flight152 wrote:

56% of JB flights delayed today? Why?

tphuang wrote:

Block hours changes are updated again. B6 is still down 6% in March, up 7% in April and 9% in May. AA is now down 15% in May vs 2019 (huge cut that reverberated through their summer schedule). DL is down 20% in March and 16% in April and 11% in May. Southwest is down in Apri/May by 3 to 5% vs 2019. So from the look of this, B6 has a pretty big increase in Q2 vs the big 4. No idea if that will hold, but we are less than 2 months out and it's pretty late to make drastic cuts in April/may. It also seems like legacies continue to have very reduced block hours vs 2019. Could be due to demand, but more likely also due to staffing on the RJ side. The result of this is B6 facing possibly less pressure from the big 4 than original expected. I would also expect that as B6 ramps up, it will take over more of the nyc flying, since AA has been forced to keep significant reduction in its PHL/ORD/LAX schedule in order to keep utilizing its NYC slots. If not for the NEA and DOJ case, I don't think AA would be continually flying so much more in NYC when it is facing competitive pressure in those more hubs.

anyhow, other things I've noticed from recent actions. DL cut JFK-SAT until September. Now, B6 has a monopoly there through the summer season. It has also cut DTW-HPN. I'm not sure if it's related, but B6 has added 3 flights out of HPN through summer. I see them at 14 flights a day out of HPN now. As of now, I don't think they are utilizing their slots very well in the summer time, since 5x in July on HPN-PBI is a little too much. However, I do think this will allow them to operate new routes in the future.

I also saw them up frequency to a bunch of JFK transcon routes in May. Including ONT, PDX, PSP, SJC and SLC.

tphuang wrote:

flight152 wrote:

56% of JB flights delayed today? Why?

huge snow storm outside all day.

One other thing, looks like BW is gone from JFK-MBJ.

tphuang wrote:

flight152 wrote:

56% of JB flights delayed today? Why?

huge snow storm outside all day.

One other thing, looks like BW is gone from JFK-MBJ.

tphuang wrote:

flight152 wrote:

56% of JB flights delayed today? Why?

huge snow storm outside all day.

One other thing, looks like BW is gone from JFK-MBJ.

sfojvjets wrote:

What do we think B6's future LAX strategy will be?? It's quite clear that they can't keep adding small O&D markets that are heavily weighted to POS that is not from LAX, ie RIC/CHS/etc, because they will remain irrelevant on the west coast apart from premium tcon service. It is good that they are increasing SLC/SFO/LAS service this summer but that still doesn't account for how seasonal their LAX operation is. Why are they so intent on building up LAX even though they really have no means to do so?? Gates are just some of their problems, especially considering how thin their orderbook is. Premium tcon is a winner, but they need to double down on it, at this point, they should not focus on LAX routes just for the hell of it. As I think tphuang said somewhere above, the earnings call was bad, plain and simple. The covid cuts they made to a lot of leisure flying somewhat recently are just the first step in fixing everything, but they need to double down on what's working and what's not. I haven't seen anything to suggest that their LAX short-haul and non-premium tcon strategies are working... I don't think putting more aircraft onto those struggling routes, when the airline is very short of planes in the east, is a good idea.

sfojvjets wrote:

What do we think B6's future LAX strategy will be?? It's quite clear that they can't keep adding small O&D markets that are heavily weighted to POS that is not from LAX, ie RIC/CHS/etc, because they will remain irrelevant on the west coast apart from premium tcon service. It is good that they are increasing SLC/SFO/LAS service this summer but that still doesn't account for how seasonal their LAX operation is. Why are they so intent on building up LAX even though they really have no means to do so?? Gates are just some of their problems, especially considering how thin their orderbook is. Premium tcon is a winner, but they need to double down on it, at this point, they should not focus on LAX routes just for the hell of it. As I think tphuang said somewhere above, the earnings call was bad, plain and simple. The covid cuts they made to a lot of leisure flying somewhat recently are just the first step in fixing everything, but they need to double down on what's working and what's not. I haven't seen anything to suggest that their LAX short-haul and non-premium tcon strategies are working... I don't think putting more aircraft onto those struggling routes, when the airline is very short of planes in the east, is a good idea.

tphuang wrote:

sfojvjets wrote:

What do we think B6's future LAX strategy will be?? It's quite clear that they can't keep adding small O&D markets that are heavily weighted to POS that is not from LAX, ie RIC/CHS/etc, because they will remain irrelevant on the west coast apart from premium tcon service. It is good that they are increasing SLC/SFO/LAS service this summer but that still doesn't account for how seasonal their LAX operation is. Why are they so intent on building up LAX even though they really have no means to do so?? Gates are just some of their problems, especially considering how thin their orderbook is. Premium tcon is a winner, but they need to double down on it, at this point, they should not focus on LAX routes just for the hell of it. As I think tphuang said somewhere above, the earnings call was bad, plain and simple. The covid cuts they made to a lot of leisure flying somewhat recently are just the first step in fixing everything, but they need to double down on what's working and what's not. I haven't seen anything to suggest that their LAX short-haul and non-premium tcon strategies are working... I don't think putting more aircraft onto those struggling routes, when the airline is very short of planes in the east, is a good idea.

Well, we are going to find out their priorities a little more with the supplemental bid. I heard lax base is getting a bump. That would be something supporting west coast growth imo.

The rumour is that they are going to take some of the breeze a220 slots this year and accelerate E90 retirement. So let's see what gets announced this week.

I am still waiting for the fallout of the scott departure and what changes that might bring. Nothing has happened so far.

Looks like southwest made more cuts this week. The big 3 are also making cuts. There could potentially be opportunities they can take advantage of over in the west coast.

Wneast wrote:

tphuang wrote:

sfojvjets wrote:

What do we think B6's future LAX strategy will be?? It's quite clear that they can't keep adding small O&D markets that are heavily weighted to POS that is not from LAX, ie RIC/CHS/etc, because they will remain irrelevant on the west coast apart from premium tcon service. It is good that they are increasing SLC/SFO/LAS service this summer but that still doesn't account for how seasonal their LAX operation is. Why are they so intent on building up LAX even though they really have no means to do so?? Gates are just some of their problems, especially considering how thin their orderbook is. Premium tcon is a winner, but they need to double down on it, at this point, they should not focus on LAX routes just for the hell of it. As I think tphuang said somewhere above, the earnings call was bad, plain and simple. The covid cuts they made to a lot of leisure flying somewhat recently are just the first step in fixing everything, but they need to double down on what's working and what's not. I haven't seen anything to suggest that their LAX short-haul and non-premium tcon strategies are working... I don't think putting more aircraft onto those struggling routes, when the airline is very short of planes in the east, is a good idea.

Well, we are going to find out their priorities a little more with the supplemental bid. I heard lax base is getting a bump. That would be something supporting west coast growth imo.

The rumour is that they are going to take some of the breeze a220 slots this year and accelerate E90 retirement. So let's see what gets announced this week.

I am still waiting for the fallout of the scott departure and what changes that might bring. Nothing has happened so far.

Looks like southwest made more cuts this week. The big 3 are also making cuts. There could potentially be opportunities they can take advantage of over in the west coast.

What you mean take breeze slots they not taking planes now ?

Wneast wrote:

tphuang wrote:

sfojvjets wrote:

What do we think B6's future LAX strategy will be?? It's quite clear that they can't keep adding small O&D markets that are heavily weighted to POS that is not from LAX, ie RIC/CHS/etc, because they will remain irrelevant on the west coast apart from premium tcon service. It is good that they are increasing SLC/SFO/LAS service this summer but that still doesn't account for how seasonal their LAX operation is. Why are they so intent on building up LAX even though they really have no means to do so?? Gates are just some of their problems, especially considering how thin their orderbook is. Premium tcon is a winner, but they need to double down on it, at this point, they should not focus on LAX routes just for the hell of it. As I think tphuang said somewhere above, the earnings call was bad, plain and simple. The covid cuts they made to a lot of leisure flying somewhat recently are just the first step in fixing everything, but they need to double down on what's working and what's not. I haven't seen anything to suggest that their LAX short-haul and non-premium tcon strategies are working... I don't think putting more aircraft onto those struggling routes, when the airline is very short of planes in the east, is a good idea.

Well, we are going to find out their priorities a little more with the supplemental bid. I heard lax base is getting a bump. That would be something supporting west coast growth imo.

The rumour is that they are going to take some of the breeze a220 slots this year and accelerate E90 retirement. So let's see what gets announced this week.

I am still waiting for the fallout of the scott departure and what changes that might bring. Nothing has happened so far.

Looks like southwest made more cuts this week. The big 3 are also making cuts. There could potentially be opportunities they can take advantage of over in the west coast.

What you mean take breeze slots they not taking planes now ?

ytib wrote:

Wneast wrote:

tphuang wrote:

Well, we are going to find out their priorities a little more with the supplemental bid. I heard lax base is getting a bump. That would be something supporting west coast growth imo.

The rumour is that they are going to take some of the breeze a220 slots this year and accelerate E90 retirement. So let's see what gets announced this week.

I am still waiting for the fallout of the scott departure and what changes that might bring. Nothing has happened so far.

Looks like southwest made more cuts this week. The big 3 are also making cuts. There could potentially be opportunities they can take advantage of over in the west coast.

What you mean take breeze slots they not taking planes now ?

As Breeze is having a hard time staffing JetBlue may be taking those earlier slots for the A220. If this does happen it would involve a SEC filing so that is how we will know when it happens.

sfojvjets wrote:

What do we think B6's future LAX strategy will be?? It's quite clear that they can't keep adding small O&D markets that are heavily weighted to POS that is not from LAX, ie RIC/CHS/etc, because they will remain irrelevant on the west coast apart from premium tcon service. It is good that they are increasing SLC/SFO/LAS service this summer but that still doesn't account for how seasonal their LAX operation is. Why are they so intent on building up LAX even though they really have no means to do so?? Gates are just some of their problems, especially considering how thin their orderbook is. Premium tcon is a winner, but they need to double down on it, at this point, they should not focus on LAX routes just for the hell of it. As I think tphuang said somewhere above, the earnings call was bad, plain and simple. The covid cuts they made to a lot of leisure flying somewhat recently are just the first step in fixing everything, but they need to double down on what's working and what's not. I haven't seen anything to suggest that their LAX short-haul and non-premium tcon strategies are working... I don't think putting more aircraft onto those struggling routes, when the airline is very short of planes in the east, is a good idea.

December17 wrote:

New today: 30 more 220 options exercised. Final 190 will leave in 2026.

STT757 wrote:

sfojvjets wrote:

What do we think B6's future LAX strategy will be?? It's quite clear that they can't keep adding small O&D markets that are heavily weighted to POS that is not from LAX, ie RIC/CHS/etc, because they will remain irrelevant on the west coast apart from premium tcon service. It is good that they are increasing SLC/SFO/LAS service this summer but that still doesn't account for how seasonal their LAX operation is. Why are they so intent on building up LAX even though they really have no means to do so?? Gates are just some of their problems, especially considering how thin their orderbook is. Premium tcon is a winner, but they need to double down on it, at this point, they should not focus on LAX routes just for the hell of it. As I think tphuang said somewhere above, the earnings call was bad, plain and simple. The covid cuts they made to a lot of leisure flying somewhat recently are just the first step in fixing everything, but they need to double down on what's working and what's not. I haven't seen anything to suggest that their LAX short-haul and non-premium tcon strategies are working... I don't think putting more aircraft onto those struggling routes, when the airline is very short of planes in the east, is a good idea.

Does B6 want to grow the West Coast or do they want to make money and improve their operational performance? They can't do both. How does adding a bunch of small market-LAX or even LAX-Hawaii flights help their abysmal operational performance at JFK, BOS and LGA?

TheLunchbox wrote:

December17 wrote:

New today: 30 more 220 options exercised. Final 190 will leave in 2026.

So much " For Internal Use Only ... "

FARmd90 wrote:

I wonder if this new order for 220s will be for 300s or 100s. I don’t believe the 300 can fly into airports like ACK,MVY,HYA just due to size and I can’t imagine JetBlue will leave those markets once the 190 is gone. Can the 300 also fit/make it to EYW?

FARmd90 wrote:

I wonder if this new order for 220s will be for 300s or 100s. I don’t believe the 300 can fly into airports like ACK,MVY,HYA just due to size and I can’t imagine JetBlue will leave those markets once the 190 is gone. Can the 300 also fit/make it to EYW?

av8tiongeek wrote:

FARmd90 wrote:

I wonder if this new order for 220s will be for 300s or 100s. I don’t believe the 300 can fly into airports like ACK,MVY,HYA just due to size and I can’t imagine JetBlue will leave those markets once the 190 is gone. Can the 300 also fit/make it to EYW?

Just saw this online -

"Next month we’ll deploy the A220 to our newest BlueCities, Kansas City and Milwaukee, and this summer we’ll stretch its wings as we deploy it on routes between Boston and the West Coast, including Portland, San Jose, and Vancouver, where the 140 seat capacity is the right size for these markets."

JoseSalazar wrote:

The 220 is also slated for Phoenix beginning in March. Don’t think I saw that mentioned in this thread. I think they need to run BOS-PHX and JFK-PHX 3x daily as part of the NEA, eventually with all mint, or at least one or two mint frequencies.

ytib wrote:

Per the SEC filing they will be taking additional aircraft.

2022: +1 (Total 10)
2023: +3 (Total 21)
2024: +5 (Total 27)
2025: +8 (Total 20)
2026: +13 (Total 14)

All A220-300. 20 Options remain.

http://otp.investis.com/generic/sec/sec ... 3&Type=PDF

Coach wrote:

I really enjoy reading your perspective on JetBlue as it’s normally accurate. With that said please don’t excuse our operation. 62% delayed shouldn’t be acceptable on any day. Endeavor somehow manages to fly 75% on time doing turns out of JFK and BOS. Snow or no snow it shouldn’t be acceptable to operate at that poor of a level. Again, please don’t excuse our operation. It needs fixed prior to the summers growth that you have discussed. Unfortunately, most of us know it won’t be touched between now and then.

FARmd90 wrote:

What are some top routes out if HPN that aren’t served that JetBlue couldn’t maybe take a chance at? I would like to see them diversify their routes out of HPN a little. I feel like some potential good adds would be BOS,CHS,SRQ, SAV, and LAX with the A223. I guess they could add MIA as well since that station is now going. I do agree 5x daily to PBI does seem like a lot

tphuang wrote:

I'd be curious how the supplemental bid look now. Probably a few more openings in the A220 BOS base. If E90 is getting removed, then MCO E90 base will probably close by 2024? I'd imagine BOS E90 will be the last one to close.

With this order, all the non-short haul/mint/Florida/Caribbean routes out of BOS should be on A220 by next year. Any guess on the next A220 bases? I'd guess
LAX
JFK
FLL
in that order.

tphuang wrote:

On a broad level, it's not a great look for the airline to change their mind about E90 so quickly after announcing it will be around past 2026. i guess the cost pressure of E90 was just getting too high and the issue with 5G was too much.

JoseSalazar wrote:

The 220 is also slated for Phoenix beginning in March. Don’t think I saw that mentioned in this thread. I think they need to run BOS-PHX and JFK-PHX 3x daily as part of the NEA, eventually with all mint, or at least one or two mint frequencies.

Yep, I see it on BOS-PHX for March.

PHX makes a lot of sense as a mint market for NEA. DL have been making a lot of gains here. Mint will allow them to recapture the premium customers on this route. A lot of bankers go there for vacations in winter time.

I'm still waiting/hoping for lease of more A321NEOs. I wonder if that's still a possibility after this order.

ytib wrote:

Per the SEC filing they will be taking additional aircraft.

2022: +1 (Total 10)
2023: +3 (Total 21)
2024: +5 (Total 27)
2025: +8 (Total 20)
2026: +13 (Total 14)

All A220-300. 20 Options remain.

http://otp.investis.com/generic/sec/sec ... 3&Type=PDF

All good to see. Nominally, it replaces the 30 E90s that was supposed to be in the fleet past 2026. However, A220-300 can operate more block hours than E90s and have 40% more seat. Pretty big growth here.

I was hoping to see more short term delivery increase, but I guess that's all that's available.

IdlewildJFK wrote:

tphuang wrote:

I'd be curious how the supplemental bid look now. Probably a few more openings in the A220 BOS base. If E90 is getting removed, then MCO E90 base will probably close by 2024? I'd imagine BOS E90 will be the last one to close.

With this order, all the non-short haul/mint/Florida/Caribbean routes out of BOS should be on A220 by next year. Any guess on the next A220 bases? I'd guess
LAX
JFK
FLL
in that order.

The supplemental bid is only for 2022 bid effective dates and will have no displacements (read - base reductions or closures). This supplemental bid is not going to tell us much.

Now the 2023 annual system bid that comes out in August will…

I’d go FLL/JFK in that order 60/40%. Lax will be the third one I think but not till 2024/25.

FARmd90 wrote:

What are some top routes out if HPN that aren’t served that JetBlue couldn’t maybe take a chance at? I would like to see them diversify their routes out of HPN a little. I feel like some potential good adds would be BOS,CHS,SRQ, SAV, and LAX with the A223. I guess they could add MIA as well since that station is now going. I do agree 5x daily to PBI does seem like a lot

tphuang wrote:

On a broad level, it's not a great look for the airline to change their mind about E90 so quickly after announcing it will be around past 2026. i guess the cost pressure of E90 was just getting too high and the issue with 5G was too much.

JoseSalazar wrote:

The 220 is also slated for Phoenix beginning in March. Don’t think I saw that mentioned in this thread. I think they need to run BOS-PHX and JFK-PHX 3x daily as part of the NEA, eventually with all mint, or at least one or two mint frequencies.

Yep, I see it on BOS-PHX for March.

PHX makes a lot of sense as a mint market for NEA. DL have been making a lot of gains here. Mint will allow them to recapture the premium customers on this route. A lot of bankers go there for vacations in winter time.

I'm still waiting/hoping for lease of more A321NEOs. I wonder if that's still a possibility after this order.

ytib wrote:

Per the SEC filing they will be taking additional aircraft.

2022: +1 (Total 10)
2023: +3 (Total 21)
2024: +5 (Total 27)
2025: +8 (Total 20)
2026: +13 (Total 14)

All A220-300. 20 Options remain.

http://otp.investis.com/generic/sec/sec ... 3&Type=PDF

All good to see. Nominally, it replaces the 30 E90s that was supposed to be in the fleet past 2026. However, A220-300 can operate more block hours than E90s and have 40% more seat. Pretty big growth here.

I was hoping to see more short term delivery increase, but I guess that's all that's available.

jfklganyc wrote:

tphuang wrote:

On a broad level, it's not a great look for the airline to change their mind about E90 so quickly after announcing it will be around past 2026. i guess the cost pressure of E90 was just getting too high and the issue with 5G was too much.

JoseSalazar wrote:

The 220 is also slated for Phoenix beginning in March. Don’t think I saw that mentioned in this thread. I think they need to run BOS-PHX and JFK-PHX 3x daily as part of the NEA, eventually with all mint, or at least one or two mint frequencies.

Yep, I see it on BOS-PHX for March.

PHX makes a lot of sense as a mint market for NEA. DL have been making a lot of gains here. Mint will allow them to recapture the premium customers on this route. A lot of bankers go there for vacations in winter time.

I'm still waiting/hoping for lease of more A321NEOs. I wonder if that's still a possibility after this order.

ytib wrote:

Per the SEC filing they will be taking additional aircraft.

2022: +1 (Total 10)
2023: +3 (Total 21)
2024: +5 (Total 27)
2025: +8 (Total 20)
2026: +13 (Total 14)

All A220-300. 20 Options remain.

http://otp.investis.com/generic/sec/sec ... 3&Type=PDF

All good to see. Nominally, it replaces the 30 E90s that was supposed to be in the fleet past 2026. However, A220-300 can operate more block hours than E90s and have 40% more seat. Pretty big growth here.

I was hoping to see more short term delivery increase, but I guess that's all that's available.

you have read about the meltdowns

The training center is worse.

There arent enough 190 sims and with the lower pay on the plane (B6 used to keep it at 90 percent Airbus pay until the CBA) the 190 has become the defacto Front Door for new hire pilots at B6.

As a result, the Front Door cant handle the flow. People are taking 2-3 months to finish 190 training. Meanwhile, desperately needed new hires arent hitting the line.

They probably assessed the situation and decided to pull the plug on the 190.

Sadly, any large scale growth went with it.

The 220 will replace the 190 with nominal growth each year

N757ST wrote:

jfklganyc wrote:

tphuang wrote:

On a broad level, it's not a great look for the airline to change their mind about E90 so quickly after announcing it will be around past 2026. i guess the cost pressure of E90 was just getting too high and the issue with 5G was too much.


Yep, I see it on BOS-PHX for March.

PHX makes a lot of sense as a mint market for NEA. DL have been making a lot of gains here. Mint will allow them to recapture the premium customers on this route. A lot of bankers go there for vacations in winter time.

I'm still waiting/hoping for lease of more A321NEOs. I wonder if that's still a possibility after this order.


All good to see. Nominally, it replaces the 30 E90s that was supposed to be in the fleet past 2026. However, A220-300 can operate more block hours than E90s and have 40% more seat. Pretty big growth here.

I was hoping to see more short term delivery increase, but I guess that's all that's available.

you have read about the meltdowns

The training center is worse.

There arent enough 190 sims and with the lower pay on the plane (B6 used to keep it at 90 percent Airbus pay until the CBA) the 190 has become the defacto Front Door for new hire pilots at B6.

As a result, the Front Door cant handle the flow. People are taking 2-3 months to finish 190 training. Meanwhile, desperately needed new hires arent hitting the line.

They probably assessed the situation and decided to pull the plug on the 190.

Sadly, any large scale growth went with it.

The 220 will replace the 190 with nominal growth each year

A320 training is far more backed up then e90 training. The a320 issue has been IOE. The a220 program is running very well.

CRJ200flyer wrote:

N757ST wrote:

jfklganyc wrote:

you have read about the meltdowns

The training center is worse.

There arent enough 190 sims and with the lower pay on the plane (B6 used to keep it at 90 percent Airbus pay until the CBA) the 190 has become the defacto Front Door for new hire pilots at B6.

As a result, the Front Door cant handle the flow. People are taking 2-3 months to finish 190 training. Meanwhile, desperately needed new hires arent hitting the line.

They probably assessed the situation and decided to pull the plug on the 190.

Sadly, any large scale growth went with it.

The 220 will replace the 190 with nominal growth each year

A320 training is far more backed up then e90 training. The a320 issue has been IOE. The a220 program is running very well.

Maybe for IOE, but not the main training footprint. Several of my classmates in training who are on the 320 took their checkrides a few weeks ago while I still have a few weeks to go on the 190, and then 3-4 weeks waiting for IOE according to folks ahead of me. The last few classes have had fewer 190 slots in an attempt to catch up.

jfklganyc wrote:

tphuang wrote:

On a broad level, it's not a great look for the airline to change their mind about E90 so quickly after announcing it will be around past 2026. i guess the cost pressure of E90 was just getting too high and the issue with 5G was too much.

JoseSalazar wrote:

The 220 is also slated for Phoenix beginning in March. Don’t think I saw that mentioned in this thread. I think they need to run BOS-PHX and JFK-PHX 3x daily as part of the NEA, eventually with all mint, or at least one or two mint frequencies.

Yep, I see it on BOS-PHX for March.

PHX makes a lot of sense as a mint market for NEA. DL have been making a lot of gains here. Mint will allow them to recapture the premium customers on this route. A lot of bankers go there for vacations in winter time.

I'm still waiting/hoping for lease of more A321NEOs. I wonder if that's still a possibility after this order.

ytib wrote:

Per the SEC filing they will be taking additional aircraft.

2022: +1 (Total 10)
2023: +3 (Total 21)
2024: +5 (Total 27)
2025: +8 (Total 20)
2026: +13 (Total 14)

All A220-300. 20 Options remain.

http://otp.investis.com/generic/sec/sec ... 3&Type=PDF

All good to see. Nominally, it replaces the 30 E90s that was supposed to be in the fleet past 2026. However, A220-300 can operate more block hours than E90s and have 40% more seat. Pretty big growth here.

I was hoping to see more short term delivery increase, but I guess that's all that's available.

you have read about the meltdowns

The training center is worse.

There arent enough 190 sims and with the lower pay on the plane (B6 used to keep it at 90 percent Airbus pay until the CBA) the 190 has become the defacto Front Door for new hire pilots at B6.

As a result, the Front Door cant handle the flow. People are taking 2-3 months to finish 190 training. Meanwhile, desperately needed new hires arent hitting the line.

They probably assessed the situation and decided to pull the plug on the 190.

Sadly, any large scale growth went with it.

The 220 will replace the 190 with nominal growth each year

tphuang wrote:

jfklganyc wrote:

tphuang wrote:

On a broad level, it's not a great look for the airline to change their mind about E90 so quickly after announcing it will be around past 2026. i guess the cost pressure of E90 was just getting too high and the issue with 5G was too much.


Yep, I see it on BOS-PHX for March.

PHX makes a lot of sense as a mint market for NEA. DL have been making a lot of gains here. Mint will allow them to recapture the premium customers on this route. A lot of bankers go there for vacations in winter time.

I'm still waiting/hoping for lease of more A321NEOs. I wonder if that's still a possibility after this order.


All good to see. Nominally, it replaces the 30 E90s that was supposed to be in the fleet past 2026. However, A220-300 can operate more block hours than E90s and have 40% more seat. Pretty big growth here.

I was hoping to see more short term delivery increase, but I guess that's all that's available.

you have read about the meltdowns

The training center is worse.

There arent enough 190 sims and with the lower pay on the plane (B6 used to keep it at 90 percent Airbus pay until the CBA) the 190 has become the defacto Front Door for new hire pilots at B6.

As a result, the Front Door cant handle the flow. People are taking 2-3 months to finish 190 training. Meanwhile, desperately needed new hires arent hitting the line.

They probably assessed the situation and decided to pull the plug on the 190.

Sadly, any large scale growth went with it.

The 220 will replace the 190 with nominal growth each year

30 A220 replacing 30 E90 is actually quite a bit of growth though. You get maybe 12 to 13 block hours a day with A220 vs maybe 9 with E90 (probably even less with the problems they are having).

And optimistically, lower cost A220 will lead to higher margins which will lead to more growth. Of course, that would require competent leadership.

Maybe they will keep E90 around as flex fleet over the next few years and retire them more slowly if they really need that capacity. They have changed their mind on this twice already.


Should I give up on hoping that they'd lease some A321NEO for this year to be used in mint market?

sxf24 wrote:

tphuang wrote:

jfklganyc wrote:

you have read about the meltdowns

The training center is worse.

There arent enough 190 sims and with the lower pay on the plane (B6 used to keep it at 90 percent Airbus pay until the CBA) the 190 has become the defacto Front Door for new hire pilots at B6.

As a result, the Front Door cant handle the flow. People are taking 2-3 months to finish 190 training. Meanwhile, desperately needed new hires arent hitting the line.

They probably assessed the situation and decided to pull the plug on the 190.

Sadly, any large scale growth went with it.

The 220 will replace the 190 with nominal growth each year

30 A220 replacing 30 E90 is actually quite a bit of growth though. You get maybe 12 to 13 block hours a day with A220 vs maybe 9 with E90 (probably even less with the problems they are having).

And optimistically, lower cost A220 will lead to higher margins which will lead to more growth. Of course, that would require competent leadership.

Maybe they will keep E90 around as flex fleet over the next few years and retire them more slowly if they really need that capacity. They have changed their mind on this twice already.


Should I give up on hoping that they'd lease some A321NEO for this year to be used in mint market?

The block time differences between A220 and E-190 is scheduling, not capability.

There is not much of a coherent strategy right now.

JoseSalazar wrote:

FARmd90 wrote:

I wonder if this new order for 220s will be for 300s or 100s. I don’t believe the 300 can fly into airports like ACK,MVY,HYA just due to size and I can’t imagine JetBlue will leave those markets once the 190 is gone. Can the 300 also fit/make it to EYW?

I think ACK and HYA are fine. MVY I believe has weight loading restrictions that the -300 doesn’t meet. EYW can apparently work with a -300 if it had slightly more thrust, which apparently is in the works (namely for the -500).

JBcapecott wrote:

JoseSalazar wrote:

FARmd90 wrote:

I wonder if this new order for 220s will be for 300s or 100s. I don’t believe the 300 can fly into airports like ACK,MVY,HYA just due to size and I can’t imagine JetBlue will leave those markets once the 190 is gone. Can the 300 also fit/make it to EYW?

I think ACK and HYA are fine. MVY I believe has weight loading restrictions that the -300 doesn’t meet. EYW can apparently work with a -300 if it had slightly more thrust, which apparently is in the works (namely for the -500).

ACK is fine; however, not sure if Nantucketers would be pleased with more people coming to “their island” [100 vs. 140.]

The 223 is too heavy for MVY and HYA, so they’ll have to figure something out. Therefore, it’s evident that B6 needs 221s. Just 20 fewer seats.

CaptCoolHand wrote:

JBcapecott wrote:

JoseSalazar wrote:

I think ACK and HYA are fine. MVY I believe has weight loading restrictions that the -300 doesn’t meet. EYW can apparently work with a -300 if it had slightly more thrust, which apparently is in the works (namely for the -500).

ACK is fine; however, not sure if Nantucketers would be pleased with more people coming to “their island” [100 vs. 140.]

The 223 is too heavy for MVY and HYA, so they’ll have to figure something out. Therefore, it’s evident that B6 needs 221s. Just 20 fewer seats.

There is no plan for B6 to take any 220-100's

VS4ever wrote:

CaptCoolHand wrote:

JBcapecott wrote:

ACK is fine; however, not sure if Nantucketers would be pleased with more people coming to “their island” [100 vs. 140.]

The 223 is too heavy for MVY and HYA, so they’ll have to figure something out. Therefore, it’s evident that B6 needs 221s. Just 20 fewer seats.

There is no plan for B6 to take any 220-100's

Any bets on AA taking those options on. They have better sized equipment for it once the 190’s leave.

mjgbtv wrote:

VS4ever wrote:

CaptCoolHand wrote:

There is no plan for B6 to take any 220-100's

Any bets on AA taking those options on. They have better sized equipment for it once the 190’s leave.

If those are JFK routes I believe B6 needed to stay on them as a condition of the NEA. Would swapping to AA meet that requirement?

Edit - Or are those all seasonal? I think then they are exempt.