JetBlue Network Thread - 2019

jetbluefan1 · Wed Feb 13, 2019 2:00 am

tphuang wrote:
From this week's OAG thread and based on some checking of Google flights, looks like B6 is up to peak of 8 flights a day on BOS-PHL. Presumingly due to DL entrance.

some more fare data on the transcon markets. This will exclude the stuff I already posted. Which can be summarized as BOS-BUR had a tough opening, JFK-ONT did alright and the SLC routes strong in summer time.

I'm going through in overall yield (regardless of distance)

CityPair Dist Carrier Board AvgFare NSFare ConnFare% NS SeatPerFlight LF Yield PRASM
JFKRNO 2411 B6 20530 262.64 261.97 335.92 99.10% 150.0 87.74% 229.84 0.0953
What a surprise. JFK-RNO was actually the tough performing route this quarter. It has been pretty bad all year, so this was shocking to say the least.
BOSSJC 2689 B6 21734 261.53 261.76 252.20 97.57% 150.1 87.73% 229.64 0.0854
This did even better in Q2. Undoubtedly one of the better non-premium transcons in the network.
JFKLGB 2465 B6 48097 250.51 249.48 298.27 97.88% 150.1 90.49% 225.76 0.0916
JFKBUR 2465 B6 29699 239.64 239.59 302.00 99.92% 150.0 90.41% 216.60 0.0879
I group these together. It would be interesting to see the results in Q4, since we'd get a whole quarter of double BUR flights. Either way, both are solidly profitable.
BOSSMF 2636 B6 16091 250.55 250.88 246.53 92.38% 150.0 85.82% 215.30 0.0817
BOSPDX 2537 B6 34785 239.29 239.25 242.31 98.73% 150.0 88.17% 210.96 0.0832
2 seasonal ex-BOS transcons that do well enough. For PDX, I do wonder if they can make it year round once they have A220. Otherwise, AS eats their lunch here with double daily year round service.
BUFLAX 2218 B6 24368 225.55 224.06 317.04 98.40% 150.3 92.13% 206.42 0.0931
Again, not a high yielding route, but has high LF and that's enough to make it profitable for at least in the summer time.
JFKOAK 2576 B6 23910 220.40 219.21 293.52 98.41% 150.0 92.14% 201.98 0.0784
JFKSMF 2521 B6 32002 223.34 222.49 274.74 98.38% 199.7 89.52% 199.17 0.0790
OAK was a real struggle in Q2 and SMF was better. But this quarter, SMF was all on A321, so it's understandable the yields are lower. SMF remains one of their best performing transcon across all year.
BOSLGB 2602 B6 29745 221.32 219.46 283.33 97.09% 150.0 87.74% 192.56 0.0740
Again, all the added LA area capacity was too much. LGB is best left to once a day.

Now looking at competitive routes
CityPair Dist Carrier Board AvgFare NSFare ConnFare % NS SeatPerFlight LF Yield PRASM Vs B6
JFKSJC 2569 AS 19537 208.96 207.12 295.49 97.91% 147.6 84.86% 175.77 0.0684 95.86%
JFKSJC 2569 B6 29696 208.99 208.38 310.79 99.41% 191.8 87.99% 183.35 0.0714 100.00%
JFKSJC 2569 DL 27815 238.30 228.51 415.55 94.77% 170.7 89.51% 204.55 0.0796 111.56%
This one quite interesting. B6 and DL are both red-eye return flight, but AS has the worst yield despite flying the smallest plane and better schedule. A321s on this route should make this a profitable flight in for B6 especially given the red-eye return.
JFKPHX 2153 AA 112123 266.65 263.60 349.98 96.46% 160.7 89.55% 236.05 0.1096 129.73%
JFKPHX 2153 B6 23183 219.53 218.59 473.02 99.63% 150.5 83.24% 181.96 0.0845 100.00%
JFKPHX 2153 DL 62673 259.04 257.64 323.64 97.88% 171.3 84.67% 218.15 0.1013 119.89%
Not great performance here in summer time. PHX generally performs well in winter season and Q3 was a bit of a struggle. It fell back to the bottom half in yield.
JFKPDX 2454 AS 26502 218.26 214.74 300.36 95.89% 161.0 89.48% 192.16 0.0783 102.50%
JFKPDX 2454 B6 23191 214.11 213.00 321.53 98.97% 150.6 88.01% 187.46 0.0764 100.00%
JFKPDX 2454 DL 70202 279.56 276.06 348.78 95.20% 177.2 91.28% 251.98 0.1027 134.41%
Another tough route for B6 that's probably breaking even in summer time and bleeding money in winter time. This is also one of the worst timed flights in B6 network, so this can be acceptable flight even at lower yield. They have trimmed it to 4 weekly. That might help the winter performance.
BOSPHX 2300 AA 104914 264.08 262.02 288.58 92.24% 163.7 92.34% 241.96 0.1052
BOSPHX 2300 B6 23412 208.89 208.96 185.24 99.68% 150.0 85.29% 178.23 0.0775
PHX is a little tougher in summer time out of NYC/BOS. Still think it's a good candidate for mint, at least in winter time. I wonder if they can do a rotation where both JFK/BOS-PHX gets 1 mint flight from October to April and SEA gets another mint flight from May to September.
MCOLAX 2218 AA 108779 201.26 199.48 269.13 97.44% 166.7 89.37% 178.28 0.0804 124.36%
MCOLAX 2218 B6 24323 162.42 160.91 361.93 99.25% 150.0 89.10% 143.36 0.0646 100.00%
MCOLAX 2218 DL 97517 206.61 203.37 244.56 92.12% 210.6 90.60% 184.24 0.0831 128.51%
MCOLAX 2218 UA 52283 190.70 190.33 193.92 89.78% 170.5 88.60% 168.64 0.0760 117.63%
The ultimate bloodbath that did not get much better even with AS and F9 both dropping out. Brutal numbers. I can't even see the legacies surviving at this kind of yields.

Thanks for this and the FLL data. I’m surprised to see how well RNO is doing. BUFLAX too. (At least relative to expectations.)

Time for B6 to get out of FLL-MSY and MCO-LAX. Both are trash yield markets where B6 doesn’t have relevance in anyway. Although with the retimed MCOLAX schedule, maybe B6 sees an opening to capture some higher yielding traffic (if it even exists).

FLLORD, FLLORH are just miserable, but probably safe for network or political reasons.

I think the 3rd BOSCLT flight remains (and may help serve as a deterrent to NK entering the market).

To surmise all of the upcoming changes to BOS which I’ve seen (some of which is reflected in the OAG thread):
-2nd BOSLGB flight dropped
+1 to AUS, PHL, BNA, ORD, BNA, DCA, CHS, SAV, RDU, and DTW. Clearly looking to remain ahead of DL, which will be in all these markets by summer
-Retiming of BUR flight will be much more attractive Eastbound
-A321 introduced on BOSDEN

HPAEAA · Wed Feb 13, 2019 2:07 am

FA9295 wrote:
speedbird2263 wrote:
tphuang wrote:

Probably unlikely this year given the airbus delivery issues. I could see seasonal twice to 4 time weekly service open up down the road like BOS-SMF with A220. Although up to this point, they haven't tried as many transcon routes out of FLL. Their performance so far outside of LAX/SFO-FLL have not been very good.

If I’m not mistaken, FLL-SEA was looked at and is a possible new route going forward in the medium term. I’d be interested to see how that would stack up along other current trans cons out of FLL.

FLL-SEA already has competition with Alaska and Delta seasonally. Yields probably wouldn't be very good.

Also AA has SEA-MIA

N292UX · Wed Feb 13, 2019 2:28 am

If B6 does decided to go TATL this year, would they even have slots to fly to LHR? Or would they probably have to settle with LGW for the time being?

SunsetLimited · Wed Feb 13, 2019 2:30 am

They are actually upgauging FLL-MSY back to A320. Kind of surprised by that. So it seems like they are determined to stick it out for the time being.

DELTA777 · Wed Feb 13, 2019 3:58 am

N292UX wrote:
If B6 does decided to go TATL this year, would they even have slots to fly to LHR? Or would they probably have to settle with LGW for the time being?

JetBlue doesn’t haven’t ETOPS certification to fly to Europe, so it won’t be this year even if they choose LGW.

Abeam79 · Wed Feb 13, 2019 4:50 am

DELTA777 wrote:
N292UX wrote:
If B6 does decided to go TATL this year, would they even have slots to fly to LHR? Or would they probably have to settle with LGW for the time being?

JetBlue doesn’t haven’t ETOPS certification to fly to Europe, so it won’t be this year even if they choose LGW.

I think he meant “decide to go” not actually go. They are working in etops certification and expect LR/Tatl announcement by spring for service to start Q3/4 2020

tphuang · Wed Feb 13, 2019 2:05 pm

jetbluefan1 wrote:
tphuang wrote:
From this week's OAG thread and based on some checking of Google flights, looks like B6 is up to peak of 8 flights a day on BOS-PHL. Presumingly due to DL entrance.

some more fare data on the transcon markets. This will exclude the stuff I already posted. Which can be summarized as BOS-BUR had a tough opening, JFK-ONT did alright and the SLC routes strong in summer time.

I'm going through in overall yield (regardless of distance)

CityPair Dist Carrier Board AvgFare NSFare ConnFare% NS SeatPerFlight LF Yield PRASM
JFKRNO 2411 B6 20530 262.64 261.97 335.92 99.10% 150.0 87.74% 229.84 0.0953
What a surprise. JFK-RNO was actually the tough performing route this quarter. It has been pretty bad all year, so this was shocking to say the least.
BOSSJC 2689 B6 21734 261.53 261.76 252.20 97.57% 150.1 87.73% 229.64 0.0854
This did even better in Q2. Undoubtedly one of the better non-premium transcons in the network.
JFKLGB 2465 B6 48097 250.51 249.48 298.27 97.88% 150.1 90.49% 225.76 0.0916
JFKBUR 2465 B6 29699 239.64 239.59 302.00 99.92% 150.0 90.41% 216.60 0.0879
I group these together. It would be interesting to see the results in Q4, since we'd get a whole quarter of double BUR flights. Either way, both are solidly profitable.
BOSSMF 2636 B6 16091 250.55 250.88 246.53 92.38% 150.0 85.82% 215.30 0.0817
BOSPDX 2537 B6 34785 239.29 239.25 242.31 98.73% 150.0 88.17% 210.96 0.0832
2 seasonal ex-BOS transcons that do well enough. For PDX, I do wonder if they can make it year round once they have A220. Otherwise, AS eats their lunch here with double daily year round service.
BUFLAX 2218 B6 24368 225.55 224.06 317.04 98.40% 150.3 92.13% 206.42 0.0931
Again, not a high yielding route, but has high LF and that's enough to make it profitable for at least in the summer time.
JFKOAK 2576 B6 23910 220.40 219.21 293.52 98.41% 150.0 92.14% 201.98 0.0784
JFKSMF 2521 B6 32002 223.34 222.49 274.74 98.38% 199.7 89.52% 199.17 0.0790
OAK was a real struggle in Q2 and SMF was better. But this quarter, SMF was all on A321, so it's understandable the yields are lower. SMF remains one of their best performing transcon across all year.
BOSLGB 2602 B6 29745 221.32 219.46 283.33 97.09% 150.0 87.74% 192.56 0.0740
Again, all the added LA area capacity was too much. LGB is best left to once a day.

Now looking at competitive routes
CityPair Dist Carrier Board AvgFare NSFare ConnFare % NS SeatPerFlight LF Yield PRASM Vs B6
JFKSJC 2569 AS 19537 208.96 207.12 295.49 97.91% 147.6 84.86% 175.77 0.0684 95.86%
JFKSJC 2569 B6 29696 208.99 208.38 310.79 99.41% 191.8 87.99% 183.35 0.0714 100.00%
JFKSJC 2569 DL 27815 238.30 228.51 415.55 94.77% 170.7 89.51% 204.55 0.0796 111.56%
This one quite interesting. B6 and DL are both red-eye return flight, but AS has the worst yield despite flying the smallest plane and better schedule. A321s on this route should make this a profitable flight in for B6 especially given the red-eye return.
JFKPHX 2153 AA 112123 266.65 263.60 349.98 96.46% 160.7 89.55% 236.05 0.1096 129.73%
JFKPHX 2153 B6 23183 219.53 218.59 473.02 99.63% 150.5 83.24% 181.96 0.0845 100.00%
JFKPHX 2153 DL 62673 259.04 257.64 323.64 97.88% 171.3 84.67% 218.15 0.1013 119.89%
Not great performance here in summer time. PHX generally performs well in winter season and Q3 was a bit of a struggle. It fell back to the bottom half in yield.
JFKPDX 2454 AS 26502 218.26 214.74 300.36 95.89% 161.0 89.48% 192.16 0.0783 102.50%
JFKPDX 2454 B6 23191 214.11 213.00 321.53 98.97% 150.6 88.01% 187.46 0.0764 100.00%
JFKPDX 2454 DL 70202 279.56 276.06 348.78 95.20% 177.2 91.28% 251.98 0.1027 134.41%
Another tough route for B6 that's probably breaking even in summer time and bleeding money in winter time. This is also one of the worst timed flights in B6 network, so this can be acceptable flight even at lower yield. They have trimmed it to 4 weekly. That might help the winter performance.
BOSPHX 2300 AA 104914 264.08 262.02 288.58 92.24% 163.7 92.34% 241.96 0.1052
BOSPHX 2300 B6 23412 208.89 208.96 185.24 99.68% 150.0 85.29% 178.23 0.0775
PHX is a little tougher in summer time out of NYC/BOS. Still think it's a good candidate for mint, at least in winter time. I wonder if they can do a rotation where both JFK/BOS-PHX gets 1 mint flight from October to April and SEA gets another mint flight from May to September.
MCOLAX 2218 AA 108779 201.26 199.48 269.13 97.44% 166.7 89.37% 178.28 0.0804 124.36%
MCOLAX 2218 B6 24323 162.42 160.91 361.93 99.25% 150.0 89.10% 143.36 0.0646 100.00%
MCOLAX 2218 DL 97517 206.61 203.37 244.56 92.12% 210.6 90.60% 184.24 0.0831 128.51%
MCOLAX 2218 UA 52283 190.70 190.33 193.92 89.78% 170.5 88.60% 168.64 0.0760 117.63%
The ultimate bloodbath that did not get much better even with AS and F9 both dropping out. Brutal numbers. I can't even see the legacies surviving at this kind of yields.

Thanks for this and the FLL data. I’m surprised to see how well RNO is doing. BUFLAX too. (At least relative to expectations.)

Time for B6 to get out of FLL-MSY and MCO-LAX. Both are trash yield markets where B6 doesn’t have relevance in anyway. Although with the retimed MCOLAX schedule, maybe B6 sees an opening to capture some higher yielding traffic (if it even exists).

FLLORD, FLLORH are just miserable, but probably safe for network or political reasons.

I think the 3rd BOSCLT flight remains (and may help serve as a deterrent to NK entering the market).

To surmise all of the upcoming changes to BOS which I’ve seen (some of which is reflected in the OAG thread):
-2nd BOSLGB flight dropped
+1 to AUS, PHL, BNA, ORD, BNA, DCA, CHS, SAV, RDU, and DTW. Clearly looking to remain ahead of DL, which will be in all these markets by summer
-Retiming of BUR flight will be much more attractive Eastbound
-A321 introduced on BOSDEN

i believe it's actually +2 on PHL on peak days and also +1 on CLE on peak days. Second BOS-LGB flight was dropped and the 4th BOS-LAS flight got added back.

N292UX wrote:
If B6 does decided to go TATL this year, would they even have slots to fly to LHR? Or would they probably have to settle with LGW for the time being?

That's the question we all seem to have. They have been showing LHR are the company end of the email, so maybe they got a few remedy slots. IMO, they should just start with LGW if that's all they can get. LHR might become more available down the road if their plans for additional slots get approved.

SunsetLimited wrote:
They are actually upgauging FLL-MSY back to A320. Kind of surprised by that. So it seems like they are determined to stick it out for the time being.

I think it's always been on A320.

Also just checking FLL in September, looks like WN did not extend BZE, GCM and PLS + DCA is down to once a day now. That's quite weak. I think it's about time for B6 to upgauge a couple of the FLL-DCA flights.

Also given that AA has now retreated from JFK-MCO. Maybe it's time for B6 to fill in like they did when AA retreated on JFK-SJU/PAP. 2 years ago before AA quit on JFK-SJU, B6 was at 46% market share on that route and in 2018 Q3 they were at 63% market share. And they managed to do this without suffering in yields too much

This is Q3 data on JFK-MCO
CityPair Dist CarrierBoard AvgFare NSFare ConnFare% NS SeatPerFlight LF Yield PRASM Vs B6
JFKMCO 944 AA 45849 194.62 190.71 224.85 88.55% 160.1 79.99% 152.55 0.1616 100.89%
JFKMCO 944 B6 234450 171.68 171.61 205.95 99.81% 193.1 88.11% 151.2 0.1602 100.00%
JFKMCO 944 DL 115310 181.56 180.66 318.46 99.35% 164.2 87.22% 157.58 0.1669 104.22%
Notice that B6 here is running mostly A321s which have really low cost. They are at 59% market share on this route. seems like they can add a flight to fill in for AA's retreat here if they can find the slot for this.
LGAMCO 950 AA 22448 175.03 174.88 175.5 75.61% 160.1 78.35% 137.01 0.1442 96.77%
LGAMCO 950 B6 93685 164.31 164.13 206.66 99.57% 148.2 86.27% 141.59 0.149 100.00%
LGAMCO 950 DL 142999 179.14 178.5 221.29 98.52% 178.5 86.15% 153.77 0.1619 108.61%
Interestingly enough. AA's performance on LGA-MCO is even worse. Makes me think that route might be a goner too.

B752OS · Wed Feb 13, 2019 2:13 pm

HPAEAA wrote:
FA9295 wrote:
speedbird2263 wrote:

If I’m not mistaken, FLL-SEA was looked at and is a possible new route going forward in the medium term. I’d be interested to see how that would stack up along other current trans cons out of FLL.

FLL-SEA already has competition with Alaska and Delta seasonally. Yields probably wouldn't be very good.

Also AA has SEA-MIA

I am surprised that AA cannot make MIA-SEA be at least twice daily, year round. If anything I figure they would have little issue making MIA-SEA work 3 times a day, year round.

usairways85 · Wed Feb 13, 2019 2:24 pm

tphuang wrote:
i believe it's actually +2 on PHL on peak days and also +1 on CLE on peak days. Second BOS-LGB flight was dropped and the 4th BOS-LAS flight got added back.

I only see a peak of 7 flights BOS-PHL through the summer. At least on B6's online timetable

tphuang · Wed Feb 13, 2019 2:31 pm

usairways85 wrote:
tphuang wrote:
i believe it's actually +2 on PHL on peak days and also +1 on CLE on peak days. Second BOS-LGB flight was dropped and the 4th BOS-LAS flight got added back.

I only see a peak of 7 flights BOS-PHL through the summer. At least on B6's online timetable

check September/October on Mon to Fri.

B752OS wrote:
HPAEAA wrote:
FA9295 wrote:

FLL-SEA already has competition with Alaska and Delta seasonally. Yields probably wouldn't be very good.

Also AA has SEA-MIA

I am surprised that AA cannot make MIA-SEA be at least twice daily, year round. If anything I figure they would have little issue making MIA-SEA work 3 times a day, year round.

I think B6 needs to get on this route with mint. FLL-SEA is a really profitable route for AS.

FA9295 · Wed Feb 13, 2019 3:48 pm

Year round/daily FLL-SEA on mint, and possibly 3-4x weekly seasonal FLL-PDX both seem like logical adds, IMO.

737307 · Wed Feb 13, 2019 4:30 pm

Any idea how BOS-MEX is doing?

tphuang · Wed Feb 13, 2019 5:10 pm

FA9295 wrote:
Year round/daily FLL-SEA on mint, and possibly 3-4x weekly seasonal FLL-PDX both seem like logical adds, IMO.

agreed on both account. A220 can't come soon enough for routes like FLL-PDX.

Dieuwer wrote:
Any idea how BOS-MEX is doing?

We don't have any data on this yet. I assume it's well enough if they are the only player in the market.

FA9295 · Wed Feb 13, 2019 5:28 pm

tphuang wrote:
FA9295 wrote:
Year round/daily FLL-SEA on mint, and possibly 3-4x weekly seasonal FLL-PDX both seem like logical adds, IMO.

agreed on both account. A220 can't come soon enough for routes like FLL-PDX.

Does the A220 have the distance to make that route work?

FA9295 · Wed Feb 13, 2019 5:42 pm

Here's something that I've always been curious about...

How does B6 do so well in SLC...?

Considering Delta's large hub there, and the smaller O&D market at SLC in comparison to places like DEN and PHX, I don't understand how B6 can fly to both MCO and FLL, as well as year-round/daily to BOS and JFK--all routes that Delta is very stong on. I know that this could be considered as "retaliation" to Delta building up both of their JFK and BOS operations, which may be at least some of the reason for this, but even still, I don't understand how they can fly all of these routes at SLC and generate positive yields...

DELTA777 · Wed Feb 13, 2019 6:15 pm

Dieuwer wrote:
Any idea how BOS-MEX is doing?

Load factors are usually in the range of 55% - 65%. JFK is slightly better. Today BOS-MEX had a load factor of 72%, MEX-BOS 42% .

FlyinRabbit88 · Wed Feb 13, 2019 6:35 pm

Curious how the day time switch next month for MCO-LAX will do vs the late night/redeye now.
Also would think MCO-SEA/PDX would do better than FLL-SEA/PDX.
Would like to see MCO grow with more Transcons once the new terminal opens and the A220s come online like MCO-PHX/LAS/SFO/SAN/DEN with a little Mint sprinkled in.

tphuang · Wed Feb 13, 2019 7:53 pm

FA9295 wrote:
Here's something that I've always been curious about...

How does B6 do so well in SLC...?

Considering Delta's large hub there, and the smaller O&D market at SLC in comparison to places like DEN and PHX, I don't understand how B6 can fly to both MCO and FLL, as well as year-round/daily to BOS and JFK--all routes that Delta is very stong on. I know that this could be considered as "retaliation" to Delta building up both of their JFK and BOS operations, which may be at least some of the reason for this, but even still, I don't understand how they can fly all of these routes at SLC and generate positive yields...

The reason is they have a major support center at SLC so there is a lot of non-rev traffic there. Otherwise, I don't see MCO-SLC happening.

737307 · Wed Feb 13, 2019 8:41 pm

DELTA777 wrote:
Dieuwer wrote:
Any idea how BOS-MEX is doing?

Load factors are usually in the range of 55% - 65%. JFK is slightly better. Today BOS-MEX had a load factor of 72%, MEX-BOS 42% .

That's pretty bad :eek:

FA9295 · Wed Feb 13, 2019 9:13 pm

tphuang wrote:
FA9295 wrote:
Here's something that I've always been curious about...

How does B6 do so well in SLC...?

Considering Delta's large hub there, and the smaller O&D market at SLC in comparison to places like DEN and PHX, I don't understand how B6 can fly to both MCO and FLL, as well as year-round/daily to BOS and JFK--all routes that Delta is very stong on. I know that this could be considered as "retaliation" to Delta building up both of their JFK and BOS operations, which may be at least some of the reason for this, but even still, I don't understand how they can fly all of these routes at SLC and generate positive yields...

The reason is they have a major support center at SLC so there is a lot of non-rev traffic there. Otherwise, I don't see MCO-SLC happening.

Two things:
1). I think B6 already flies MCO-SLC (along with FLL-SLC as well).
2). What do you mean by "a major support center"?

TheLunchbox · Wed Feb 13, 2019 9:29 pm

FA9295 wrote:
tphuang wrote:
FA9295 wrote:
Here's something that I've always been curious about...

How does B6 do so well in SLC...?

Considering Delta's large hub there, and the smaller O&D market at SLC in comparison to places like DEN and PHX, I don't understand how B6 can fly to both MCO and FLL, as well as year-round/daily to BOS and JFK--all routes that Delta is very stong on. I know that this could be considered as "retaliation" to Delta building up both of their JFK and BOS operations, which may be at least some of the reason for this, but even still, I don't understand how they can fly all of these routes at SLC and generate positive yields...

The reason is they have a major support center at SLC so there is a lot of non-rev traffic there. Otherwise, I don't see MCO-SLC happening.

Two things:
1). I think B6 already flies MCO-SLC (along with FLL-SLC as well).
2). What do you mean by "a major support center"?

Copy/Paste from this below website:

Our Salt Lake City support center is the heart of our customer support, or reservations group, where hundreds of crewmembers work in-house to support our 2,000 work from home agents. They’re the folks making sure your questions are answered and needs addressed when customers call 1-800-JETBLUE and that customers are rebooked or fees waived when there’s a special offer, a weather event, or an operational challenge. They’re also the closest group to our Sabre reservations system and ensure that special requests on the phone gets properly recorded in the system, which then gets communicated to our airport operations crewmembers to deliver the best service to our flying customers.

http://blog.jetblue.com/unpacked-support-centers/

MAH4546 · Wed Feb 13, 2019 9:45 pm

FlyinRabbit88 wrote:
Curious how the day time switch next month for MCO-LAX will do vs the late night/redeye now.
Also would think MCO-SEA/PDX would do better than FLL-SEA/PDX.
Would like to see MCO grow with more Transcons once the new terminal opens and the A220s come online like MCO-PHX/LAS/SFO/SAN/DEN with a little Mint sprinkled in.

There's no market for Mint from Orlando in its current form.

Fort Lauderdale is JetBlue's Florida hub, not Orlando, so FLL-SEA/PDX make far more sense over serving them from MCO.

FA9295 · Thu Feb 14, 2019 1:28 am

TheLunchbox wrote:
FA9295 wrote:
tphuang wrote:
The reason is they have a major support center at SLC so there is a lot of non-rev traffic there. Otherwise, I don't see MCO-SLC happening.

Two things:
1). I think B6 already flies MCO-SLC (along with FLL-SLC as well).
2). What do you mean by "a major support center"?

Copy/Paste from this below website:

Our Salt Lake City support center is the heart of our customer support, or reservations group, where hundreds of crewmembers work in-house to support our 2,000 work from home agents. They’re the folks making sure your questions are answered and needs addressed when customers call 1-800-JETBLUE and that customers are rebooked or fees waived when there’s a special offer, a weather event, or an operational challenge. They’re also the closest group to our Sabre reservations system and ensure that special requests on the phone gets properly recorded in the system, which then gets communicated to our airport operations crewmembers to deliver the best service to our flying customers.

http://blog.jetblue.com/unpacked-support-centers/

Thanks for that bit information. I wonder why they chose SLC over somewhere that has more B6 ops, like LGB or BOS... Very interesting...

flyby519 · Thu Feb 14, 2019 2:09 am

FA9295 wrote:
TheLunchbox wrote:
FA9295 wrote:
Two things:
1). I think B6 already flies MCO-SLC (along with FLL-SLC as well).
2). What do you mean by "a major support center"?

Copy/Paste from this below website:

Our Salt Lake City support center is the heart of our customer support, or reservations group, where hundreds of crewmembers work in-house to support our 2,000 work from home agents. They’re the folks making sure your questions are answered and needs addressed when customers call 1-800-JETBLUE and that customers are rebooked or fees waived when there’s a special offer, a weather event, or an operational challenge. They’re also the closest group to our Sabre reservations system and ensure that special requests on the phone gets properly recorded in the system, which then gets communicated to our airport operations crewmembers to deliver the best service to our flying customers.

http://blog.jetblue.com/unpacked-support-centers/

Thanks for that bit information. I wonder why they chose SLC over somewhere that has more B6 ops, like LGB or BOS... Very interesting...

Because Neeleman had strong ties to SLC and decided to set it up there. A lot of the function is being moved to MCO, and I bet in a few years that SLC office will be closed.

737307 · Thu Feb 14, 2019 2:10 am

Dieuwer wrote:
DELTA777 wrote:
Dieuwer wrote:
Any idea how BOS-MEX is doing?

Load factors are usually in the range of 55% - 65%. JFK is slightly better. Today BOS-MEX had a load factor of 72%, MEX-BOS 42% .

That's pretty bad

Is it going to be on the chopping block?

CobaltScar · Thu Feb 14, 2019 5:45 am

FA9295 wrote:
TheLunchbox wrote:
FA9295 wrote:
Two things:
1). I think B6 already flies MCO-SLC (along with FLL-SLC as well).
2). What do you mean by "a major support center"?

Copy/Paste from this below website:

Our Salt Lake City support center is the heart of our customer support, or reservations group, where hundreds of crewmembers work in-house to support our 2,000 work from home agents. They’re the folks making sure your questions are answered and needs addressed when customers call 1-800-JETBLUE and that customers are rebooked or fees waived when there’s a special offer, a weather event, or an operational challenge. They’re also the closest group to our Sabre reservations system and ensure that special requests on the phone gets properly recorded in the system, which then gets communicated to our airport operations crewmembers to deliver the best service to our flying customers.

http://blog.jetblue.com/unpacked-support-centers/

Thanks for that bit information. I wonder why they chose SLC over somewhere that has more B6 ops, like LGB or BOS... Very interesting...

Neeleman is a Mormon and lived there a long time. And yes they fly MCO-SLC every day. Its a harsh red eye, but its everyday.

jetbluefan1 · Thu Feb 14, 2019 10:24 am

SunsetLimited wrote:
They are actually upgauging FLL-MSY back to A320. Kind of surprised by that. So it seems like they are determined to stick it out for the time being.

I think B6 feels obligated to send the A320 to try to keep its CASM low to compete against WN/NK, which are flying similar sized aircraft. I wouldn’t read too much into it though - FLL-PIT/BWI/DTW were all A320 before they got axed completely. Heck, B6 was flying to BWI 2x and didn’t even bother to reduce frequencies before dropping it outright.

tphuang wrote:
jetbluefan1 wrote:
tphuang wrote:
From this week's OAG thread and based on some checking of Google flights, looks like B6 is up to peak of 8 flights a day on BOS-PHL. Presumingly due to DL entrance.

some more fare data on the transcon markets. This will exclude the stuff I already posted. Which can be summarized as BOS-BUR had a tough opening, JFK-ONT did alright and the SLC routes strong in summer time.

I'm going through in overall yield (regardless of distance)

CityPair Dist Carrier Board AvgFare NSFare ConnFare% NS SeatPerFlight LF Yield PRASM
JFKRNO 2411 B6 20530 262.64 261.97 335.92 99.10% 150.0 87.74% 229.84 0.0953
What a surprise. JFK-RNO was actually the tough performing route this quarter. It has been pretty bad all year, so this was shocking to say the least.
BOSSJC 2689 B6 21734 261.53 261.76 252.20 97.57% 150.1 87.73% 229.64 0.0854
This did even better in Q2. Undoubtedly one of the better non-premium transcons in the network.
JFKLGB 2465 B6 48097 250.51 249.48 298.27 97.88% 150.1 90.49% 225.76 0.0916
JFKBUR 2465 B6 29699 239.64 239.59 302.00 99.92% 150.0 90.41% 216.60 0.0879
I group these together. It would be interesting to see the results in Q4, since we'd get a whole quarter of double BUR flights. Either way, both are solidly profitable.
BOSSMF 2636 B6 16091 250.55 250.88 246.53 92.38% 150.0 85.82% 215.30 0.0817
BOSPDX 2537 B6 34785 239.29 239.25 242.31 98.73% 150.0 88.17% 210.96 0.0832
2 seasonal ex-BOS transcons that do well enough. For PDX, I do wonder if they can make it year round once they have A220. Otherwise, AS eats their lunch here with double daily year round service.
BUFLAX 2218 B6 24368 225.55 224.06 317.04 98.40% 150.3 92.13% 206.42 0.0931
Again, not a high yielding route, but has high LF and that's enough to make it profitable for at least in the summer time.
JFKOAK 2576 B6 23910 220.40 219.21 293.52 98.41% 150.0 92.14% 201.98 0.0784
JFKSMF 2521 B6 32002 223.34 222.49 274.74 98.38% 199.7 89.52% 199.17 0.0790
OAK was a real struggle in Q2 and SMF was better. But this quarter, SMF was all on A321, so it's understandable the yields are lower. SMF remains one of their best performing transcon across all year.
BOSLGB 2602 B6 29745 221.32 219.46 283.33 97.09% 150.0 87.74% 192.56 0.0740
Again, all the added LA area capacity was too much. LGB is best left to once a day.

Now looking at competitive routes
CityPair Dist Carrier Board AvgFare NSFare ConnFare % NS SeatPerFlight LF Yield PRASM Vs B6
JFKSJC 2569 AS 19537 208.96 207.12 295.49 97.91% 147.6 84.86% 175.77 0.0684 95.86%
JFKSJC 2569 B6 29696 208.99 208.38 310.79 99.41% 191.8 87.99% 183.35 0.0714 100.00%
JFKSJC 2569 DL 27815 238.30 228.51 415.55 94.77% 170.7 89.51% 204.55 0.0796 111.56%
This one quite interesting. B6 and DL are both red-eye return flight, but AS has the worst yield despite flying the smallest plane and better schedule. A321s on this route should make this a profitable flight in for B6 especially given the red-eye return.
JFKPHX 2153 AA 112123 266.65 263.60 349.98 96.46% 160.7 89.55% 236.05 0.1096 129.73%
JFKPHX 2153 B6 23183 219.53 218.59 473.02 99.63% 150.5 83.24% 181.96 0.0845 100.00%
JFKPHX 2153 DL 62673 259.04 257.64 323.64 97.88% 171.3 84.67% 218.15 0.1013 119.89%
Not great performance here in summer time. PHX generally performs well in winter season and Q3 was a bit of a struggle. It fell back to the bottom half in yield.
JFKPDX 2454 AS 26502 218.26 214.74 300.36 95.89% 161.0 89.48% 192.16 0.0783 102.50%
JFKPDX 2454 B6 23191 214.11 213.00 321.53 98.97% 150.6 88.01% 187.46 0.0764 100.00%
JFKPDX 2454 DL 70202 279.56 276.06 348.78 95.20% 177.2 91.28% 251.98 0.1027 134.41%
Another tough route for B6 that's probably breaking even in summer time and bleeding money in winter time. This is also one of the worst timed flights in B6 network, so this can be acceptable flight even at lower yield. They have trimmed it to 4 weekly. That might help the winter performance.
BOSPHX 2300 AA 104914 264.08 262.02 288.58 92.24% 163.7 92.34% 241.96 0.1052
BOSPHX 2300 B6 23412 208.89 208.96 185.24 99.68% 150.0 85.29% 178.23 0.0775
PHX is a little tougher in summer time out of NYC/BOS. Still think it's a good candidate for mint, at least in winter time. I wonder if they can do a rotation where both JFK/BOS-PHX gets 1 mint flight from October to April and SEA gets another mint flight from May to September.
MCOLAX 2218 AA 108779 201.26 199.48 269.13 97.44% 166.7 89.37% 178.28 0.0804 124.36%
MCOLAX 2218 B6 24323 162.42 160.91 361.93 99.25% 150.0 89.10% 143.36 0.0646 100.00%
MCOLAX 2218 DL 97517 206.61 203.37 244.56 92.12% 210.6 90.60% 184.24 0.0831 128.51%
MCOLAX 2218 UA 52283 190.70 190.33 193.92 89.78% 170.5 88.60% 168.64 0.0760 117.63%
The ultimate bloodbath that did not get much better even with AS and F9 both dropping out. Brutal numbers. I can't even see the legacies surviving at this kind of yields.

Thanks for this and the FLL data. I’m surprised to see how well RNO is doing. BUFLAX too. (At least relative to expectations.)

Time for B6 to get out of FLL-MSY and MCO-LAX. Both are trash yield markets where B6 doesn’t have relevance in anyway. Although with the retimed MCOLAX schedule, maybe B6 sees an opening to capture some higher yielding traffic (if it even exists).

FLLORD, FLLORH are just miserable, but probably safe for network or political reasons.

I think the 3rd BOSCLT flight remains (and may help serve as a deterrent to NK entering the market).

To surmise all of the upcoming changes to BOS which I’ve seen (some of which is reflected in the OAG thread):
-2nd BOSLGB flight dropped
+1 to AUS, PHL, BNA, ORD, BNA, DCA, CHS, SAV, RDU, and DTW. Clearly looking to remain ahead of DL, which will be in all these markets by summer
-Retiming of BUR flight will be much more attractive Eastbound
-A321 introduced on BOSDEN

i believe it's actually +2 on PHL on peak days and also +1 on CLE on peak days. Second BOS-LGB flight was dropped and the 4th BOS-LAS flight got added back.

N292UX wrote:
If B6 does decided to go TATL this year, would they even have slots to fly to LHR? Or would they probably have to settle with LGW for the time being?

That's the question we all seem to have. They have been showing LHR are the company end of the email, so maybe they got a few remedy slots. IMO, they should just start with LGW if that's all they can get. LHR might become more available down the road if their plans for additional slots get approved.

SunsetLimited wrote:
They are actually upgauging FLL-MSY back to A320. Kind of surprised by that. So it seems like they are determined to stick it out for the time being.

I think it's always been on A320.

Also just checking FLL in September, looks like WN did not extend BZE, GCM and PLS + DCA is down to once a day now. That's quite weak. I think it's about time for B6 to upgauge a couple of the FLL-DCA flights.

Also given that AA has now retreated from JFK-MCO. Maybe it's time for B6 to fill in like they did when AA retreated on JFK-SJU/PAP. 2 years ago before AA quit on JFK-SJU, B6 was at 46% market share on that route and in 2018 Q3 they were at 63% market share. And they managed to do this without suffering in yields too much

This is Q3 data on JFK-MCO
CityPair Dist CarrierBoard AvgFare NSFare ConnFare% NS SeatPerFlight LF Yield PRASM Vs B6
JFKMCO 944 AA 45849 194.62 190.71 224.85 88.55% 160.1 79.99% 152.55 0.1616 100.89%
JFKMCO 944 B6 234450 171.68 171.61 205.95 99.81% 193.1 88.11% 151.2 0.1602 100.00%
JFKMCO 944 DL 115310 181.56 180.66 318.46 99.35% 164.2 87.22% 157.58 0.1669 104.22%
Notice that B6 here is running mostly A321s which have really low cost. They are at 59% market share on this route. seems like they can add a flight to fill in for AA's retreat here if they can find the slot for this.
LGAMCO 950 AA 22448 175.03 174.88 175.5 75.61% 160.1 78.35% 137.01 0.1442 96.77%
LGAMCO 950 B6 93685 164.31 164.13 206.66 99.57% 148.2 86.27% 141.59 0.149 100.00%
LGAMCO 950 DL 142999 179.14 178.5 221.29 98.52% 178.5 86.15% 153.77 0.1619 108.61%
Interestingly enough. AA's performance on LGA-MCO is even worse. Makes me think that route might be a goner too.

Regarding MCO, B6 would be smart to backfill AA’s capacity before DL jumps on it. B6 is making good money on those yields. Heck AA should even be making money on those JFK fares (LGA a bit more questionable).

In general I have observed that B6 commands its highest NYC>Florida fares from HPN and EWR, with JFK closely following and LGA coming in last. Pretty amazing considering the commonly accepted notion that LGA is the “preferred NYC airport” that in theory commands higher fares. I wouldn’t be surprised if the same thing applies for B6’s NYC>BOS flying.

Dieuwer wrote:
Dieuwer wrote:
DELTA777 wrote:

Load factors are usually in the range of 55% - 65%. JFK is slightly better. Today BOS-MEX had a load factor of 72%, MEX-BOS 42% .

That's pretty bad

Is it going to be on the chopping block?

BOSMEX was always going to be tough for B6 to pull off, especially daily. But I believe AM, the only other nonstop competitor, only recently pulled out. B6 has only been in this market a few months so I’d give it some time before starting to make any guesses about what will happen next, if anything. I also think there is more than enough traffic between NYC and MEX for B6 to make it work.

Interestingly, B6 was supposed to halve capacity between FLL/MCO and MEX (and I think even loaded it into the schedule), but quickly reversed course. Not sure if that had anything to do with WN’s impending departure, or rights to slots, or some unexpected market shift.

jumbojet · Thu Feb 14, 2019 1:02 pm

Can B6 not make ATL-BOS work? Looking at today and the near future, they are down to 3x a day and I think 2 out of the 3 are on the Embraer aircraft. I think just as recent as last month, it was still 5x daily on the A320 with the morning ATL-BOS flight going out nearly empty every day.

tphuang · Thu Feb 14, 2019 1:38 pm

jumbojet wrote:
Can B6 not make ATL-BOS work? Looking at today and the near future, they are down to 3x a day and I think 2 out of the 3 are on the Embraer aircraft. I think just as recent as last month, it was still 5x daily on the A320 with the morning ATL-BOS flight going out nearly empty every day.

What in the world are you talking about? They are always at 5x a day during weekdays. Here is from a random day in March
https://www.google.com/flights#flt=BOS. ... 1;t:f;tt:o
random day in April
https://www.google.com/flights#flt=BOS. ... 1;t:f;tt:o
random in May
https://www.google.com/flights#flt=BOS. ... 1;t:f;tt:o
and if you want to look ahead, in october
https://www.google.com/flights#flt=BOS. ... 1;t:f;tt:o
Sure, they might sub in E90s once in a while, because A320s are getting reconfigured and they need the frequencies. As for going out nearly empty every day. I've actually literally just posted the yields and LF last page. Maybe you can take a look at real numbers rather than just making stuff up.

Dieuwer wrote:
Dieuwer wrote:
DELTA777 wrote:

Load factors are usually in the range of 55% - 65%. JFK is slightly better. Today BOS-MEX had a load factor of 72%, MEX-BOS 42% .

That's pretty bad

Is it going to be on the chopping block?

not a chance. First of all, until we get official stats, this doesn't show anything. All we have is anecdotal checks on their seat map. And I would guess they are getting higher fares out of BOS than JFK.

And secondly, they had low 60% load factor for pretty much a whole year on FLL/MCO-MEX and kept it going because it takes time to develop new route.

Now that WN is exiting the market. A lot of those RDU/PHL/ATL-HOU-MEX traffic are going to go through B6 over at FLL/MCO. And same with BOS, it will take some time to get all the connections built up. But with AM leaving the market, there is not a chance B6 will quit this route.

Blueknows · Thu Feb 14, 2019 1:43 pm

Just want to let everyone know some basic information. B6 doesn't have enough planes for certain routes. B6 has about 253 aircraft in service. DL/AA/UA have double even triple that with there regionals. B6 has to pull planes and move them around to where they make money. Some cities are strategic plays son they can have slots for future expansion.

Blueknows · Thu Feb 14, 2019 1:48 pm

Also since they have such few planes they have to maximize flight hours. Yesterday F9 had 145 turn time. B6 gives tight turn time for its aircraft. E190 is 30 min turn time. That's once the aircraft blocks in 30 mins to turn the plane. That's vacuum/trash/ seats/ boarding and closing 10min prior to departure. Other legacy road turn times to get better on time numbers.

737307 · Thu Feb 14, 2019 2:43 pm

jetbluefan1 wrote:
BOSMEX was always going to be tough for B6 to pull off, especially daily. But I believe AM, the only other nonstop competitor, only recently pulled out. B6 has only been in this market a few months so I’d give it some time before starting to make any guesses about what will happen next, if anything. I also think there is more than enough traffic between NYC and MEX for B6 to make it work.

Interestingly, B6 was supposed to halve capacity between FLL/MCO and MEX (and I think even loaded it into the schedule), but quickly reversed course. Not sure if that had anything to do with WN’s impending departure, or rights to slots, or some unexpected market shift.

Perhaps it would help if B6 signs an agreement with e.g. Interjet to provide onward connections from MEX.

trueblew · Fri Feb 15, 2019 2:36 am

Blueknows wrote:
Can everyone please stop this UA-B6 merger rumor. It’s not true and it’s getting annoying. Jetblue management have confirmed it’s just a rumor. They have no intention of merging with UA

Yes, and B6 management, the industry's most disingenuous, are NOT whatsoever known to lie through their teeth about anything. :liar:

737307 · Fri Feb 15, 2019 7:25 am

I was on the inaugural BOS-PSP flight today. Balloons, speeches, etc. at the gate. A mildly festive atmosphere. Plane was pretty full but not packed. Had a bingo onboard, but unfortunately I didn’t win anything.
Landing was an extremely drawn out affair with seemingly three landing attempts. Violently shaking, accelerating, climbing again. It was very very bad. We arrived an hour late.

737307 · Mon Feb 18, 2019 8:58 pm

Return flight on Sunday was much faster. Left on time and arrived 30 minutes early. Had the exit row to myself so I could stretch out a bit and make a "bed".
Overall not a bad trip, but I seriously doubt Palm Springs during the winter months will appeal strongly to Bostonians. During the day it was low 60's but very chilly at night with some rain showers. In fact, last Thursday it was so bad, most access roads to PS has been swept away. Several attractions closed. If you had planned to go up with the tram: forget it. If you had planned to hike the canyons: forget it.
I spoke to one other visitor from Boston and he said he wouldn't be back either. Better stick with Florida or the Caribbean. Both closer and warmer.

tphuang · Mon Feb 25, 2019 6:45 am

August T-100 international data is out. Here are some interesting numbers
First Cuba
JFKHAV
B6 61 7723 9150 84.40% 150
EWRHAV
UA 62 8948 10292 86.94% 166
FLLHAV
WN 173 24087 30275 79.56% 175
B6 117 13234 17550 75.41% 150
MIAHAV
AA 248 34626 39704 87.21% 160.1
DL 62 7883 9752 80.83% 157.3
WL 13 1086 2015 53.90% 155
MCOHAV
B6 62 5053 6300 80.21% 101.6
FLLHOG
B6 62 4358 6200 70.29% 100
FLLSNU
B6 62 4487 6450 69.57% 104
FLLCMW
B6 62 4602 6200 74.23% 100
So JFK-HAV is looking quite a bit better for August. Not sure if things will revert in fall. And FLL/MCO aren't so disastrous either. FLL to secondary market is still hard to watch.

Now MEX,
FLLMEX
B6 120 13924 18000 77.36% 150
MIAMEX
AA 240 23808 30784 77.34% 128.3
AM 186 20401 25440 80.19% 136.8
4O 114 11820 17100 69.12% 150
Y4 18 1559 3198 48.75% 177.7
MCOMEX
4O 62 6766 9300 72.75% 150
B6 124 13300 18600 71.51% 150
AM 123 15914 19392 82.06% 157.7
Y4 24 3114 4374 71.19% 182.2
Again, numbers especially at FLL is looking quite a bit better.

Now the big VFR markets out of NYC
JFKSTI
B6 427 69842 79050 88.35% 185.1
DL 184 29864 33118 90.17% 180
JFKSDQ
DL 184 30416 33034 92.07% 179.5
B6 425 70735 81700 86.58% 192.2
EWRSTI
B6 62 8507 9350 90.98% 150.8
UA 62 9486 10292 92.17% 166
EWRSDQ
B6 62 8268 9300 88.90% 150
UA 62 9977 11098 89.90% 179
JFKPAP
AA 95 12785 15228 83.96% 160.3
B6 123 17726 21350 83.03% 173.6
JFKKIN
B6 183 31100 33400 93.11% 182.5
BW 76 9585 11400 84.08% 150
OJ 47 9413 10794 87.21% 229.7
JFKPOP
B6 62 8526 9300 91.68% 150
Again, very healthy looking numbers here for B6. Even with all the additional capacity to DR, they are doing pretty good job filling the planes out of both JFK/EWR. With both UA/B6 adding another flight out of EWR + NK adding seasonal service to SDQ, not sure if that will be the case for this summer.

JFK vacation markets.
JFKPUJ
AA 40 6193 7040 87.97% 176
DL 122 19247 20609 93.39% 168.9
B6 186 31008 33800 91.74% 181.7
JFKMBJ
B6 152 21712 22900 94.81% 150.7
BW 62 7630 9300 82.04% 150
DL 62 9458 9987 94.70% 161.1
JFKAUA
DL 62 10176 10878 93.55% 175.5
B6 131 21083 23150 91.07% 176.7
JFKCUR
B6 35 4571 5250 87.07% 150
JFKBGI
B6 132 20774 23300 89.16% 176.5
JFKPLS
B6 61 11114 12100 91.85% 198.4
JFKBDA
AA 98 13208 15680 84.23% 160
DL 62 7343 8184 89.72% 132
B6 125 15559 18750 82.98% 150
JFKCUN
AA 62 9698 10018 96.81% 161.6
4O 75 9577 11250 85.13% 150
DL 140 23898 25027 95.49% 178.8
B6 186 29180 31000 94.13% 166.7
Other than BDA, everything else looks pretty strong here. BDA seems to have too much capacity.

FLL markets
FLLBOG
B6 62 8203 9300 88.20% 150
NK 62 9748 11160 87.35% 180
AV 62 8530 9300 91.72% 150
FLLMDE
B6 52 6913 7800 88.63% 150
NK 46 7876 8280 95.12% 180
FLLCTG
B6 61 8072 9150 88.22% 150
NK 36 5313 6130 86.67% 170.3
FLLLIM
B6 62 8214 9300 88.32% 150
NK 62 7678 8990 85.41% 145
FLLSJO
WN 62 7645 8866 86.23% 143
B6 60 7922 9000 88.02% 150
NK 124 19740 23126 85.36% 186.5
FLLPAP
AA 118 15432 18880 81.74% 160
B6 186 23569 28068 83.97% 150.9
NK 62 9609 11160 86.10% 180
FLLNAS
WN 123 16588 17653 93.97% 143.5
B6 246 25288 28300 89.36% 115
UP 288 29439 32790 89.78% 113.9
FLLMBJ
BW 62 7992 9300 85.94% 150
WN 124 16570 18052 91.79% 145.6
B6 125 14177 15750 90.01% 126
NK 62 10389 11256 92.30% 181.5
FLLCUN
WN 186 15732 26598 59.15% 143
B6 123 16088 18450 87.20% 150
NK 62 12817 14136 90.67% 228
Pretty standard stuff here too. FLL-CUN continues to look to be a disaster for WN. Not sure how much longer they can keep going at this kind of performance.

tphuang · Mon Mar 04, 2019 2:56 pm

Catching this thread up with all the missed news from past week.

this kind of summarizes what they addded.
https://www.fool.com/investing/2019/03/ ... oston.aspx
although, I think it's important to point out that CVG, CMH and IND are 3 markets which DL is dominating in which B6 has not entered. On top of that, SDF and MEM seems to be obvious markets they should enter from BOS.

story on some new efforts by JetBlue to improve its operations at BOS
https://paxex.aero/2019/03/jetblue-oper ... ton-logan/

And looks like people have caught onto JetBlue's announcement on April 10th.
https://simpleflying.com/jetblue-is-try ... n-flights/
https://simpleflying.com/jetblue-widebody-order/
https://liveandletsfly.boardingarea.com ... ouncement/
https://liveandletsfly.boardingarea.com ... ouncement/

a lot of speculations here, but things to digest

Runway28L · Mon Mar 11, 2019 9:46 pm

JetBlue’s first A321neo was spotted at XFW earlier today.

https://aibfamily.flights/A320/8823#

ilive4planes · Tue Mar 12, 2019 12:20 pm

tphuang wrote:
Catching this thread up with all the missed news from past week.

this kind of summarizes what they addded.
https://www.fool.com/investing/2019/03/ ... oston.aspx
although, I think it's important to point out that CVG, CMH and IND are 3 markets which DL is dominating in which B6 has not entered. On top of that, SDF and MEM seems to be obvious markets they should enter from BOS.

story on some new efforts by JetBlue to improve its operations at BOS
https://paxex.aero/2019/03/jetblue-oper ... ton-logan/

And looks like people have caught onto JetBlue's announcement on April 10th.
https://simpleflying.com/jetblue-is-try ... n-flights/
https://simpleflying.com/jetblue-widebody-order/
https://liveandletsfly.boardingarea.com ... ouncement/
https://liveandletsfly.boardingarea.com ... ouncement/

a lot of speculations here, but things to digest

CMH has been served by B6 but was dropped in 2008, and I think I've seen Alot of rumors were IND is what JetBlue was gonna target next in the Midwest.

EK77WNH · Tue Mar 12, 2019 12:46 pm

Is there any measure of how much interline connections happen with the Emirates and Qatar flights that arrive in Boston every afternoon? Is it an inconsequential number or pretty significant? QR bumped up to a 77W and EK will do so with the A380 this summer.

UkiAir · Tue Mar 12, 2019 3:14 pm

DTW, CLE, MSP are top three connections for both QR and EK in BOS, especially for EK. I don't have the exact numbers, but quite a high number of connecting pax transfer onto B6 flights in BOS daily from EK and QR.

FBWFTW · Tue Mar 12, 2019 3:43 pm

I see you’ve all got much more efficient data than my mere flightradar24 findings, but I’ve been noticing some capacity “right sizing” on BOS-PBI and a few other leisure routes lately, the flight has been 95% A320’s for as long as I can remember-but this February, they started using some E190’s for about a week and change on the early AM flights and then shortly after that they bumped to an A321 on the first am flight and added in another two A321’s which have been operating right up til today. (Of course, when I flew the route I got an A320 and when my mother in law went she got a fresh off the line A321)

Does anyone know why the new A321Neo has the tentative tail of N2002J? Have the NXXXJB/JT/JL style numbers run out? Or is B6 going for more of a “legacy” tail number scheme now ;-p

UkiAir · Tue Mar 12, 2019 3:59 pm

E190s have tails N178JB to N375JB. There are no tails in the 400 range. A320s are 500-800s, and 321s are in 900s, both Mint and all Core.
Maybe B6 is saving 400s for A220, so NEOs get a completely new tail numbering.

FBWFTW · Tue Mar 12, 2019 4:51 pm

UkiAir wrote:
E190s have tails N178JB to N375JB. There are no tails in the 400 range. A320s are 500-800s, and 321s are in 900s, both Mint and all Core.
Maybe B6 is saving 400s for A220, so NEOs get a completely new tail numbering.

Thanks for the quick analysis! I was curious on this. I wonder if when the 190’s begin to go out of the fleet if they can swap tail #s.

jplatts · Tue Mar 12, 2019 6:05 pm

ilive4planes wrote:
tphuang wrote:
this kind of summarizes what they addded.
https://www.fool.com/investing/2019/03/ ... oston.aspx
although, I think it's important to point out that CVG, CMH and IND are 3 markets which DL is dominating in which B6 has not entered. On top of that, SDF and MEM seems to be obvious markets they should enter from BOS.

CMH has been served by B6 but was dropped in 2008, and I think I've seen Alot of rumors were IND is what JetBlue was gonna target next in the Midwest.

In addition to CVG, CMH, IND, SDF, and MEM, B6 could also add service to MCI, MKE, and ORF.

While I agree that IND is likely the next B6 expansion target in the Midwest, B6 re-entering CMH might happen since B6 re-entered other markets that it previously pulled out of such as ATL and BNA.

737307 · Tue Mar 12, 2019 6:14 pm

Any idea what happened to B6 483 on March 4th?

ajsljet45 · Tue Mar 12, 2019 7:18 pm

Runway28L wrote:
JetBlue’s first A321neo was spotted at XFW earlier today.

https://aibfamily.flights/A320/8823#

I like that tail! :thumbsup:

nine4nine · Tue Mar 12, 2019 10:24 pm

ajsljet45 wrote:
Runway28L wrote:
JetBlue’s first A321neo was spotted at XFW earlier today.

https://aibfamily.flights/A320/8823#

I like that tail!

Agree. The fish scales pattern is pretty rad.

Abeam79 · Tue Mar 12, 2019 10:38 pm

I like the fish scales also on the neo! Pretty neat little subliminal nod to a new era of crossing oceans maybe? :scratchchin:

UkiAir · Tue Mar 12, 2019 10:56 pm

Abeam79 wrote:
I like the fish scales also on the neo! Pretty neat little subliminal nod to a new era of crossing oceans maybe?

I didn't even think of that! Love it!

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