Once again, you're incorrect. The densified 777s only operate two of the six weekly flights, the others are on 275-seat un-refurbished aircraft. Either way, it's not a "year on year increase" as you claim.
In summer 2017 BA operated 10 weekly frequencies to LAS, all from LHR on the mid-J 747. Summer 2019 sees 13 weekly frequencies, 7 from LHR on the 747 and 6 from LGW on the 777. It's an increase.
Continuing to say "you have no idea what you're talking about" isn't going to make you look any less embarrassing to your hard-working colleagues. Your falsities are many, you evidently have no idea on the concept of seasonality for a start. Claiming Gatwick-New York is being reduced to cater for the refurbishment (densification) of 777s is incorrect, the refurbishment schedule of the 777s is widely available in the public domain and is not being accelerated in January next year
Like your comment elsewhere that no airline makes a profit in Q1?!
I spend half of my life flying seasonal routes, I've spent virtually my entire career flying them. I understand it. You can't accept that this summer LGW is being "loaned" a 777 from LHR to make the based number of 777s at LGW 14 instead of 13. That 777 will return to LHR this winter to cover for the start of the GE 777s getting the Club suite. While this is going on, LGW based 777s will still be undergoing refits, so that's the loss of more airframes. Cutting JFK is commercially the easiest as they can be reaccommodated on any of the 8+ a day flights from LHR. You can't do that with BDA, ANU, UVF etc.
Claiming YYC and CHS are only seasonal to cater for new routes to KIX, DUR and ISB, whilst all five run along side each other this Summer is, once again, incorrect.
The 787-8 returns to Nashville in place of the -9 - that accounts for 5x week of YYCs. Some BOS, YYZ and EWR frequencies also shift onto other airframes. The 787-9 from BNA takes over PHX this winter before the new 77W deliveries pick it up for summer 2020. A 747 was just retired, that needs to be accounted for as well as shifts with A350 deliveries. BA has a large seasonal variation on short haul but longhaul ASKs are actually broadly similar from one season to the next.
You were incorrect about BA's "year on year increase" in LAS squeezing out Norwegian, as there is no "year on year increase" from BA. More or less everything you've said about Norwegian is incorrect,
See above - big jump from 2017 to 2019. Norwegian? Yeah, let me know when they turn a profit. Don't forget, we've had a few ex-Norwegian pilots join us, they certainly have some interesting stories to tell.
whilst I'm not going to dig out old threads to find every single one, my favourite of all time had to be your claim that "British Airways have made FLL work in their own right", two weeks before they announced its cancellation along with quoted load factors of 64%.
It coincides with MIA going 3x daily. An increase in capacity to the Miami area year on year
the FLL frequencies are being put to good use on CUN, KIN and elsewhere.
Your claim that the refurbishment (densification) of the 777s has lead to "improved customer survey responses" is straight out of the management PR-spin handbook. Do you, a regular line pilot, have access to customer survey responses, or are you regurgitating what was fed to you in a management email?
We do get to see them, yes. Part of the "Customer Voice" surveys.
I'm sure customer survey responses for the refurbished 777s are positive, but that's more a reflection on what they replaced rather than the customer's delight for BA reducing seat and aisle width by adding an extra seat per row.
I agree, what has been replaced was tired and outdated. Progress has been slow but it's evidently moving in the right direction. Many LGW customers are families ir couples, 4 middle seats makes a big difference not having to split across aisles. The seat really isn't that much narrower, 0.5".
I think if you want to carry it on though, best PM. This has diverged far enough from Norwegian's demise at LAS.