HVNandrew wrote:airlineworker wrote:CairnterriAIR wrote:
I have to agree here. Burbank has a similar runway, as does Key West...and both of those stations see long haul flights. I never could understand why they say a 737-700 can’t fly to at least an East Coast hub. If anything we are seeing that E175’s have no problem making it to Charlotte. While there may be a market...charge a decent fare and advertise it and people will fly from anywhere....the HVN terminal and infastructure is subpar.
This week the SCOTUS is to announce if they will here the states case regarding an appeal to overturn the 2nd appeal court case decision that struck down a state law limiting HVN's runway to 5600 feet. That limited 5600 foot runway is what caused UA after almost 5 years of HVN-ORD service to be halted. Too many weight restricted flights and one flight had to deny 40 passengers on a 737. Granted the terminal is spartan and small but it can handle more than the few flights per day and until service increases, it will have to do. Its been rumored that two airlines have been in talks with the airport apart from Allegiant that has publicly said pending the runway being longer, it will start N/S flights to Florida. AA is doing quite well but with only one major airline, it is losing out on frequent fliers from UA and DL. Gaining these two carriers with flights to ORD and DTW and or ATL would mark a new beginning for the airport. Shortly the displaced threshold on runway 20 will be moved back giving 5600 feet of runway in both directions. That threshold has been there since the early 1970's. I see the bulk of HVN's service will be with 65-90 seat RJ's. I am hoping for UA to start ORD service with the CRJ-550, it has the lowest runway requirements in the CRJ family.
I think there are two separate issues. The runway is a problem specifically for carriers that do not have equipment capable of serving HVN, in this case apparently G4. (Though I think the G4 service is far from a sure thing with a longer runway...it's very easy to hypothetically say you would do something if some critical dynamic were different when the odds of said dynamic actually changing anytime soon are slim.)
But the runway is not an issue for the carriers that do have proper equipment to serve HVN (and in AA's case, already do), but have decided not to do so. That's not a runway problem, that's a market problem. And again there's nothing to indicate that "AA is doing quite well". 2x daily service to PHL and 1x weekly service to CLT with no indications that there are plans for meaningful service increases doesn't scream high performance. In fact, the recent actual operations/changes would indicate the opposite of a well performing market: service to PHL cut to 1x a day at some points, stabilizing at 2x daily, with the latest OAG update showing AA extending the year over year cut to 2x daily service through May (down from 3x). And the 3x over the summer is capacity-neutral (going from 2x E75s to 3x CRJ).
There is a good market for air travel in the metro New Haven area, part of the problem I see is old habits die hard. Many flyers have been going up I-91 for years and change is hard for some people. The terminal being small may not allow other airlines that would need the same time slots for takeoffs and landing as does AA. The displaced threshold has still not been moved back and HVN still has the past to overcome. In the minds of many, HVN is the airport that only has Dash-8's and those were a bad experience that turned off some flyers. When looks at the close by population base around HVN, it is larger than BDL. I feel more service will come with either UA or DL this year. Much depends on the hub bank times that can work with AA's time slots. Burbank has a 6800 foot runway and Key West has no obstructions. I know HHH has weight restrictions on all AA flights to CLT on the E-175 and I read in the past that EYW also has a similar problem.
As far as Allegiant, they could run several weekly flights to Florida that would do very well. Many snow birds in the area. These flights are in the future as the runway issue is still in play. If it can be said Hartford has a good travel market, what make New Haven less of one?
I guess you see the glass as half empty whereas I see the glass as half full. I don't see the PHL flights going to the CRJ, when one looks many months ahead, the schedules show the CRJ as a place holder and as the time nears, the equipment is updated. The PHL and CLT flights I have been on had full and near full loads. 2018 totals topped 2017, 2019 totals topped 2018 by good margins, a good sign of growth.