to and from Burbank and 800s will be banned from parking at Gates A5-A6 until a solution is found. Gate A7 will be the sole 800 ready gate at BUR for the time being.

When did AA give up A5? Also, if A5 previously handled A320’s, and the wingspan of the 320 is the same as an 800 with winglets at 117 ft, 5 inches, then why can’t A5 use the normal line for 800’s. Also, the single B security line cannot handle all the increased traffic.

nine4nine wrote:

WNagent310 wrote:

Update: Current situation has changed from the last couple weeks. AA with new mainline service to and from DFW was using Terminal B and gate B4, but due to the amount of traffic coming in, with Mesa/Skywest(AA) RJ-700s and the B73-8 coming in at banks, airport ops has given them priority handling back at Terminal A and they are using gates A8 and A9 and sharing it with B6.

SWA: Due to recent safety concerns, our Ground Ops union as well as the Pilots union have stated safety concerns with the angled J-Lines at Gates A5-A6 and in accordance with our GOM (Ground Operations Manual) FOM (Flight Operations Manual), these angled J-Lines do not meet our safety procedures. Pilots have come in unknowing of these new parking procedures and has lead to a ton of confusion between marshalers and the captains. Ground Ops have stated concerns with the new parking procedure, we simply do not have enough room to operate a turnaround when neighboring gates are occupied and have been pushed by local management to break procedure to make it work in which we will not to adhere to due our strong safety culture.

Conclusion: Dallas(HDQ) on behalf of the pilots and ramp/ops union raising awareness of the situation at Burbank, HDQ has agreed that these are legitimate safety concerns and not in accordance of our safety culture thus, Scheduling will operate limited 800 service to and from Burbank and 800s will be banned from parking at Gates A5-A6 until a solution is found. Gate A7 will be the sole 800 ready gate at BUR for the time being.

I’ve never understood why WN never moved to Terminal B take its 5 gates and be the sole tenant. 3 of its 5 gates are 800 capable.

WN has some serious growth plans here at BUR.5 gates is not even close to enough to operate the schedule we have running now. We are operating 60 flights a day peak and going up to 72 flights peak with only 7 gates. We are already at capacity as it is with aircraft coming in one by one so we are constrained as it is. WN also has a thing for consolidating its operations meaning it doesn't like to separate gates with other competitors. WN eventually would love to take sole exclusivity of Terminal A Gates 1-9 but that's a pipe dream in my opinion.

phllax wrote:

WNagent310 wrote:

Update: Current situation has changed from the last couple weeks. AA with new mainline service to and from DFW was using Terminal B and gate B4, but due to the amount of traffic coming in, with Mesa/Skywest(AA) RJ-700s and the B73-8 coming in at banks, airport ops has given them priority handling back at Terminal A and they are using gates A8 and A9 and sharing it with B6.

Conclusion: Dallas(HDQ) on behalf of the pilots and ramp/ops union raising awareness of the situation at Burbank, HDQ has agreed that these are legitimate safety concerns and not in accordance of our safety culture thus, Scheduling will operate limited 800 service to and from Burbank and 800s will be banned from parking at Gates A5-A6 until a solution is found. Gate A7 will be the sole 800 ready gate at BUR for the time being.

When did AA give up A5? Also, if A5 previously handled A320’s, and the wingspan of the 320 is the same as an 800 with winglets at 117 ft, 5 inches, then why can’t A5 use the normal line for 800’s. Also, the single B security line cannot handle all the increased traffic.

WN management has been pushing to use Gate A5 full-time for our use. They finally gave it up so they can use Gates A8-A9 for there operation which allows us to consolidate our operations having full use of Gates A1-A7 all together. I wasn't here when AA was using 320s at Gate A5 so really don't know why but from working the flight line, I can tell you that the 737-800/MAX8 if pulled in straight sticks out into the taxiway quite a lot, and even with the new angled J-Lines the horizontal stabilizer is sticking out a bit as well and airport ops has been writing us up for these infractions which have caused the safety concerns.

[quote="WNagent310"][/quote]

Do you have any further updates?

As of now, WN at the moment is still running a limited 800 service into BUR with Gates A5-A6 unusable for 800s until the angled J-Lines are addressed fully. Starting June 6, we start our busy summer schedule with a bump from our peak of 60 departures to 72 departures a day peak. 8-10 800s are scheduled to come into BUR once the new schedule hits. For now, A7 will be the only gate that is 800 ready meaning if A7 is occupied, they will be forced to hold out until the gate becomes free as A5-A6 will still be unusable for our 737-800s and MAX 8s when they are back in service whenever that will be.

After a couple meetings with the airport authority, local/corporate management, safety auditors as well as us union and safety reps from flight and ground ops, we decided that for these angled J-Lines to work, A5-A6 will become tow-over gates similar to those found at some gates with tight spaces at LAX and LGA for example. As well as management deciding that to improve safety here in BUR they will be replacing our aging towbar pushbacks with brand new/semi-new electric towbar-less pushbacks (LEKTROs) courtesy of LAX. While not final, the plan is for the flight crews to be marshaled in halfway down the straight J-Line then cut the engines then soon after we hook up the aircraft to the towbar-less pushback and the ramp crew will park the 800 on the angled J-Line ourselves.

Any updates on the construction of the new terminal? Has it started yet?

Last I heard on the new terminal is that they are still gathering input on what the design and amenities should be included in the new terminal. They are doing these community meetings with the public in communities the airport serves which primarily are Burbank, Glendale, Pasadena, and the rest of neighboring Los Angeles. Construction is supposed to start in 2021 and be done by 2023 but ask anyone familiar with the airport we all know it probably will take much longer since neighboring affluent communities in LA such as Sherman Oaks and Universal City are already fighting the airport with increased noise levels thanks to the new FAA takeoff procedures/flight paths, so we all here expect some lawsuits over increased ambient noise and traffic congestion.

How this process has taken so long to get going is astounding. The gate cap at 14 gates (current and planned) is not changing. The only thing changing is the facilities and location. I don’t understand how this has taken decades and still yet to break ground. LGB planned, developed and built the new terminal in a rather quick fashion and also has a more fierce NIMBY mob opposition.

There has to be pressure from the carriers for this to speed up. With the issues WN is having with the 800 and space at the gates/j lines you’d figure they might be putting some pressure on the city to start swinging hammers. Pretty soon WN will have a majority 800 fleet and this could be a big problem operationally for them with the current terminal. Also other operators who currently fly the 800/900 (AA,AS,UA) into BUR as well as 321 operators (AS occasionally, B6 hopefully, NK possibly depending on how BUR works for them) I’m sure would all love no gate constraints across the board.

Anyways looking forward to NK starting 6/20!

WNagent310 wrote:

neighboring affluent communities in LA such as Sherman Oaks and Universal City are already fighting the airport with increased noise levels thanks to the new FAA takeoff procedures/flight paths, so we all here expect some lawsuits over increased ambient noise and traffic congestion.

I live in Valley Glen right by the college, right under the confluence of BUR and VNY departures (if you were to draw concentric circles). I can honestly say that VNY departures are louder than BUR ones, but if it's cloudy, all the sound refracts anyway.

It really got me mad the other week that City Attorney Mike Feurer intimated that those people living in Studio City and up Laurel Canyon in the Donas should deserve quiet. The current Next Gen departure isn't that much different than the previous. The only change I can see is that fewer flights are doing an immediate sharp right turn, and are instead doing a longer tangent over Mulholland before turning North at or past the 405. On the arrivals side, more flights, especially the DFW and HOU flights are using the THRNE3 RNAV STAR, which also goes right over the hills.

As for the J line issue, what's the timeline for getting the new tugs and being able to use A5 & A6 for 800's? Can you guys use A9 in between B6 flights, especially in the afternoon since the daylight JFK was re-timed to a 12:30 departure from 2:30?

phllax wrote:

WNagent310 wrote:

neighboring affluent communities in LA such as Sherman Oaks and Universal City are already fighting the airport with increased noise levels thanks to the new FAA takeoff procedures/flight paths, so we all here expect some lawsuits over increased ambient noise and traffic congestion.

I live in Valley Glen right by the college, right under the confluence of BUR and VNY departures (if you were to draw concentric circles). I can honestly say that VNY departures are louder than BUR ones, but if it's cloudy, all the sound refracts anyway.

It really got me mad the other week that City Attorney Mike Feurer intimated that those people living in Studio City and up Laurel Canyon in the Donas should deserve quiet. The current Next Gen departure isn't that much different than the previous. The only change I can see is that fewer flights are doing an immediate sharp right turn, and are instead doing a longer tangent over Mulholland before turning North at or past the 405. On the arrivals side, more flights, especially the DFW and HOU flights are using the THRNE3 RNAV STAR, which also goes right over the hills.

As for the J line issue, what's the timeline for getting the new tugs and being able to use A5 & A6 for 800's? Can you guys use A9 in between B6 flights, especially in the afternoon since the daylight JFK was re-timed to a 12:30 departure from 2:30?

A couple nights ago, A couple ramp agents from LAX and BUR such as myself as well as corporate engineers on safety and risk assessment spent the night when all the terminators were and parked for the night. We spent the night practicing with our new towbar-less pushback on towing 800s into the angled J-Line. We spent the whole night towing and bringing in aircraft on the angled gates that airport ops just closed rwy 8-26 so we didn't have to keep calling the tower for permission. What our engineers found is that the 800 marker is 12 inches short of where it should be since the tail is still slightly sticking out onto the taxiway when parked perfectly on the angled j-line. Another problem arises when 800s are parked next to straight parked -700s, the winglets especially those with split schimiters are too close for comfort with our SMS and risk assessment team. Another problem was the lack of space for us rampers and fuelers to to perform our turnaround when parked next to 700s. The towbar-less pushback only solves the actual push of the angled gates in that it's much easier to perform more complicated S-Turn pushes with these new pushbacks rather than our older towbar pushbacks. While not final, looks like what might likely happen is that for this to work, we have to angle both our 737-700s, 737-800s/MAXs on the angled J-Line and forgo the straight line altogether on Gates A5-A6 so as to prevent any close calls of clipping winglets.

Corporate has also agreed to limit the 800s into BUR once our new summer schedule hits as A5-A6 will still be unusable until everyone is trained on the new LEKTRO pushback which will take some time since it'll take at least two more months to train and acquire more pushbacks as well as having the airport authority fixing the parking envelopes to be pushed forward 12 inches more on the angled J-Lines. For now, the majority of the turns will remain -700 aircraft and a cap of 3-5 800s a day spread throughout the day so there is no gate conflict with our only 800 capable gate A7.

WNagent310 wrote:

phllax wrote:

WNagent310 wrote:

neighboring affluent communities in LA such as Sherman Oaks and Universal City are already fighting the airport with increased noise levels thanks to the new FAA takeoff procedures/flight paths, so we all here expect some lawsuits over increased ambient noise and traffic congestion.

I live in Valley Glen right by the college, right under the confluence of BUR and VNY departures (if you were to draw concentric circles). I can honestly say that VNY departures are louder than BUR ones, but if it's cloudy, all the sound refracts anyway.

It really got me mad the other week that City Attorney Mike Feurer intimated that those people living in Studio City and up Laurel Canyon in the Donas should deserve quiet. The current Next Gen departure isn't that much different than the previous. The only change I can see is that fewer flights are doing an immediate sharp right turn, and are instead doing a longer tangent over Mulholland before turning North at or past the 405. On the arrivals side, more flights, especially the DFW and HOU flights are using the THRNE3 RNAV STAR, which also goes right over the hills.

As for the J line issue, what's the timeline for getting the new tugs and being able to use A5 & A6 for 800's? Can you guys use A9 in between B6 flights, especially in the afternoon since the daylight JFK was re-timed to a 12:30 departure from 2:30?

A couple nights ago, A couple ramp agents from LAX and BUR such as myself as well as corporate engineers on safety and risk assessment spent the night when all the terminators were and parked for the night. We spent the night practicing with our new towbar-less pushback on towing 800s into the angled J-Line. We spent the whole night towing and bringing in aircraft on the angled gates that airport ops just closed rwy 8-26 so we didn't have to keep calling the tower for permission. What our engineers found is that the 800 marker is 12 inches short of where it should be since the tail is still slightly sticking out onto the taxiway when parked perfectly on the angled j-line. Another problem arises when 800s are parked next to straight parked -700s, the winglets especially those with split schimiters are too close for comfort with our SMS and risk assessment team. Another problem was the lack of space for us rampers and fuelers to to perform our turnaround when parked next to 700s. The towbar-less pushback only solves the actual push of the angled gates in that it's much easier to perform more complicated S-Turn pushes with these new pushbacks rather than our older towbar pushbacks. While not final, looks like what might likely happen is that for this to work, we have to angle both our 737-700s, 737-800s/MAXs on the angled J-Line and forgo the straight line altogether on Gates A5-A6 so as to prevent any close calls of clipping winglets.

Corporate has also agreed to limit the 800s into BUR once our new summer schedule hits as A5-A6 will still be unusable until everyone is trained on the new LEKTRO pushback which will take some time since it'll take at least two more months to train and acquire more pushbacks as well as having the airport authority fixing the parking envelopes to be pushed forward 12 inches more on the angled J-Lines. For now, the majority of the turns will remain -700 aircraft and a cap of 3-5 800s a day spread throughout the day so there is no gate conflict with our only 800 capable gate A7.

Thanks as always for the updates on the ground ops happenings at BUR. Pretty insightful to get perspective on the gates situation.

Also pretty impressive to see WN go to 72 daily. That would put it at about half of what the hub errrrr I mean large focus city ops do.

Where will NK end up gate wise or are the gates going to CUTE format?

Burbank Airport makes Fodor’s top US Airport at #1

https://www.fodors.com/worlds-best/airports

nine4nine wrote:

Burbank Airport makes Fodor’s top US Airport at #1

https://www.fodors.com/worlds-best/airports

As decided upon by a NoHo-based freelance journalist who's tired of commuting from LAX, no doubt. There's no other explanation -- even its local counterparts at LGB, SNA and ONT yield a better experience, both from somebody being dropped off as well as somebody dropping off.

nine4nine wrote:

WNagent310 wrote:

phllax wrote:

I live in Valley Glen right by the college, right under the confluence of BUR and VNY departures (if you were to draw concentric circles). I can honestly say that VNY departures are louder than BUR ones, but if it's cloudy, all the sound refracts anyway.

It really got me mad the other week that City Attorney Mike Feurer intimated that those people living in Studio City and up Laurel Canyon in the Donas should deserve quiet. The current Next Gen departure isn't that much different than the previous. The only change I can see is that fewer flights are doing an immediate sharp right turn, and are instead doing a longer tangent over Mulholland before turning North at or past the 405. On the arrivals side, more flights, especially the DFW and HOU flights are using the THRNE3 RNAV STAR, which also goes right over the hills.

As for the J line issue, what's the timeline for getting the new tugs and being able to use A5 & A6 for 800's? Can you guys use A9 in between B6 flights, especially in the afternoon since the daylight JFK was re-timed to a 12:30 departure from 2:30?

A couple nights ago, A couple ramp agents from LAX and BUR such as myself as well as corporate engineers on safety and risk assessment spent the night when all the terminators were and parked for the night. We spent the night practicing with our new towbar-less pushback on towing 800s into the angled J-Line. We spent the whole night towing and bringing in aircraft on the angled gates that airport ops just closed rwy 8-26 so we didn't have to keep calling the tower for permission. What our engineers found is that the 800 marker is 12 inches short of where it should be since the tail is still slightly sticking out onto the taxiway when parked perfectly on the angled j-line. Another problem arises when 800s are parked next to straight parked -700s, the winglets especially those with split schimiters are too close for comfort with our SMS and risk assessment team. Another problem was the lack of space for us rampers and fuelers to to perform our turnaround when parked next to 700s. The towbar-less pushback only solves the actual push of the angled gates in that it's much easier to perform more complicated S-Turn pushes with these new pushbacks rather than our older towbar pushbacks. While not final, looks like what might likely happen is that for this to work, we have to angle both our 737-700s, 737-800s/MAXs on the angled J-Line and forgo the straight line altogether on Gates A5-A6 so as to prevent any close calls of clipping winglets.

Corporate has also agreed to limit the 800s into BUR once our new summer schedule hits as A5-A6 will still be unusable until everyone is trained on the new LEKTRO pushback which will take some time since it'll take at least two more months to train and acquire more pushbacks as well as having the airport authority fixing the parking envelopes to be pushed forward 12 inches more on the angled J-Lines. For now, the majority of the turns will remain -700 aircraft and a cap of 3-5 800s a day spread throughout the day so there is no gate conflict with our only 800 capable gate A7.

Thanks as always for the updates on the ground ops happenings at BUR. Pretty insightful to get perspective on the gates situation.

Also pretty impressive to see WN go to 72 daily. That would put it at about half of what the hub errrrr I mean large focus city ops do.

Where will NK end up gate wise or are the gates going to CUTE format?

Update: First few days of our new summer schedule. It’s insane to think that this little regional airport could handle an operation of this magnitude. With our increased flight schedule we have been experiencing more delays, more aircraft our holding out onto the taxiway across from 26 waiting for open gate space. Oddly enough, our operation is more aligned with the likes of LAX and SAN with our gate constraint issues. 737-800 aircraft still only have one gate that it can pull in, Gate A7. Still no update when Gate A5-A6 will be 800 capable

I haven't been to work recently, but have any of my fellow WN friends seen the loads for BUR-BNA?

nine4nine wrote:

WNagent310 wrote:

phllax wrote:

I live in Valley Glen right by the college, right under the confluence of BUR and VNY departures (if you were to draw concentric circles). I can honestly say that VNY departures are louder than BUR ones, but if it's cloudy, all the sound refracts anyway.

It really got me mad the other week that City Attorney Mike Feurer intimated that those people living in Studio City and up Laurel Canyon in the Donas should deserve quiet. The current Next Gen departure isn't that much different than the previous. The only change I can see is that fewer flights are doing an immediate sharp right turn, and are instead doing a longer tangent over Mulholland before turning North at or past the 405. On the arrivals side, more flights, especially the DFW and HOU flights are using the THRNE3 RNAV STAR, which also goes right over the hills.

As for the J line issue, what's the timeline for getting the new tugs and being able to use A5 & A6 for 800's? Can you guys use A9 in between B6 flights, especially in the afternoon since the daylight JFK was re-timed to a 12:30 departure from 2:30?

A couple nights ago, A couple ramp agents from LAX and BUR such as myself as well as corporate engineers on safety and risk assessment spent the night when all the terminators were and parked for the night. We spent the night practicing with our new towbar-less pushback on towing 800s into the angled J-Line. We spent the whole night towing and bringing in aircraft on the angled gates that airport ops just closed rwy 8-26 so we didn't have to keep calling the tower for permission. What our engineers found is that the 800 marker is 12 inches short of where it should be since the tail is still slightly sticking out onto the taxiway when parked perfectly on the angled j-line. Another problem arises when 800s are parked next to straight parked -700s, the winglets especially those with split schimiters are too close for comfort with our SMS and risk assessment team. Another problem was the lack of space for us rampers and fuelers to to perform our turnaround when parked next to 700s. The towbar-less pushback only solves the actual push of the angled gates in that it's much easier to perform more complicated S-Turn pushes with these new pushbacks rather than our older towbar pushbacks. While not final, looks like what might likely happen is that for this to work, we have to angle both our 737-700s, 737-800s/MAXs on the angled J-Line and forgo the straight line altogether on Gates A5-A6 so as to prevent any close calls of clipping winglets.

Corporate has also agreed to limit the 800s into BUR once our new summer schedule hits as A5-A6 will still be unusable until everyone is trained on the new LEKTRO pushback which will take some time since it'll take at least two more months to train and acquire more pushbacks as well as having the airport authority fixing the parking envelopes to be pushed forward 12 inches more on the angled J-Lines. For now, the majority of the turns will remain -700 aircraft and a cap of 3-5 800s a day spread throughout the day so there is no gate conflict with our only 800 capable gate A7.

Thanks as always for the updates on the ground ops happenings at BUR. Pretty insightful to get perspective on the gates situation.

Also pretty impressive to see WN go to 72 daily. That would put it at about half of what the hub errrrr I mean large focus city ops do.

Where will NK end up gate wise or are the gates going to CUTE format?

They're definitely more than halfway to the number of flights to reach "focus city" status, but it has more to do with number of destinations and connecting passengers than anything. SMF is probably one of the newer focus cities and has 93 peak daily flights but serves 10 more destinations than BUR and will also be a Hawaii gateway, so that'll probably add a 2-3 more destinations.

It is still impressive what is pushed through BUR on a daily basis for its size

BUR was graced by the Cargojet “Air Drake” 762 last week. Someone got some good photos of landing and a video of her taxiing to the FBO.


https://www.instagram.com/p/ByqKmgOnwGo ... gj9yzsb1zd

https://www.instagram.com/p/ByeAYXaj05b ... e60vqgez6u

ericm2031 wrote:

nine4nine wrote:

WNagent310 wrote:

A couple nights ago, A couple ramp agents from LAX and BUR such as myself as well as corporate engineers on safety and risk assessment spent the night when all the terminators were and parked for the night. We spent the night practicing with our new towbar-less pushback on towing 800s into the angled J-Line. We spent the whole night towing and bringing in aircraft on the angled gates that airport ops just closed rwy 8-26 so we didn't have to keep calling the tower for permission. What our engineers found is that the 800 marker is 12 inches short of where it should be since the tail is still slightly sticking out onto the taxiway when parked perfectly on the angled j-line. Another problem arises when 800s are parked next to straight parked -700s, the winglets especially those with split schimiters are too close for comfort with our SMS and risk assessment team. Another problem was the lack of space for us rampers and fuelers to to perform our turnaround when parked next to 700s. The towbar-less pushback only solves the actual push of the angled gates in that it's much easier to perform more complicated S-Turn pushes with these new pushbacks rather than our older towbar pushbacks. While not final, looks like what might likely happen is that for this to work, we have to angle both our 737-700s, 737-800s/MAXs on the angled J-Line and forgo the straight line altogether on Gates A5-A6 so as to prevent any close calls of clipping winglets.

Corporate has also agreed to limit the 800s into BUR once our new summer schedule hits as A5-A6 will still be unusable until everyone is trained on the new LEKTRO pushback which will take some time since it'll take at least two more months to train and acquire more pushbacks as well as having the airport authority fixing the parking envelopes to be pushed forward 12 inches more on the angled J-Lines. For now, the majority of the turns will remain -700 aircraft and a cap of 3-5 800s a day spread throughout the day so there is no gate conflict with our only 800 capable gate A7.

Thanks as always for the updates on the ground ops happenings at BUR. Pretty insightful to get perspective on the gates situation.

Also pretty impressive to see WN go to 72 daily. That would put it at about half of what the hub errrrr I mean large focus city ops do.

Where will NK end up gate wise or are the gates going to CUTE format?

They're definitely more than halfway to the number of flights to reach "focus city" status, but it has more to do with number of destinations and connecting passengers than anything. SMF is probably one of the newer focus cities and has 93 peak daily flights but serves 10 more destinations than BUR and will also be a Hawaii gateway, so that'll probably add a 2-3 more destinations.

It is still impressive what is pushed through BUR on a daily basis for its size

Agreed. BUR is being pushed to its limits capacity wide. While it remains probably the most convenient airport for Angelenos especially for those who don't wanna trek it to LAX, it is showing signs of over-capacity which is shown at TSA security. The problem that seems to occur now is that TSA still only have one lane for Pre-Check and one lane for the general public. Wait times at security have increased from 15-30 mins for Pre-Check and 30-45 for the general public which primarily happens only during the morning rush of the first originators and turn arounds in the 6-9 AM period. I mean, T1 at LAX security lines are a mere 5 mins for Pre-Check when I fly out of there.

While I think they're operational issues with the increase of flights... I believe they are a good thing for the flying public and the airline itself. Operationally it's straining on all are gate crews but it isn't as overwhelming as we predicted. Tho, With more agents being hired we are really running out of space in our "one" break room which is the next topic of discussion for our management and HDQ.

It's crazy to see SMF with over 93 daily a day! A lot of stations are seeing major increases in flights one that comes to mind is Mineta San Jose with over 95 daily. And they are on course to overpass OAK in daily departures with the brand new interim gates they just acquired and now using.

BUR is a very nice complement to LAX, While I believe it isn't a true secondary reliever airport to LAX, at least it ensures LAX for SWA is not overcrowded being that LAX is already at max capacity as it is until T10 or "Concourse Zero" is built.

Delta's Atlanta service is starting in 3 weeks. What gate are they planning on using for teir 73Gs? Can they use the gate they usually use for their RJs? I'm also wondering if SLC-BUR may see A220s in the future??

NK just started its BUR service today.

https://www.instagram.com/p/By8hXFdhV55 ... iz8mitrboq

evank516 wrote:

Delta's Atlanta service is starting in 3 weeks. What gate are they planning on using for teir 73Gs? Can they use the gate they usually use for their RJs? I'm also wondering if SLC-BUR may see A220s in the future??

All B Gates are marked 73G capable.

wnflyguy wrote:

Heard BUR is removing gate A1 so it can angle gates 2,3,4,5,6,7 so every gate can accommodate either 737-800 and A320 .It's also expanding the Airline checked luggage area on the ramp side to accommodate the increase flight schedules. Gate A1 terminal area Will be walled off to add a bigger Ramp break room for WN since it's double it's staffing with the increased flight schedule.

Flyguy

Funny this was brought up months ago, these past couple weeks we have been feeling the pinch when it comes to space. There are continuous talks with our local management with the lack of space in our ramp break room. Customer Service, OPS, and Ramp are all experiencing lack of space. Talks of bringing our CSA break room upstairs landslide near our command center. When it comes to the ramp break room, we've been talking to B6 and TSA about taking over there break rooms. B6 has double the space than what we have only for 3-4 flights a day coming out of B6. With the increase in flights there is a big increase in employees. We have about 19 more agents coming in in the next few months and we're already out of space, we have agents eating outside in the heat cause there's just not enough space to go around in our break room.

southwest1675 wrote:

I haven't been to work recently, but have any of my fellow WN friends seen the loads for BUR-BNA?

They're full lol, On any given day its a 90% load factor give or take. All our long hauls: BNA, MDW, DAL, HOU... leave either full or very close to full.

nine4nine wrote:

WNagent310 wrote:

phllax wrote:

I live in Valley Glen right by the college, right under the confluence of BUR and VNY departures (if you were to draw concentric circles). I can honestly say that VNY departures are louder than BUR ones, but if it's cloudy, all the sound refracts anyway.

It really got me mad the other week that City Attorney Mike Feurer intimated that those people living in Studio City and up Laurel Canyon in the Donas should deserve quiet. The current Next Gen departure isn't that much different than the previous. The only change I can see is that fewer flights are doing an immediate sharp right turn, and are instead doing a longer tangent over Mulholland before turning North at or past the 405. On the arrivals side, more flights, especially the DFW and HOU flights are using the THRNE3 RNAV STAR, which also goes right over the hills.

As for the J line issue, what's the timeline for getting the new tugs and being able to use A5 & A6 for 800's? Can you guys use A9 in between B6 flights, especially in the afternoon since the daylight JFK was re-timed to a 12:30 departure from 2:30?

A couple nights ago, A couple ramp agents from LAX and BUR such as myself as well as corporate engineers on safety and risk assessment spent the night when all the terminators were and parked for the night. We spent the night practicing with our new towbar-less pushback on towing 800s into the angled J-Line. We spent the whole night towing and bringing in aircraft on the angled gates that airport ops just closed rwy 8-26 so we didn't have to keep calling the tower for permission. What our engineers found is that the 800 marker is 12 inches short of where it should be since the tail is still slightly sticking out onto the taxiway when parked perfectly on the angled j-line. Another problem arises when 800s are parked next to straight parked -700s, the winglets especially those with split schimiters are too close for comfort with our SMS and risk assessment team. Another problem was the lack of space for us rampers and fuelers to to perform our turnaround when parked next to 700s. The towbar-less pushback only solves the actual push of the angled gates in that it's much easier to perform more complicated S-Turn pushes with these new pushbacks rather than our older towbar pushbacks. While not final, looks like what might likely happen is that for this to work, we have to angle both our 737-700s, 737-800s/MAXs on the angled J-Line and forgo the straight line altogether on Gates A5-A6 so as to prevent any close calls of clipping winglets.

Corporate has also agreed to limit the 800s into BUR once our new summer schedule hits as A5-A6 will still be unusable until everyone is trained on the new LEKTRO pushback which will take some time since it'll take at least two more months to train and acquire more pushbacks as well as having the airport authority fixing the parking envelopes to be pushed forward 12 inches more on the angled J-Lines. For now, the majority of the turns will remain -700 aircraft and a cap of 3-5 800s a day spread throughout the day so there is no gate conflict with our only 800 capable gate A7.

Thanks as always for the updates on the ground ops happenings at BUR. Pretty insightful to get perspective on the gates situation.

Also pretty impressive to see WN go to 72 daily. That would put it at about half of what the hub errrrr I mean large focus city ops do.

Where will NK end up gate wise or are the gates going to CUTE format?

NK is using Terminal B, Gate B4 for its 3x daily to Vegas. They're check-in counter however is in Terminal A taking over AS counter. Every gate in BUR is CUTE ready except for WN Gates A1-A6. Gates A7 is still our only full-time 800 ready gate. Still no timetable on the angled J-Lines. Although, as of today we entered an agreement with AA whose using A8-A9 to use those gates given there is no gate conflicts with there aircraft.

WNagent310 wrote:

NK is using Terminal B, Gate B4 for its 3x daily to Vegas. They're check-in counter however is in Terminal A taking over AS counter. Every gate in BUR is CUTE ready except for WN Gates A1-A6. Gates A7 is still our only full-time 800 ready gate. Still no timetable on the angled J-Lines. Although, as of today we entered an agreement with AA whose using A8-A9 to use those gates given there is no gate conflicts with there aircraft.

I went through there a few weeks ago and AA had taken over the AS ticket counter. I understand they have 3 mainline flights now with the addition of the midday PHX mainline, but even then it doesn’t warrant all that space, maybe 2 additional positions. Why did AS have to move and where are they squeezed into in B. Surely it would have been easier to squeeze NK into B with 3 flights then to move AS with 9 or so.

I can’t imagine how bad the B checkpoint will be once Delta starts ATL on Monday with another 250 people a day going through, although only the daylight flight will be an issue.

Anyone Know how some of the new/newer flights are performing?

B6- Re-Timed BOS, loads increasing?

NK- LAS

AA- DFW

DL- ATL

WN- MDW, HOU, BNA

Anecdotally I'd say yes for B6, but it's concerning that the flight was reduced to 3x / week from daily.

Been a while since I could give an update on what’s going on here in Burbank for WN.

Full time use of gates A1-A7. 72 flights on this current schedule.

Gates A5-A6 angled J-Lines are still suspended for parking 737-800 series aircraft.

Due to the increase in flights we’ve experienced an increase of hiring across all departments leading to cramped break rooms. In talks with other tenants/airport authority on acquiring extra room for WN employees.

Other than that that’s pretty much the current state of Burbank.

Rumor mill around town right now is that WN management is aiming for 80+ departures by winter schedule with an end goal of 100 departures by the end of next year.

WNagent310 wrote:

Been a while since I could give an update on what’s going on here in Burbank for WN.

Full time use of gates A1-A7. 72 flights on this current schedule.

Gates A5-A6 angled J-Lines are still suspended for parking 737-800 series aircraft.

Due to the increase in flights we’ve experienced an increase of hiring across all departments leading to cramped break rooms. In talks with other tenants/airport authority on acquiring extra room for WN employees.

Other than that that’s pretty much the current state of Burbank.

Rumor mill around town right now is that WN management is aiming for 80+ departures by winter schedule with an end goal of 100 departures by the end of next year.

Hopefully, this is true. I'd love to see farther away destinations such as AUS or BNA. I am surprised that it already has 72 flights per day, but I can't imagine BUR being 100 flights per day. That's roughly what SAN was pulling about 5 years ago and now they are running over 130. That would put BUR in at least the top 20.

WNagent310 wrote:

Been a while since I could give an update on what’s going on here in Burbank for WN.

Full time use of gates A1-A7. 72 flights on this current schedule.

Gates A5-A6 angled J-Lines are still suspended for parking 737-800 series aircraft.

Due to the increase in flights we’ve experienced an increase of hiring across all departments leading to cramped break rooms. In talks with other tenants/airport authority on acquiring extra room for WN employees.

Other than that that’s pretty much the current state of Burbank.

Rumor mill around town right now is that WN management is aiming for 80+ departures by winter schedule with an end goal of 100 departures by the end of next year.

Good lord! As it is now between the WN summer ads, new service from AA, DL and NK, it’s like trying to stuff 10 pounds of shit into a 5 pound bag at times! I also hear that the new terminal is estimated to cost double than what they estimated and they’re still in the design phase. Why not just use the same design that LGB did and get on with it already!

WNagent310 wrote:

Been a while since I could give an update on what’s going on here in Burbank for WN.

Full time use of gates A1-A7. 72 flights on this current schedule.

Gates A5-A6 angled J-Lines are still suspended for parking 737-800 series aircraft.

Due to the increase in flights we’ve experienced an increase of hiring across all departments leading to cramped break rooms. In talks with other tenants/airport authority on acquiring extra room for WN employees.

Other than that that’s pretty much the current state of Burbank.

Rumor mill around town right now is that WN management is aiming for 80+ departures by winter schedule with an end goal of 100 departures by the end of next year.

Wow 100 flights is impressive. I’m pretty certain a slew of new adds and I can pretty much guarantee Hawaii service with that. Thanks for your updates and posts!

nine4nine wrote:

WNagent310 wrote:

Been a while since I could give an update on what’s going on here in Burbank for WN.

Full time use of gates A1-A7. 72 flights on this current schedule.

Gates A5-A6 angled J-Lines are still suspended for parking 737-800 series aircraft.

Due to the increase in flights we’ve experienced an increase of hiring across all departments leading to cramped break rooms. In talks with other tenants/airport authority on acquiring extra room for WN employees.

Other than that that’s pretty much the current state of Burbank.

Rumor mill around town right now is that WN management is aiming for 80+ departures by winter schedule with an end goal of 100 departures by the end of next year.

Wow 100 flights is impressive. I’m pretty certain a slew of new adds and I can pretty much guarantee Hawaii service with that. Thanks for your updates and posts!

Oh no problem! Always gonna put in my own input on the goings here in Burbank.

And trust me, every agent here working in Burbank will tell you the same thing, we all believe there’s no way in hell we can squeeze out 100 daily departures. But I can confirm that is a goal of management and HDQ. Will it happen? Most likely not due to serious gate constraints.

WN732 wrote:

WNagent310 wrote:

Been a while since I could give an update on what’s going on here in Burbank for WN.

Full time use of gates A1-A7. 72 flights on this current schedule.

Gates A5-A6 angled J-Lines are still suspended for parking 737-800 series aircraft.

Due to the increase in flights we’ve experienced an increase of hiring across all departments leading to cramped break rooms. In talks with other tenants/airport authority on acquiring extra room for WN employees.

Other than that that’s pretty much the current state of Burbank.

Rumor mill around town right now is that WN management is aiming for 80+ departures by winter schedule with an end goal of 100 departures by the end of next year.

Hopefully, this is true. I'd love to see farther away destinations such as AUS or BNA. I am surprised that it already has 72 flights per day, but I can't imagine BUR being 100 flights per day. That's roughly what SAN was pulling about 5 years ago and now they are running over 130. That would put BUR in at least the top 20.

I transferred out of SAN just as they were about to upgauge there schedule and as of today (friday) 23rd, SAN is running 124 daily departures just one short of the 125 daily running out of LAX.

And for the past week, we trimmed down our schedule from 72 to 70 daily cutting the one morning MDW flight and cutting BNA altogether due to poor performance.

WNagent310 wrote:

WN732 wrote:

WNagent310 wrote:

Been a while since I could give an update on what’s going on here in Burbank for WN.

Full time use of gates A1-A7. 72 flights on this current schedule.

Gates A5-A6 angled J-Lines are still suspended for parking 737-800 series aircraft.

Due to the increase in flights we’ve experienced an increase of hiring across all departments leading to cramped break rooms. In talks with other tenants/airport authority on acquiring extra room for WN employees.

Other than that that’s pretty much the current state of Burbank.

Rumor mill around town right now is that WN management is aiming for 80+ departures by winter schedule with an end goal of 100 departures by the end of next year.

Hopefully, this is true. I'd love to see farther away destinations such as AUS or BNA. I am surprised that it already has 72 flights per day, but I can't imagine BUR being 100 flights per day. That's roughly what SAN was pulling about 5 years ago and now they are running over 130. That would put BUR in at least the top 20.

I transferred out of SAN just as they were about to upgauge there schedule and as of today (friday) 23rd, SAN is running 124 daily departures just one short of the 125 daily running out of LAX.

And for the past week, we trimmed down our schedule from 72 to 70 daily cutting the one morning MDW flight and cutting BNA altogether due to poor performance.

Was it cut due to poor performance or MAX related?

ericm2031 wrote:

WNagent310 wrote:

WN732 wrote:

Hopefully, this is true. I'd love to see farther away destinations such as AUS or BNA. I am surprised that it already has 72 flights per day, but I can't imagine BUR being 100 flights per day. That's roughly what SAN was pulling about 5 years ago and now they are running over 130. That would put BUR in at least the top 20.

I transferred out of SAN just as they were about to upgauge there schedule and as of today (friday) 23rd, SAN is running 124 daily departures just one short of the 125 daily running out of LAX.

And for the past week, we trimmed down our schedule from 72 to 70 daily cutting the one morning MDW flight and cutting BNA altogether due to poor performance.

Was it cut due to poor performance or MAX related?

It’s probably MAX related, it wasn’t around for that long to give it a fair shot before the grounding, and with WN building up BNA, I’d be surprised if it was permanent.

nine4nine wrote:

Anyone Know how some of the new/newer flights are performing?
AA- DFW

DFW is doing really well. The spike in passengers in BUR for AA is prompting them to add a 6th daily PHX-BUR (7:10AM departure from PHX, 9:00AM departure from BUR) for Oct-Dec except for the Thanksgiving season. Thanksgiving will see 3x 319 and 2x CR9 on PHX-BUR instead.

There is talk about a really ugly late night BUR-DFW for the December holiday schedule to squeeze out some more capacity (think 2200 departure/0200 arrival kind of ugly)

BNAMealer wrote:

ericm2031 wrote:

WNagent310 wrote:

I transferred out of SAN just as they were about to upgauge there schedule and as of today (friday) 23rd, SAN is running 124 daily departures just one short of the 125 daily running out of LAX.

And for the past week, we trimmed down our schedule from 72 to 70 daily cutting the one morning MDW flight and cutting BNA altogether due to poor performance.

Was it cut due to poor performance or MAX related?

It’s probably MAX related, it wasn’t around for that long to give it a fair shot before the grounding, and with WN building up BNA, I’d be surprised if it was permanent.

I wouldn’t doubt it’s probably MAX related but given that BUR-BNA often leaves with 20-30 seats open on most days surely isn’t a good sign. We think here it’ll be back next year maybe as a seasonal option but I’m hearing rumors of adding BWI/ATL

WNagent310 wrote:

BNAMealer wrote:

ericm2031 wrote:

Was it cut due to poor performance or MAX related?

It’s probably MAX related, it wasn’t around for that long to give it a fair shot before the grounding, and with WN building up BNA, I’d be surprised if it was permanent.

I wouldn’t doubt it’s probably MAX related but given that BUR-BNA often leaves with 20-30 seats open on most days surely isn’t a good sign. We think here it’ll be back next year maybe as a seasonal option but I’m hearing rumors of adding BWI/ATL

I really think it’s too premature to say. The MAX groundings have really screwed up the entire WN network so we don’t really know how it would perform under normal circumstances. Plus, signs are pointing to BNA becoming the next WN superstation, so more connections = better LFs. ATL is shrinking and they’d have to compete with DL, so I doubt they’d go on that route, and BWI would be a transcon route essentially, which WN doesn’t do a lot of.

CLTRampRat wrote:

The only thing rolling at Burbank airport is Southwest jets off the end of the runway.

Ouch.

Where are they at on the new terminal these days? With 14 gates they can probably pump out 120 departures a day with no problem, maybe more.

alasizon wrote:

DFW is doing really well. The spike in passengers in BUR for AA is prompting them to add a 6th daily PHX-BUR (7:10AM departure from PHX, 9:00AM departure from BUR) for Oct-Dec except for the Thanksgiving season. Thanksgiving will see 3x 319 and 2x CR9 on PHX-BUR instead.

There is talk about a really ugly late night BUR-DFW for the December holiday schedule to squeeze out some more capacity (think 2200 departure/0200 arrival kind of ugly)

I think as the construction at LAX for the people mover and the projects AA and DL are doing to the headhouses starts to ramp up we will see more additional flights at BUR and the rest of the LA airports as people are just tired of the constant traffic and headaches at LAX. All summer the upper and lower levels have been backed up from early morning clear to midnight and beyond. Some people have said it takes upwards of 30-45 minutes to get around at peak times.