PVD523 wrote:Their next big fish to catch will be convincing the Boston Planning and Development Agency to approve flights in and out of Boston Harbor. They're facing a growing amount of local pushback but I really hope they can come to an agreement to allow the launch of BOS-NYC seaplane service.
That's not really within BPDA's purview. If anything, Massport would be the agency with the final say. And given that Logan is basically in the middle of the harbor, the advantage of a seaplane flight to the harbor would be minimal.
enilria wrote:cschleic wrote:With UA pulling SFO flights, and AS tinkering with schedules and routes, makes me wonder how PAE is doing in general. Anyone have any traffic stats?
I think loads are ok, but low yield on an RJ is also bad.
It's probably even worse if yields to PAE are lower than they are to SFO. There's no point in operating high-cost service to a niche spoke if you can get better yields on larger (lower unit cost) equipment to the main airport -- it's basically why the legacy carriers have little or no service to airports like HOU, MDW, AZA, TTN, ORH, SWF, etc.
tphuang wrote:Thanks for the very early release. Great to read every week.enilria wrote:AA PIT-RDU JUN 1.0>1.9[1.0] JUL 1.0>2[1.0] AUG 1.0>2[1.0] SEP 1.0>1.3[1.0]
Maybe AA's finally getting tired of other airlines entering their non-hub markets and expecting them to drop out.
That's such a weird market to try to defend, though. It stuck around as US Express for a long time after the PIT hub was wound down although IIRC it was an at-risk route for Trans States, along with PIT-BDL and PIT-STL which are now gone. Obviously it wouldn't have retained service if it weren't reasonably profitable, but I also don't see the value in burning money to defend the market (it's likely not profitable for two players) outside the context of a broader strategic push at either of PIT or RDU. Maybe it fits with the resumption of RDU-BOS, but I really don't see DL retreating from their RDU focus city.