Moderators: richierich, ua900, PanAm_DC10, hOMSaR
tphuang wrote:Alright New Years. A few items that I hope will get answered this year:
What does their partnership with AA turn out to be? When does codesharing start and how useful will their network be to the other airline's ff? Will this finally address their IRROPS problems? Will AA actually launch those JFK international flights? Will the agreement expand beyond NYC/Boston to include more cities?
AS just had a great deal in picking up additional MAX for no additional payments in 2021. While A220 is not in as desperate a situation as MAX, I wonder if JetBlue can get some additional immediate deliveries of A220 for minimal additional capex in 2021/2022. Will they be able to score additional A220 deliveries? What happens to E90? Will it actually be 1 for 1 replacement or will E90 remain in service for a little while longer?
The biggest question for me is what they do at EWR? EWR's new terminal 1 is opening early 2022 with 21 gates. It looks like a major upgrade over T-A right now and will probably be the most convenient airport for driving to and taxi drop-off/pickup. If PATH extension gets built in a few years, this would be the most convenient terminal to get to from Manhattan via public transportation. During rush hours, this would also be faster than taking a cab to LGA. Along with population movement in NY and other dynamics we've talked about, this could make EWR the preferred airport for more New Yorkers. JetBlue has some time this year to figure out whether or not EWR will be the preferred domestic airport for both within and beyond perimeter flights for lower/midtown Manhattan business travelers. If they decide EWR is that important, what is their ambition at EWR and how do they get there?
I've already raised the idea of exchanging gates/slots at JFK with UA for gates at EWR. They can try to do that also with other airlines. Other things they can try include proposing to add flights like EWR-BUF/SYR/ROC or ACY/TTN-FLL to gain political favors. They can partly fund the T-1 extension project in exchange for additional gates. If that means pausing the JFK T-6/7 project until 2023, then so be it. Maybe that will allow NK/F9 to stay in T-B for a few more years while the extension gets built. International flying is down for many years. There is no reason B cannot handle DL/NK/F9 staying there for a few years. They can go to AA and sublease as many gates as they can or make an agreement to use AA gates during downtime. AA is probably going to be under 20 flights a day out of EWR for a while. IIRC, B6 will be moving (with AC) into the 21 gates main pier before other airlines. Try to take over as many of those gates as possible. If they can get preferential usage over 16 gates, they should. That would require them adding a lot of routes from the second half of 2021 to first half of 2022. The remaining 12 gates + a couple of true CUTE gates in the main pier should be able to handle the gate requirements of UA/AA/AS.
Also, what are they doing in South Florida? Back in April, I anticipated that FLL and MCO would take a few years to recover to pre-pandemic capacity. It turns out that I was quite wrong about FLL at least. Demand out of South Florida has bounced back faster than anywhere else in their network. This has allowed them to restore 2/3 of their pre-pandemic schedule by Nov/Dec. The addition of MIA is part of their overall South Florida strategy. If we look at FLL departures, NK is already at their pre-pandemic schedule on some days while WN has completely fallen off the cliff. No major WN station has seen as much reduction as FLL. B6 faces a NK problem in FLL. They've talked about turning FLL into a more connection focused 130 flight station. They have already acquired enough gates to run that operation. As they add more markets in the middle of the country and connect more dots, are they able to beyond that? If WN permanently reduces FLL to a 60 to 70 flight station, they don't need all the gates they currently have access to. They might be willing to sublease gates to NK or B6. Will B6 be able to sublease any of those gates? They'd need more space/flights in FLL to compete in the area. With the continued population movement from NE to South Florida, the demand should continue to rapidly grow in the region.
My other question is what are they going to do in RDU? It seems like JetBlue is quite eager to expand there to fill the vacuum left by DL cuts. While RDU is not constrained as major airports, it was still facing constraints prior to the pandemic. I like the fact that they have moved in so quickly with new route announcements. In what must be a tough time for RDAA, these moves could be generating some good will for JetBlue. Could they secure enough real estate in gates and other spaces to launch a focus city that eventually grow to over 80 flights a day?
jfklganyc wrote:2021 is a recovery year and is showing some promising signs at B6. Xmas holidays were good (relatively speaking) and bookings towards Spring looks promising.
220 comes aboard slowly.
LR comes online.
London joins network.
LAX.
AA.
Decision on Future HQ also due this year.
Blerg wrote:jfklganyc wrote:2021 is a recovery year and is showing some promising signs at B6. Xmas holidays were good (relatively speaking) and bookings towards Spring looks promising.
220 comes aboard slowly.
LR comes online.
London joins network.
LAX.
AA.
Decision on Future HQ also due this year.
Do we know when London is being launched and from where? I suppose they will try to get LHR slots?
As for the HQ, are they thinking of leaving New York?
Blerg wrote:Do we know when London is being launched and from where? I suppose they will try to get LHR slots?
tphuang wrote:Do you think that B6 would add DTW-LAX? A daily A320 doesn't seem unreasonable especially since DL & NK yield well.Alright New Years. A few items that I hope will get answered this year:
What does their partnership with AA turn out to be? When does codesharing start and how useful will their network be to the other airline's ff? Will this finally address their IRROPS problems? Will AA actually launch those JFK international flights? Will the agreement expand beyond NYC/Boston to include more cities?
AS just had a great deal in picking up additional MAX for no additional payments in 2021. While A220 is not in as desperate a situation as MAX, I wonder if JetBlue can get some additional immediate deliveries of A220 for minimal additional capex in 2021/2022. Will they be able to score additional A220 deliveries? What happens to E90? Will it actually be 1 for 1 replacement or will E90 remain in service for a little while longer?
The biggest question for me is what they do at EWR? EWR's new terminal 1 is opening early 2022 with 21 gates. It looks like a major upgrade over T-A right now and will probably be the most convenient airport for driving to and taxi drop-off/pickup. If PATH extension gets built in a few years, this would be the most convenient terminal to get to from Manhattan via public transportation. During rush hours, this would also be faster than taking a cab to LGA. Along with population movement in NY and other dynamics we've talked about, this could make EWR the preferred airport for more New Yorkers. JetBlue has some time this year to figure out whether or not EWR will be the preferred domestic airport for both within and beyond perimeter flights for lower/midtown Manhattan business travelers. If they decide EWR is that important, what is their ambition at EWR and how do they get there?
I've already raised the idea of exchanging gates/slots at JFK with UA for gates at EWR. They can try to do that also with other airlines. Other things they can try include proposing to add flights like EWR-BUF/SYR/ROC or ACY/TTN-FLL to gain political favors. They can partly fund the T-1 extension project in exchange for additional gates. If that means pausing the JFK T-6/7 project until 2023, then so be it. Maybe that will allow NK/F9 to stay in T-B for a few more years while the extension gets built. International flying is down for many years. There is no reason B cannot handle DL/NK/F9 staying there for a few years. They can go to AA and sublease as many gates as they can or make an agreement to use AA gates during downtime. AA is probably going to be under 20 flights a day out of EWR for a while. IIRC, B6 will be moving (with AC) into the 21 gates main pier before other airlines. Try to take over as many of those gates as possible. If they can get preferential usage over 16 gates, they should. That would require them adding a lot of routes from the second half of 2021 to first half of 2022. The remaining 12 gates + a couple of true CUTE gates in the main pier should be able to handle the gate requirements of UA/AA/AS.
Also, what are they doing in South Florida? Back in April, I anticipated that FLL and MCO would take a few years to recover to pre-pandemic capacity. It turns out that I was quite wrong about FLL at least. Demand out of South Florida has bounced back faster than anywhere else in their network. This has allowed them to restore 2/3 of their pre-pandemic schedule by Nov/Dec. The addition of MIA is part of their overall South Florida strategy. If we look at FLL departures, NK is already at their pre-pandemic schedule on some days while WN has completely fallen off the cliff. No major WN station has seen as much reduction as FLL. B6 faces a NK problem in FLL. They've talked about turning FLL into a more connection focused 130 flight station. They have already acquired enough gates to run that operation. As they add more markets in the middle of the country and connect more dots, are they able to beyond that? If WN permanently reduces FLL to a 60 to 70 flight station, they don't need all the gates they currently have access to. They might be willing to sublease gates to NK or B6. Will B6 be able to sublease any of those gates? They'd need more space/flights in FLL to compete in the area. With the continued population movement from NE to South Florida, the demand should continue to rapidly grow in the region.
My other question is what are they going to do in RDU? It seems like JetBlue is quite eager to expand there to fill the vacuum left by DL cuts. While RDU is not constrained as major airports, it was still facing constraints prior to the pandemic. I like the fact that they have moved in so quickly with new route announcements. In what must be a tough time for RDAA, these moves could be generating some good will for JetBlue. Could they secure enough real estate in gates and other spaces to launch a focus city that eventually grow to over 80 flights a day?
trueblew wrote:Blerg wrote:jfklganyc wrote:2021 is a recovery year and is showing some promising signs at B6. Xmas holidays were good (relatively speaking) and bookings towards Spring looks promising.
220 comes aboard slowly.
LR comes online.
London joins network.
LAX.
AA.
Decision on Future HQ also due this year.
Do we know when London is being launched and from where? I suppose they will try to get LHR slots?
As for the HQ, are they thinking of leaving New York?
My guess is they will put that out there as a possibility (Orlando most likely) in order to drive a bargain or some favors from NY politicians (but not AOC or Michael Gianaris...ha!), end up keeping a relatively small NYC HQ while moving a lot of support functions to the expanding Orlando campus.
Brickell305 wrote:trueblew wrote:Blerg wrote:
Do we know when London is being launched and from where? I suppose they will try to get LHR slots?
As for the HQ, are they thinking of leaving New York?
My guess is they will put that out there as a possibility (Orlando most likely) in order to drive a bargain or some favors from NY politicians (but not AOC or Michael Gianaris...ha!), end up keeping a relatively small NYC HQ while moving a lot of support functions to the expanding Orlando campus.
I doubt they move from NY but if they do move to Florida, Fort Lauderdale seems much more likely.
flymco753 wrote:tphuang wrote:Do you think that B6 would add DTW-LAX? A daily A320 doesn't seem unreasonable especially since DL & NK yield well.Alright New Years. A few items that I hope will get answered this year:
What does their partnership with AA turn out to be? When does codesharing start and how useful will their network be to the other airline's ff? Will this finally address their IRROPS problems? Will AA actually launch those JFK international flights? Will the agreement expand beyond NYC/Boston to include more cities?
AS just had a great deal in picking up additional MAX for no additional payments in 2021. While A220 is not in as desperate a situation as MAX, I wonder if JetBlue can get some additional immediate deliveries of A220 for minimal additional capex in 2021/2022. Will they be able to score additional A220 deliveries? What happens to E90? Will it actually be 1 for 1 replacement or will E90 remain in service for a little while longer?
The biggest question for me is what they do at EWR? EWR's new terminal 1 is opening early 2022 with 21 gates. It looks like a major upgrade over T-A right now and will probably be the most convenient airport for driving to and taxi drop-off/pickup. If PATH extension gets built in a few years, this would be the most convenient terminal to get to from Manhattan via public transportation. During rush hours, this would also be faster than taking a cab to LGA. Along with population movement in NY and other dynamics we've talked about, this could make EWR the preferred airport for more New Yorkers. JetBlue has some time this year to figure out whether or not EWR will be the preferred domestic airport for both within and beyond perimeter flights for lower/midtown Manhattan business travelers. If they decide EWR is that important, what is their ambition at EWR and how do they get there?
I've already raised the idea of exchanging gates/slots at JFK with UA for gates at EWR. They can try to do that also with other airlines. Other things they can try include proposing to add flights like EWR-BUF/SYR/ROC or ACY/TTN-FLL to gain political favors. They can partly fund the T-1 extension project in exchange for additional gates. If that means pausing the JFK T-6/7 project until 2023, then so be it. Maybe that will allow NK/F9 to stay in T-B for a few more years while the extension gets built. International flying is down for many years. There is no reason B cannot handle DL/NK/F9 staying there for a few years. They can go to AA and sublease as many gates as they can or make an agreement to use AA gates during downtime. AA is probably going to be under 20 flights a day out of EWR for a while. IIRC, B6 will be moving (with AC) into the 21 gates main pier before other airlines. Try to take over as many of those gates as possible. If they can get preferential usage over 16 gates, they should. That would require them adding a lot of routes from the second half of 2021 to first half of 2022. The remaining 12 gates + a couple of true CUTE gates in the main pier should be able to handle the gate requirements of UA/AA/AS.
Also, what are they doing in South Florida? Back in April, I anticipated that FLL and MCO would take a few years to recover to pre-pandemic capacity. It turns out that I was quite wrong about FLL at least. Demand out of South Florida has bounced back faster than anywhere else in their network. This has allowed them to restore 2/3 of their pre-pandemic schedule by Nov/Dec. The addition of MIA is part of their overall South Florida strategy. If we look at FLL departures, NK is already at their pre-pandemic schedule on some days while WN has completely fallen off the cliff. No major WN station has seen as much reduction as FLL. B6 faces a NK problem in FLL. They've talked about turning FLL into a more connection focused 130 flight station. They have already acquired enough gates to run that operation. As they add more markets in the middle of the country and connect more dots, are they able to beyond that? If WN permanently reduces FLL to a 60 to 70 flight station, they don't need all the gates they currently have access to. They might be willing to sublease gates to NK or B6. Will B6 be able to sublease any of those gates? They'd need more space/flights in FLL to compete in the area. With the continued population movement from NE to South Florida, the demand should continue to rapidly grow in the region.
My other question is what are they going to do in RDU? It seems like JetBlue is quite eager to expand there to fill the vacuum left by DL cuts. While RDU is not constrained as major airports, it was still facing constraints prior to the pandemic. I like the fact that they have moved in so quickly with new route announcements. In what must be a tough time for RDAA, these moves could be generating some good will for JetBlue. Could they secure enough real estate in gates and other spaces to launch a focus city that eventually grow to over 80 flights a day?
trueblew wrote:Brickell305 wrote:trueblew wrote:
My guess is they will put that out there as a possibility (Orlando most likely) in order to drive a bargain or some favors from NY politicians (but not AOC or Michael Gianaris...ha!), end up keeping a relatively small NYC HQ while moving a lot of support functions to the expanding Orlando campus.
I doubt they move from NY but if they do move to Florida, Fort Lauderdale seems much more likely.
I also doubt they move, and South Florida would make a lot of sense for a corp HQ, but they've sunk a lot of money into the Orlando campus and have already drafted a major expansion of support facilities there. Labor and land cost is lower in Central Florida and the facility planning is already done.
trueblew wrote:Blerg wrote:jfklganyc wrote:2021 is a recovery year and is showing some promising signs at B6. Xmas holidays were good (relatively speaking) and bookings towards Spring looks promising.
220 comes aboard slowly.
LR comes online.
London joins network.
LAX.
AA.
Decision on Future HQ also due this year.
Do we know when London is being launched and from where? I suppose they will try to get LHR slots?
As for the HQ, are they thinking of leaving New York?
My guess is they will put that out there as a possibility (Orlando most likely) in order to drive a bargain or some favors from NY politicians (but not AOC or Michael Gianaris...ha!), end up keeping a relatively small NYC HQ while moving a lot of support functions to the expanding Orlando campus.
tu154 wrote:Does anyone know if B6 plans on staying in the Marine Air terminal at LGA or move to the new terminal once completed? Flew out of MAT not too long ago, and while it is historically significant, its a miserable and outdated facility by todays standards. No washrooms in the baggage claim area, had to exit and walk outside to the to the other building (in the rain) only to be greeted by a long wait for the tiny men’s room. The holding area at the gates does not have near enough seating and was very crowded. I imagine it is far worse when more people are traveling. You can tell they’ve tried hard to make the terminal as appealing as possible but its very difficult given its age and size. It’ll be a shame if B6 stays in MAT, rather than moving to a new and far better facility in the new terminal.
trueblew wrote:Brickell305 wrote:trueblew wrote:
My guess is they will put that out there as a possibility (Orlando most likely) in order to drive a bargain or some favors from NY politicians (but not AOC or Michael Gianaris...ha!), end up keeping a relatively small NYC HQ while moving a lot of support functions to the expanding Orlando campus.
I doubt they move from NY but if they do move to Florida, Fort Lauderdale seems much more likely.
I also doubt they move, and South Florida would make a lot of sense for a corp HQ, but they've sunk a lot of money into the Orlando campus and have already drafted a major expansion of support facilities there. Labor and land cost is lower in Central Florida and the facility planning is already done.
tu154 wrote:Does anyone know if B6 plans on staying in the Marine Air terminal at LGA or move to the new terminal once completed? Flew out of MAT not too long ago, and while it is historically significant, its a miserable and outdated facility by todays standards. No washrooms in the baggage claim area, had to exit and walk outside to the to the other side only to be greeted by a long wait for the tiny men’s room. The holding area at the gates does not have near enough seating and was very crowded. I imagine it is far worse when more people are traveling. You can tell they’ve tried hard to make the terminal as appealing as possible but its very difficult given its age and size. It’ll be a shame if B6 stays in MAT, rather than moving to a new and far better facility in the new terminal.
jfklganyc wrote:2021 is a recovery year and is showing some promising signs at B6. Xmas holidays were good (relatively speaking) and bookings towards Spring looks promising.
220 comes aboard slowly.
LR comes online.
London joins network.
LAX.
AA.
Decision on Future HQ also due this year.
jfklganyc wrote:tu154 wrote:Does anyone know if B6 plans on staying in the Marine Air terminal at LGA or move to the new terminal once completed? Flew out of MAT not too long ago, and while it is historically significant, its a miserable and outdated facility by todays standards. No washrooms in the baggage claim area, had to exit and walk outside to the to the other side only to be greeted by a long wait for the tiny men’s room. The holding area at the gates does not have near enough seating and was very crowded. I imagine it is far worse when more people are traveling. You can tell they’ve tried hard to make the terminal as appealing as possible but its very difficult given its age and size. It’ll be a shame if B6 stays in MAT, rather than moving to a new and far better facility in the new terminal.
They have a lot of real estate and ramp space at one of the smallest commercial airports in the US.
I think they stay there. Although the plan was to move.
The MAT is an executive terminal for businessmen, not for boarding families to MCO. Nonetheless, B6 seems to like the facility
tu154 wrote:Does anyone know if B6 plans on staying in the Marine Air terminal at LGA or move to the new terminal once completed? Flew out of MAT not too long ago, and while it is historically significant, its a miserable and outdated facility by todays standards. No washrooms in the baggage claim area, had to exit and walk outside to the to the other side only to be greeted by a long wait for the tiny men’s room. The holding area at the gates does not have near enough seating and was very crowded. I imagine it is far worse when more people are traveling. You can tell they’ve tried hard to make the terminal as appealing as possible but its very difficult given its age and size. It’ll be a shame if B6 stays in MAT, rather than moving to a new and far better facility in the new terminal.
RodFarva wrote:tu154 wrote:Does anyone know if B6 plans on staying in the Marine Air terminal at LGA or move to the new terminal once completed? Flew out of MAT not too long ago, and while it is historically significant, its a miserable and outdated facility by todays standards. No washrooms in the baggage claim area, had to exit and walk outside to the to the other side only to be greeted by a long wait for the tiny men’s room. The holding area at the gates does not have near enough seating and was very crowded. I imagine it is far worse when more people are traveling. You can tell they’ve tried hard to make the terminal as appealing as possible but its very difficult given its age and size. It’ll be a shame if B6 stays in MAT, rather than moving to a new and far better facility in the new terminal.
Spirit is going to be joining B6 at the MAT sometime soon.
Sent from my iPhone using Tapatalk
AC4500 wrote:flymco753 wrote:tphuang wrote:Do you think that B6 would add DTW-LAX? A daily A320 doesn't seem unreasonable especially since DL & NK yield well.Alright New Years. A few items that I hope will get answered this year:
What does their partnership with AA turn out to be? When does codesharing start and how useful will their network be to the other airline's ff? Will this finally address their IRROPS problems? Will AA actually launch those JFK international flights? Will the agreement expand beyond NYC/Boston to include more cities?
AS just had a great deal in picking up additional MAX for no additional payments in 2021. While A220 is not in as desperate a situation as MAX, I wonder if JetBlue can get some additional immediate deliveries of A220 for minimal additional capex in 2021/2022. Will they be able to score additional A220 deliveries? What happens to E90? Will it actually be 1 for 1 replacement or will E90 remain in service for a little while longer?
The biggest question for me is what they do at EWR? EWR's new terminal 1 is opening early 2022 with 21 gates. It looks like a major upgrade over T-A right now and will probably be the most convenient airport for driving to and taxi drop-off/pickup. If PATH extension gets built in a few years, this would be the most convenient terminal to get to from Manhattan via public transportation. During rush hours, this would also be faster than taking a cab to LGA. Along with population movement in NY and other dynamics we've talked about, this could make EWR the preferred airport for more New Yorkers. JetBlue has some time this year to figure out whether or not EWR will be the preferred domestic airport for both within and beyond perimeter flights for lower/midtown Manhattan business travelers. If they decide EWR is that important, what is their ambition at EWR and how do they get there?
I've already raised the idea of exchanging gates/slots at JFK with UA for gates at EWR. They can try to do that also with other airlines. Other things they can try include proposing to add flights like EWR-BUF/SYR/ROC or ACY/TTN-FLL to gain political favors. They can partly fund the T-1 extension project in exchange for additional gates. If that means pausing the JFK T-6/7 project until 2023, then so be it. Maybe that will allow NK/F9 to stay in T-B for a few more years while the extension gets built. International flying is down for many years. There is no reason B cannot handle DL/NK/F9 staying there for a few years. They can go to AA and sublease as many gates as they can or make an agreement to use AA gates during downtime. AA is probably going to be under 20 flights a day out of EWR for a while. IIRC, B6 will be moving (with AC) into the 21 gates main pier before other airlines. Try to take over as many of those gates as possible. If they can get preferential usage over 16 gates, they should. That would require them adding a lot of routes from the second half of 2021 to first half of 2022. The remaining 12 gates + a couple of true CUTE gates in the main pier should be able to handle the gate requirements of UA/AA/AS.
Also, what are they doing in South Florida? Back in April, I anticipated that FLL and MCO would take a few years to recover to pre-pandemic capacity. It turns out that I was quite wrong about FLL at least. Demand out of South Florida has bounced back faster than anywhere else in their network. This has allowed them to restore 2/3 of their pre-pandemic schedule by Nov/Dec. The addition of MIA is part of their overall South Florida strategy. If we look at FLL departures, NK is already at their pre-pandemic schedule on some days while WN has completely fallen off the cliff. No major WN station has seen as much reduction as FLL. B6 faces a NK problem in FLL. They've talked about turning FLL into a more connection focused 130 flight station. They have already acquired enough gates to run that operation. As they add more markets in the middle of the country and connect more dots, are they able to beyond that? If WN permanently reduces FLL to a 60 to 70 flight station, they don't need all the gates they currently have access to. They might be willing to sublease gates to NK or B6. Will B6 be able to sublease any of those gates? They'd need more space/flights in FLL to compete in the area. With the continued population movement from NE to South Florida, the demand should continue to rapidly grow in the region.
My other question is what are they going to do in RDU? It seems like JetBlue is quite eager to expand there to fill the vacuum left by DL cuts. While RDU is not constrained as major airports, it was still facing constraints prior to the pandemic. I like the fact that they have moved in so quickly with new route announcements. In what must be a tough time for RDAA, these moves could be generating some good will for JetBlue. Could they secure enough real estate in gates and other spaces to launch a focus city that eventually grow to over 80 flights a day?
Both DL and NK have strong local market traffic in the LA and Detroit areas. B6 is still maturing in the LA market, and I'm guessing that they really aren't well-known in the Detroit area. So unless B6 is willing to offer fares even lower than what Spirit offers on that route, I don't think DTW-LAX would ever happen.
tphuang wrote:RodFarva wrote:tu154 wrote:Does anyone know if B6 plans on staying in the Marine Air terminal at LGA or move to the new terminal once completed? Flew out of MAT not too long ago, and while it is historically significant, its a miserable and outdated facility by todays standards. No washrooms in the baggage claim area, had to exit and walk outside to the to the other side only to be greeted by a long wait for the tiny men’s room. The holding area at the gates does not have near enough seating and was very crowded. I imagine it is far worse when more people are traveling. You can tell they’ve tried hard to make the terminal as appealing as possible but its very difficult given its age and size. It’ll be a shame if B6 stays in MAT, rather than moving to a new and far better facility in the new terminal.
Spirit is going to be joining B6 at the MAT sometime soon.
Sent from my iPhone using Tapatalk
Is that a JetBlue decision or a PA decision? MAT is going to get really crowded with NK in there.
tphuang wrote:RodFarva wrote:tu154 wrote:Does anyone know if B6 plans on staying in the Marine Air terminal at LGA or move to the new terminal once completed? Flew out of MAT not too long ago, and while it is historically significant, its a miserable and outdated facility by todays standards. No washrooms in the baggage claim area, had to exit and walk outside to the to the other side only to be greeted by a long wait for the tiny men’s room. The holding area at the gates does not have near enough seating and was very crowded. I imagine it is far worse when more people are traveling. You can tell they’ve tried hard to make the terminal as appealing as possible but its very difficult given its age and size. It’ll be a shame if B6 stays in MAT, rather than moving to a new and far better facility in the new terminal.
Spirit is going to be joining B6 at the MAT sometime soon.
Sent from my iPhone using Tapatalk
Is that a JetBlue decision or a PA decision? MAT is going to get really crowded with NK in there.
klm617 wrote:There's no doubt that it will happen when the new Terminal C opens. MCO is DTW's largest market and the top 10 of MCO's largest markets so there would be decent exposure. They would need to price themselves between Delta and the LCC's. WN has gone back into the market with regular consistency after extending MCO & TPA through their schedules end. I think TPA or RSW-DTW could be a possibility too.AC4500 wrote:flymco753 wrote:Do you think that B6 would add DTW-LAX? A daily A320 doesn't seem unreasonable especially since DL & NK yield well.
Both DL and NK have strong local market traffic in the LA and Detroit areas. B6 is still maturing in the LA market, and I'm guessing that they really aren't well-known in the Detroit area. So unless B6 is willing to offer fares even lower than what Spirit offers on that route, I don't think DTW-LAX would ever happen.
I think B6 on DTW-MCO is a better way to tap into the Detroit market more than DTW-LAX. There a plenty of opportunities in Detroit that are not being explored for various reasons.
nine4nine wrote:Are the temp suspended cities still targeted for 6/1 service resumption?
ahj2000 wrote:Anyone know how the RIC and RDU flights have done so far?
tphuang wrote:Regardless, I hope JetBlue will be able to get some more A220 on the cheap while other A220 operators like AC are canceling/deferring their orders. Due to LCC desires of remaining single fleet operators of A321 or 737 series, A220's market potential is not as large as it should be. Since JetBlue has already made the move to operating more than 1 series and multiple configuration per series, they can take advantage of their position as one of the largest A220 operators for the foreseeable future.
Brianpr3 wrote:wonder if they add anything new for rsw? maybe an lax to answer to Alaska?
hbernal1 wrote:I think B6 if put in an order of the A221s, they’d do pretty well out of SNA once they can get the slots to start flying there. A221s would be perfect for shorter routes and as mentioned because B6 could actually be competitive in cost vs. WN/AS. And then of course, you can have A223s flying to BOS/JFK/EWR (maybe CUN as well, SNA-CUN would be pretty popular IMO).
usflyer msp wrote:hbernal1 wrote:I think B6 if put in an order of the A221s, they’d do pretty well out of SNA once they can get the slots to start flying there. A221s would be perfect for shorter routes and as mentioned because B6 could actually be competitive in cost vs. WN/AS. And then of course, you can have A223s flying to BOS/JFK/EWR (maybe CUN as well, SNA-CUN would be pretty popular IMO).
If B6 somehow managed to get SNA slots, they would only get 2 or 3. They are not going to waste any of those on money-losing SH West Coast flying.
Nicknuzzii wrote:Anyone know what the deal is with the March schedule? It was pulled down only 24%. Is this a good sign? I think we’re all expecting more cuts to come but this is still much less of an initial cut than we have been seeing.
hbernal1 wrote:usflyer msp wrote:hbernal1 wrote:I think B6 if put in an order of the A221s, they’d do pretty well out of SNA once they can get the slots to start flying there. A221s would be perfect for shorter routes and as mentioned because B6 could actually be competitive in cost vs. WN/AS. And then of course, you can have A223s flying to BOS/JFK/EWR (maybe CUN as well, SNA-CUN would be pretty popular IMO).
If B6 somehow managed to get SNA slots, they would only get 2 or 3. They are not going to waste any of those on money-losing SH West Coast flying.
New entrants get 3 slots. NK entered just a few months ago and are up to 5 slots already. G4 is also in now. So B6 will have a much easier time getting in than pre-COVID. That said, I don’t expect that to happen before 2022. (Admittedly I would like for B6 to enter SNA).
SNA also typically commands a significant fare premium to other SoCal options so it’s not the same as short haul from BUR/ONT and it’s definitely not at all the money pit LAX is. AS/WN have almost entirely short-haul networks at SNA. The high demand and slot controls make fares desirable for airlines to come in. So much so the county had a waiting list for slots pre-COVID IIRC.
My expectation for B6 at SNA would be BOS/EWR/JFK. However, if there are A221s available, shorter routes like LAS/SFO would work much better with A221s than they would with B6’s current fleet. But obviously B6 will serve BOS/EWR/JFK first since the A223s are actually being delivered and there’s no order/commitment for A221s.
tphuang wrote:Alright New Years. A few items that I hope will get answered this year:
What does their partnership with AA turn out to be? When does codesharing start and how useful will their network be to the other airline's ff?