Jonathanxxxx wrote:Brickell305 wrote:tphuang wrote:I just realized with gov't shutdown, the fare total might not be available until that's over. bummer.
JFK and MCO are not doing great due to the PR weakness. BOS-SJU is quite profitable as a monopoly. I think they are trying to run DL off JFK-SJU/STI/SDQ. A lot of capacity next summer out of JFK. We will see. DL seems to be committed to battling B6 on certain routes even when they are bleeding money.
4x on JFK-LHR seems to be what they requested for based on one of the links i saw on BOS threads. But I don't see them getting the 7 slots they are asking for. Realistically, they will probably start off at twice a day on both routes imo. Which given B6's leisure profile in NYC, they should do okay in. There are always people willing to pay more to fly B6 out of NYC. They do really well to CLT/ATL/DEN with just 2 flights a day.
yep, agreed 100% here. I can see how UA could make B6 network out of JFK work. Why I always said WN made the most sense.
What DL is doing on BOS-PIT is unsustainable. They are getting less than half of the yield that they get on LGA-PIT. The fares are already rock bottom and now they are planning to increase capacity by 150% next summer! I can't see how that works out.
Outside of taking revenge on B6 for tanking BOS-LGA/ATL/MSP fares, I can't see any other reason for DL to stick around on this route.
That maybe the case, but B6 been poaching premium passengers from AA due to mint. And flights to places like GRU/GIG/EZE will be possible once they have a321LR (or XLR).
AA has publicly said MIA is underperforming. And we know FLL is now B6's most profitable station (at least in winter time). That would indicate they are gaining on AA in yield at So. Fla.
Maybe mini-mint with A220? I think that's more likely.
Re So. Fla, while B6 has poached some business traffic from AA, again it is primarily domestic and to a handful of destinations. B6's hub at FLL isn't comparable to what AA has at MIA. AA @ MIA is a SIGNIFICANTLY larger hub in terms of scale, capacity, destinations, etc. In almost any metric you can use, AA @ MIA eclipses B6 @ FLL. So while MIA might be currently under-performing for AA, that is primarily due to weaknesses in some of their most important markets from Miami (Brazil, Argentina, Venezuela, etc.) and less to do with B6 taking some of AA's domestic traffic.
Of course AA is bigger at MIA. AA uses MIA to funnel thousands of connections North-South, and AA will always be the favorite for customers heading straight into Brickell, Downtown and the South. You are right that B6’s FLL hub and AA’s MIA hub are not comparable because of the sheer amount of people AA moves through MIA.
However, I disagree that MIA’s recent underwhelming performance for AA has little to do with B6 at FLL (and to a certain extent, WN). Both carriers have really become dominant in Broward County, and their destinations are very much catered to local O&D. FLL has become a a very viable alternative for some of SoFlo’s biggest international markets such as BOG, PTY, CUN, and HAV. Other high yielding domestic markets that AA used to have a lock on such as SoFlo-LAX/SFO/LAS are now served with more nonstops and mint from FLL, so it’s no surprise that these trunk routes aren’t printing money the way they used to for AA.
Flyers who live in between MIA and FLL in relatively affluent areas such as Sunny Isles, Aventura, Pembroke Pines etc. have traditionally driven to MIA for nonstops to the West Coast and South America (and paid a premium for it too). FLL’s recent growth has cut into that traffic.
Because of the critical mass of the AA hub, MIA will always be able to support the more obscure and exotic destinations that rely on a mix of local traffic and connections from across the country. B6 can’t replicate those traffic flows until they really build out FLL (if they choose to do so).
Re B6 @ FLL and the international destinations that you mentioned:
1) BOG is only served 1x daily by B6. AV @ MIA/FLL is AA's main competitor. B6 is an also ran in the market.
2) PTY isn't served by B6 at all. CM is the competitor on the route.
3) CUN is a primarily leisure destination and even there AA's service dwarfs that of B6.
4) HAV is a market that all airlines started at the same time so FLL was always an alternative. Yet even there, the level of service AA offers dwarfs what B6 offers out of FLL.
Re the domestic destinations, as I said, B6 has taken some of AA's business pax to a handful of important domestic destinations. However, the main issue with AA @ MIA is underperformance in Latin America and competition from foreign carriers.