Moderators: richierich, ua900, PanAm_DC10, hOMSaR
joeblow10 wrote:Maybe not till 2020 since it seems a bit late to announce now but with how well F9 appears to have done with PWM-DEN, I’d be surprised if UA doesn’t jump on it soon, especially the way they’ve been adding routes “copycat” to F9s additions out of DEN
Fex180 wrote:For PWM, my 2019 predictions would be :
-WN and F9 will grow to fill the void left by reduced B6 service.
CairnterriAIR wrote:UA’s SFO and NK’s MYR going year round I can see happening. I can also see Alaska going to SEA if anything for the aerospace traffic. I don’t see Sun Country coming in but eventually B6 will start service to JAX once the 220’s arrive. Upgrades in aircraft....more A321’s for B6 out of BDL. Possibly Delta too. I can see HVN’s service to CLT going daily. Here’s a wildcard for you....Groton-New London eventually gets service to D.C. Jetblue’s A220 could make it off the runway both there and in HVN.
RL757PVD wrote:All waaaay too bullish, an economic slowdown plus a major major pilot shortage are going to limit growth in 2019. PWM is over saturated which is why B6 went seasonal, things like IAH and DFW are a pipe dream. F9 and WN will raise fares in B6’s wake, not add capacity.
Pilot time is quickly becoming a more valuable commodity than fuel which will dictate where capacity is added.
tomaheath wrote:My turn.
MHT 2019 perditions/wishlist.
WN- DEN,FLL
AA- larger equipment to ORD, LGA
DL- more frequencies to LGA
UA- ORD,EWR resuming
Long shot B6 NK F9 to MCO,FLL
cheapgreek wrote:CairnterriAIR wrote:UA’s SFO and NK’s MYR going year round I can see happening. I can also see Alaska going to SEA if anything for the aerospace traffic. I don’t see Sun Country coming in but eventually B6 will start service to JAX once the 220’s arrive. Upgrades in aircraft....more A321’s for B6 out of BDL. Possibly Delta too. I can see HVN’s service to CLT going daily. Here’s a wildcard for you....Groton-New London eventually gets service to D.C. Jetblue’s A220 could make it off the runway both there and in HVN.
GON had low loads when the Usairways 19 seat B-1900,s flew to PHL, an A-220 would be too large. So far the HVN-CLT flights are doing very well and have used the CRJ-700 for the first two Saturdays. The federal appeal case regarding the paving of the runway overruns has been heard and it seems HVN will win this time, in fact the states attorney,s testimony favored HVN instead of discrediting it. https://www.facebook.com/tweedfacts/ Allegiant airlines has said with the runway overruns paved, it would start Florida service. Hoping for DL to start HVN-DTW service and UA HVN-IAD service. It appears the CRJ-700 is the best RJ for HVN's present runway and will not take weight restrictions as the CRJ-200's do.
F27500 wrote:cheapgreek wrote:CairnterriAIR wrote:UA’s SFO and NK’s MYR going year round I can see happening. I can also see Alaska going to SEA if anything for the aerospace traffic. I don’t see Sun Country coming in but eventually B6 will start service to JAX once the 220’s arrive. Upgrades in aircraft....more A321’s for B6 out of BDL. Possibly Delta too. I can see HVN’s service to CLT going daily. Here’s a wildcard for you....Groton-New London eventually gets service to D.C. Jetblue’s A220 could make it off the runway both there and in HVN.
GON had low loads when the Usairways 19 seat B-1900,s flew to PHL, an A-220 would be too large. So far the HVN-CLT flights are doing very well and have used the CRJ-700 for the first two Saturdays. The federal appeal case regarding the paving of the runway overruns has been heard and it seems HVN will win this time, in fact the states attorney,s testimony favored HVN instead of discrediting it. https://www.facebook.com/tweedfacts/ Allegiant airlines has said with the runway overruns paved, it would start Florida service. Hoping for DL to start HVN-DTW service and UA HVN-IAD service. It appears the CRJ-700 is the best RJ for HVN's present runway and will not take weight restrictions as the CRJ-200's do.
GON (as BDR) has seen the last of its commercial service. Theres just no need at either city anymore.
HVN to DTW? Meh …. ATL would do much better .. it would capture connections to the south/Florida … DTW is too far outta the way for south bound traffic .. it would only grab westbound.
I know so many people who have this hard on for HVN-Washington service … but having worked for NewAir, Pilgrim, Business Express and USAirways Express .. all at HVN … I can tell you its not a huge market. Even US discontinued it when Piedmont Dash 8s were on it .. and if they couldn't make it work back in the heyday of US at DCA, then no one will now. IAD with UA never did well before .. (J-31s and EMB-120s in the 90s) .. and it won't now either, in my opinion. But I'd love to be proven wrong.
Daily AA to CLT … some DL to ATL … lets start there … with the right RJ aircraft …. and my pipe dream? JetBlue A220 to Florida a little down the road!
jplatts wrote:WN could add PVD-STL nonstop service since (a) STL is one of the top destinations traveled to from PVD that isn't currently served nonstop from PVD, (b) WN would be able to connect passengers to other destinations west of the Mississippi from PVD through STL if WN adds PVD-STL nonstop service, (c) WN is still expanding at STL, and (d) WN has added new nonstop routes out of STL during the last 3 years.
RL757PVD wrote:PVD-STL could also be a good preemptive strike for when B6 ultimately adds it.
Whats holding PVD back in a lot of cases is the fare war at BOS. DFW is a good example of that, its a fare war bloodbath still so it makes it hard for AA to come in generate any sort of premium.
jplatts wrote:WN could add PVD-STL nonstop service since (a) STL is one of the top destinations traveled to from PVD that isn't currently served nonstop from PVD, (b) WN would be able to connect passengers to other destinations west of the Mississippi from PVD through STL if WN adds PVD-STL nonstop service, (c) WN is still expanding at STL, and (d) WN has added new nonstop routes out of STL during the last 3 years.
lat41 wrote:With the Southern New England pool of population and commerce, WN could do many things from PVD as they are aware. Unfortunately, in the past few years, viable flights that passengers were paying a premiun for were plucked away in order to support BOS to the North, where the fares and yield plummeted in the face of hammering competition there. any put backs or adds, will be slow to materialize although yes, STL would be a good one.
PVD757 wrote:FYI: top 10 airports with no PVD nonstop service:
LAX
LAS
SAN
MSY
PHX
BNA
SFO
JAX
AUS
MSP
georgiabill wrote:I will chime in on my 2019 wish list for MHT.
WN restores non stop service MHT-DEN 1 additional daily MDW service or 1 daily MHT-STL and seasonal service MHT-FLL and or MHT-RSW saturday service.
AA hopefully is successful on their MHT-ORD service that they add additional frequency.
DL 2nd daily MHT-ATL more mainline MHT-DTW.
UA restores MHT-EWR service
For a new carrier if one were to consider commencing service I would guess NK with flights to FLL and MCO
georgiabill wrote:I will chime in on my 2019 wish list for MHT.
WN restores non stop service MHT-DEN 1 additional daily MDW service or 1 daily MHT-STL and seasonal service MHT-FLL and or MHT-RSW saturday service.
AA hopefully is successful on their MHT-ORD service that they add additional frequency.
DL 2nd daily MHT-ATL more mainline MHT-DTW.
UA restores MHT-EWR service
For a new carrier if one were to consider commencing service I would guess NK with flights to FLL and MCO
btvhopper wrote:
What DL MHT-DTW mainline service are you talking about? There is no mainline. There are 2 (only!) flights per day on CRJ-700's. I'm afraid there would need to be demand for 5+ flights/day before DL ever considers mainline.
slcdeltarumd11 wrote:For BTV the focus has to be at keeping B6. The airlines are competitive on price closer to BOS, ALB, NYC prices than MHT, they need options to keep prices down and keep things good. You don't want to fall back into high prices. The airlines are competitive right now and things are good. I have gotten so many good fares out of BTV recently, keep the good times going.
Burlington is one of the original B6 cities, i would be surprised if they can't keep them happy but we might see them shift strategy a little. The airport has to keep them or really nothing else matters, you fall back into the legacies shrink seats and raise prices stranglehold so many smaller airports are in. Right now they are all watching each others fares.
Frontier is in test mode, we will see how MCO goes. I wouldn't be surprised to see 2xweekly DEN if it goes well for next Winter. I don't have numbers, but i remember the O&D to Denver is pretty high, might be very seasonal in demand, but its high.
mjgbtv wrote:slcdeltarumd11 wrote:For BTV the focus has to be at keeping B6. The airlines are competitive on price closer to BOS, ALB, NYC prices than MHT, they need options to keep prices down and keep things good. You don't want to fall back into high prices. The airlines are competitive right now and things are good. I have gotten so many good fares out of BTV recently, keep the good times going.
Burlington is one of the original B6 cities, i would be surprised if they can't keep them happy but we might see them shift strategy a little. The airport has to keep them or really nothing else matters, you fall back into the legacies shrink seats and raise prices stranglehold so many smaller airports are in. Right now they are all watching each others fares.
Frontier is in test mode, we will see how MCO goes. I wouldn't be surprised to see 2xweekly DEN if it goes well for next Winter. I don't have numbers, but i remember the O&D to Denver is pretty high, might be very seasonal in demand, but its high.
O&D to Denver is best in summer. Here's what I found for numbers for the most recent two years:
Q1 36
Q2 47
Q3 58
Q4 46
Regarding MCO, is there any way to know how the bookings are? If I do a search there are still some pretty good fares for quite a few of the available dates, so my inclination is to think that there are still plenty of unsold seats. But maybe that's normal a few weeks out?
btvhopper wrote:What DL MHT-DTW mainline service are you talking about? There is no mainline. There are 2 (only!) flights per day on CRJ-700's. I'm afraid there would need to be demand for 5+ flights/day before DL ever considers mainline.
ATL isn't daily either, it's less than daily. I believe it's now down to 3-4 flights/week. Getting that to daily service would be an improvement. The AA ORD service will stay summer seasonal at 2 flights daily, as it has at BTV and PWM. I'm afraid you may need to get your expectations in check.
joeblow10 wrote:Really???mjgbtv wrote:slcdeltarumd11 wrote:For BTV the focus has to be at keeping B6. The airlines are competitive on price closer to BOS, ALB, NYC prices than MHT, they need options to keep prices down and keep things good. You don't want to fall back into high prices. The airlines are competitive right now and things are good. I have gotten so many good fares out of BTV recently, keep the good times going.
Burlington is one of the original B6 cities, i would be surprised if they can't keep them happy but we might see them shift strategy a little. The airport has to keep them or really nothing else matters, you fall back into the legacies shrink seats and raise prices stranglehold so many smaller airports are in. Right now they are all watching each others fares.
Frontier is in test mode, we will see how MCO goes. I wouldn't be surprised to see 2xweekly DEN if it goes well for next Winter. I don't have numbers, but i remember the O&D to Denver is pretty high, might be very seasonal in demand, but its high.
O&D to Denver is best in summer. Here's what I found for numbers for the most recent two years:
Q1 36
Q2 47
Q3 58
Q4 46
Regarding MCO, is there any way to know how the bookings are? If I do a search there are still some pretty good fares for quite a few of the available dates, so my inclination is to think that there are still plenty of unsold seats. But maybe that's normal a few weeks out?
Virtually impossible to tell how a flight is doing based on prices across the industry, but especially on Frontier. They care far less about yield and much more about full planes. I've seen last minute flights ex-DEN for $69 when UA and WN zero out everything ($69 vs. $348 for example), and my Frontier plane has been completely full.
LotsaRunway wrote:joeblow10 wrote:Really???mjgbtv wrote:
O&D to Denver is best in summer. Here's what I found for numbers for the most recent two years:
Q1 36
Q2 47
Q3 58
Q4 46
Regarding MCO, is there any way to know how the bookings are? If I do a search there are still some pretty good fares for quite a few of the available dates, so my inclination is to think that there are still plenty of unsold seats. But maybe that's normal a few weeks out?
Virtually impossible to tell how a flight is doing based on prices across the industry, but especially on Frontier. They care far less about yield and much more about full planes. I've seen last minute flights ex-DEN for $69 when UA and WN zero out everything ($69 vs. $348 for example), and my Frontier plane has been completely full.
Blueknows wrote:So for the record WN wanted to fly out of BTV. They wanted roughly 5-6 flights a day and the airport said no. They wanted there own gate and counter space. BTV Airports felt it wouldn’t be a good mix for BTV. Well they went to PWM and look what happened. Competition in this market is good for prices
Fex180 wrote:Blueknows wrote:So for the record WN wanted to fly out of BTV. They wanted roughly 5-6 flights a day and the airport said no. They wanted there own gate and counter space. BTV Airports felt it wouldn’t be a good mix for BTV. Well they went to PWM and look what happened. Competition in this market is good for prices
When was this?? There's no way BTV could support 5-6 daily rt's from WN, maybe 2-3 max
Also WN didn't really "go to" PWM, they just inherited it from AirTran, and they haven't done a whole lot at PWM since they started in 2013. They've shown a lot of disinterest in MHT and PWM recently.
slcdeltarumd11 wrote:I wonder how difficult would it be for BTV to connect their two gate areas? Right now it's gates 1-7, then 8-15 seperated. They would only need one TSA screening section, would feel larger, more seating area walking room etc. They could also keep one store/restaurnat open later for delays etc
There would be a lot of benefits for customers. I think the airport would work better if they were connected. Seems like you could build a walkway with ease and connect the two, why do they even have 2 separate sections?
BTVB6Flyer wrote:Does anyone know what gate F9 is using at BTV?