If BW has better slots at JFK then isn't BW obliged to use them or lose them? That's how it works at most slot constrained airports.

What may also be relevant is that, apart from BW, no other scheduled carrier will operate flights to TAB from north America this summer, so BW has no incentive to have friendlier timings. Having said that, have a look at the schedules this summer for JFK-POS.
BW 0730-1230
B6 1113-1611

If I wanted to travel to POS I know which departure time I'd prefer as getting up at 0200 for an 0730 departure really isn't attractive.

gunnerman wrote:

If BW has better slots at JFK then isn't BW obliged to use them or lose them? That's how it works at most slot constrained airports.

What may also be relevant is that, apart from BW, no other scheduled carrier will operate flights to TAB from north America this summer, so BW has no incentive to have friendlier timings. Having said that, have a look at the schedules this summer for JFK-POS.
BW 0730-1230
B6 1113-1611

If I wanted to travel to POS I know which departure time I'd prefer as getting up at 0200 for an 0730 departure really isn't attractive.

AFAIK, the slot usage waiver is still in effect for international flights at JFK. Domestic slot usage requirements are back in effect.

Brickell305 wrote:

gunnerman wrote:

If BW has better slots at JFK then isn't BW obliged to use them or lose them? That's how it works at most slot constrained airports.

What may also be relevant is that, apart from BW, no other scheduled carrier will operate flights to TAB from north America this summer, so BW has no incentive to have friendlier timings. Having said that, have a look at the schedules this summer for JFK-POS.
BW 0730-1230
B6 1113-1611

If I wanted to travel to POS I know which departure time I'd prefer as getting up at 0200 for an 0730 departure really isn't attractive.

AFAIK, the slot usage waiver is still in effect for international flights at JFK. Domestic slot usage requirements are back in effect.

Here is the link on the slot usage waiver for international flights at JFK and other US airports: https://www.routesonline.com/news/29/br ... l-flights/

BW would not have had to relinquish any slots due to lack of use.

A388 wrote:

baje427 wrote:

If they're not crazy I suppose they have access to real world data and the schedule reflects what they're seeing.

Yes, absolutely. I agree with you. Airlines have the market knowledge and data on which they base their schedules. Unlike some armchair CEO's in the forum who know better of course


A388

So given that you have confidence explain to me why JFK KIN is a VFR route with peaks in Jul/Aug, Xmas and Easter and BW REDUCES services at this period. I am curious. Given that B6 INCREASES service at these periods maybe BW wants to help them out.

Doesnt seem as if maintaining market share on the JFK KIN is important to BW given that B6 is a formidable competitor and preferred by much of this market.

IMHO BW is running these routes for CARICOM relations, and arent serious. They want to keep a toe hold in these markets, but arent willing to commit too much assets. Because that is the only reason for BW to hand over even more market share to B6 at the time when loads/yields are likely to be highest. On most days only 1 plane is flying between Jamaica and North America, 2 on Weds when they operate to YYZ.

gunnerman wrote:

If BW has better slots at JFK then isn't BW obliged to use them or lose them? That's how it works at most slot constrained airports.

What may also be relevant is that, apart from BW, no other scheduled carrier will operate flights to TAB from north America this summer, so BW has no incentive to have friendlier timings. Having said that, have a look at the schedules this summer for JFK-POS.
BW 0730-1230
B6 1113-1611

If I wanted to travel to POS I know which departure time I'd prefer as getting up at 0200 for an 0730 departure really isn't attractive.

You should check to see what the departure is during the winter. 630AM. BW has been offering that for a while now so maybe some like the early arrival in POS. Also it allows better aircraft utilization especially as BW now only has 4 operational Maxes and are phasing out the others. Also B6 has feed from other points like BOS so a later departure might help them.

I do agree that the northbound TAB is odd given that passengers will be forced to pay for an extra night that they will be spending on the plane. BW did claim that this service is being operated in conjunction with certain hotels so maybe checkout flexibility exists. TAB international tourism is almost non existent, certainly when compared to neighboring GND, which has most of the challenges that TAB faces in terms of distance from the USA/Canada.

Anyway there has been a drastic reduction in service on the JFK POS so I do not think that people have much choice.

WM to start charging for checked baggage.

Full Flex fare class includes one 50 lb bag, all other fares 1st bag is $10.

All additional checked bag fees remain the same.

caribny wrote:

So given that you have confidence explain to me why JFK KIN is a VFR route with peaks in Jul/Aug, Xmas and Easter and BW REDUCES services at this period. I am curious. Given that B6 INCREASES service at these periods maybe BW wants to help them out.

Doesnt seem as if maintaining market share on the JFK KIN is important to BW given that B6 is a formidable competitor and preferred by much of this market.

IMHO BW is running these routes for CARICOM relations, and arent serious. They want to keep a toe hold in these markets, but arent willing to commit too much assets. Because that is the only reason for BW to hand over even more market share to B6 at the time when loads/yields are likely to be highest. On most days only 1 plane is flying between Jamaica and North America, 2 on Weds when they operate to YYZ.

As I already said, the airlines know what they're doing. I don't need to explain anything as I don't have their in depth knowledge of the markets they serve and I'm not an armchair CEO.

A388

Western air bahamas opening nassau fort lauderdale route with embraer145.

Holy canoli, where are the going to put all the shopping bags?
This airplane is super bad for baggage and cargo loads.
Most passengers flying these kind of florida-caribbean routes go to the USA for shopping purposes.

BW is starting a TAB-BGI flight this one is a bit head scratching but good luck to them.

https://www.caribjournal.com/2022/04/20 ... n-flights/

These are POS-TAB-BGI flights using the ATR72 starting 8 May. The flights depart at 1300 in order to get to BGI at 1520 (to connect onto BA and VS flights). The return from BGI at 1745 gets connections from both BA and VS.

embraer175e2 wrote:

Western air bahamas opening nassau fort lauderdale route with embraer145.

Holy canoli, where are the going to put all the shopping bags?
This airplane is super bad for baggage and cargo loads.
Most passengers flying these kind of florida-caribbean routes go to the USA for shopping purposes.

Link:
https://www.facebook.com/61734655494375 ... 684143557/


An Alternate to Bahamasair
For Bahamians, Western Air has become an alternative to government-owned Bahamasair for domestic travel. The airline was founded in 2001 and has become the largest privately-owned airline in the country. Headquartered in San Andros, on Andros Island, the airline maintains inter-island hubs in the country’s two largest cities, Nassau and Freeport. In Freeport, the airline runs its own private terminal and maintenance facility.

embraer175e2 wrote:

embraer175e2 wrote:

Western air bahamas opening nassau fort lauderdale route with embraer145.

Holy canoli, where are the going to put all the shopping bags?
This airplane is super bad for baggage and cargo loads.
Most passengers flying these kind of florida-caribbean routes go to the USA for shopping purposes.

Link:
https://www.facebook.com/61734655494375 ... 684143557/


An Alternate to Bahamasair
For Bahamians, Western Air has become an alternative to government-owned Bahamasair for domestic travel. The airline was founded in 2001 and has become the largest privately-owned airline in the country. Headquartered in San Andros, on Andros Island, the airline maintains inter-island hubs in the country’s two largest cities, Nassau and Freeport. In Freeport, the airline runs its own private terminal and maintenance facility.

I heard they wanted to do SJU, STT, and STX but the PR and V.I. governments weren't interested. It was quite an odd rumor to hear - what market is there between Bahamas and PR/USVI?

dominicl316 wrote:

embraer175e2 wrote:

embraer175e2 wrote:

Western air bahamas opening nassau fort lauderdale route with embraer145.

Holy canoli, where are the going to put all the shopping bags?
This airplane is super bad for baggage and cargo loads.
Most passengers flying these kind of florida-caribbean routes go to the USA for shopping purposes.

Link:
https://www.facebook.com/61734655494375 ... 684143557/


An Alternate to Bahamasair
For Bahamians, Western Air has become an alternative to government-owned Bahamasair for domestic travel. The airline was founded in 2001 and has become the largest privately-owned airline in the country. Headquartered in San Andros, on Andros Island, the airline maintains inter-island hubs in the country’s two largest cities, Nassau and Freeport. In Freeport, the airline runs its own private terminal and maintenance facility.

I heard they wanted to do SJU, STT, and STX but the PR and V.I. governments weren't interested. It was quite an odd rumor to hear - what market is there between Bahamas and PR/USVI?

Interested in what? This statement makes zero sense.

BW's fifth B38M, 9Y-BAH, scheduled to be delivered to Piarco on April 26th followed by the nineth/final built B38M, 9Y-TTO, on the 28th. These two deliveries come so close to each other to make up for no deliveries last month. This is necessary to stay on track to the "all max by july" plan.

ButterBawse wrote:

BW's fifth B38M, 9Y-BAH, is scheduled to be delivered to Piarco on April 26th followed by the nineth/final built B38M, 9Y-TTO, on the 28th. These two deliveries come so close to each other to make up for no deliveries last month. This is necessary to stay on track to the "all max by july" plan.

The talk is that the full 12(Other 3) may come sooner as demand is growing faster than anticipated, but TTO is coming due to the leasing contract.

gunnerman wrote:

These are POS-TAB-BGI flights using the ATR72 starting 8 May. The flights depart at 1300 in order to get to BGI at 1520 (to connect onto BA and VS flights). The return from BGI at 1745 gets connections from both BA and VS.

The flights are to interline with VS out of BGI to TAB as part of the Tourism trust for TAB.

caribbean484 wrote:

ButterBawse wrote:

BW's fifth B38M, 9Y-BAH, is scheduled to be delivered to Piarco on April 26th followed by the nineth/final built B38M, 9Y-TTO, on the 28th. These two deliveries come so close to each other to make up for no deliveries last month. This is necessary to stay on track to the "all max by july" plan.

The talk is that the full 12(Other 3) may come sooner as demand is growing faster than anticipated, but TTO is coming due to the leasing contract.

Nice but would they announce that they are taking the options or would we just see a #10 pop up?

303dk wrote:

Interested in what? This statement makes zero sense.

The rumor was that the respective port authorities in PR and USVI were giving Western Air the runaround, which would indicate a lack of interest.

ButterBawse wrote:

caribbean484 wrote:

ButterBawse wrote:

BW's fifth B38M, 9Y-BAH, is scheduled to be delivered to Piarco on April 26th followed by the nineth/final built B38M, 9Y-TTO, on the 28th. These two deliveries come so close to each other to make up for no deliveries last month. This is necessary to stay on track to the "all max by july" plan.

The talk is that the full 12(Other 3) may come sooner as demand is growing faster than anticipated, but TTO is coming due to the leasing contract.

Nice but would they announce that they are taking the options or would we just see a #10 pop up?

Just as we saw 9Y-CAL came out without an announcement, we will see the same whenever the 10th is built. I mean they basically "Denied" the a/f was coming until it came in November last year. Then had an embargo on releasing photos for almost 2 months. They did not even mention the First-class AVOD is from Panasonic.

ButterBawse wrote:

This is necessary to stay on track to the "all max by july" plan.

As in All (9) maxes in the fleet by July, or Only maxes in the fleet (no NGs) by July?

WM resuming SDQ flights twice a week for July, and 3x a week in August with the ATR42. Assume testing out the demand post-covid.

fowlr29 wrote:

WM resuming SDQ flights twice a week for July, and 3x a week in August with the ATR42. Assume testing out the demand post-covid.

Which series atr? 320? 500 or 600?

TriniA340 wrote:

ButterBawse wrote:

This is necessary to stay on track to the "all max by july" plan.

As in All (9) maxes in the fleet by July, or Only maxes in the fleet (no NGs) by July?

All nine maxes delivered by july. the last NG is scheduled to leave in January and i believe it is GEO

The talk is that the full 12(Other 3) may come sooner as demand is growing faster than anticipated, but TTO is coming due to the leasing contract.

This is good news that demand is coming back faster than they anticpated.

Has there been positive feedback on BW's new J class on the Max ?

dominicl316 wrote:

303dk wrote:

Interested in what? This statement makes zero sense.

The rumor was that the respective port authorities in PR and USVI were giving Western Air the runaround, which would indicate a lack of interest.

The explanation makes even less sense.

303dk wrote:

dominicl316 wrote:

303dk wrote:

Interested in what? This statement makes zero sense.

The rumor was that the respective port authorities in PR and USVI were giving Western Air the runaround, which would indicate a lack of interest.

The explanation makes even less sense.

It didn't make much sense to me either, when I heard it.

ButterBawse wrote:

TriniA340 wrote:

ButterBawse wrote:

This is necessary to stay on track to the "all max by july" plan.

As in All (9) maxes in the fleet by July, or Only maxes in the fleet (no NGs) by July?

All nine maxes delivered by july. the last NG is scheduled to leave in January and i believe it is GEO

Hi thanks....just checking because I know there will still be NGs in the fleet throughout the year. As for the last one to be redelivered, it should be 9Y-ANU

embraer175e2 wrote:

fowlr29 wrote:

WM resuming SDQ flights twice a week for July, and 3x a week in August with the ATR42. Assume testing out the demand post-covid.

Which series atr? 320? 500 or 600?

Which series ATR will be doing the SDQ flights? Still Air Antilles 500s/600.

WM's ATR will arrive Q4. They will be 500 series 42s.

How would the 717 fair in the region?

maverick4002 wrote:

The talk is that the full 12(Other 3) may come sooner as demand is growing faster than anticipated, but TTO is coming due to the leasing contract.

This is good news that demand is coming back faster than they anticpated.

Curious to see where they are seeing faster than anticipated demand, and whether this will occur by the summer. Their YYZ and MIA routes are almost back to normal. JFK/FLL hugely off suggesting significant softness in the T&T VFR markets. On the Jamaica USA routes BW has continued to lose ground to the US carriers, and is now a complete non factor, even into KIN, where they are now a niche catering to a loyal core group.

INFINITI329 wrote:

How would the 717 fair in the region?

Had the 717 sold better, or been more successful, and/or been lengthened (and/or range improved) then maybe it would have done well. As is, the range and limited size - bodes well, for a connecting model. The base for this operation would have to be able to handle both the U.S. market, possibly and hopefully specific Canadian cities, as well as also be able to reach deep South enough to connect to Guyana (as a whole). For these routes, one could use the 717 - however as offered as the -200, capacity is limited. If the carrier wished to grow, it would be forced towards A220/A320 and/or 737s.

The best example that I can provide was BWIA, who was a decent MD operator. The aircraft were well liked, and well worked, but limited in range (though of a longer range) and limited in capacity (though of a larger size). Purchasing MD-83s and DC-9s in the late 1980s. During the 1990s, the airline originally evaluated/ordered 757/767s and then actually operated A321 and also a 737-700. Eventually the carrier settled with 737-800s (and the MAXs that they replace today).

I think that high costs of operation (high fees/tariffs/airport costs) as well as changes in the business model (such as more P2P flying, more LCC operators) and though she is my favorite - newer technology (the A220 with stunningly superior range, or the E2 with superior economics) who because of their economies of scale, make maintenance and costs of operation not only lower, but future expansion possible.

Rajahdhani wrote:

INFINITI329 wrote:

How would the 717 fair in the region?

Had the 717 sold better, or been more successful, and/or been lengthened (and/or range improved) then maybe it would have done well. As is, the range and limited size - bodes well, for a connecting model. The base for this operation would have to be able to handle both the U.S. market, possibly and hopefully specific Canadian cities, as well as also be able to reach deep South enough to connect to Guyana (as a whole). For these routes, one could use the 717 - however as offered as the -200, capacity is limited. If the carrier wished to grow, it would be forced towards A220/A320 and/or 737s.

The best example that I can provide was BWIA, who was a decent MD operator. The aircraft were well liked, and well worked, but limited in range (though of a longer range) and limited in capacity (though of a larger size). Purchasing MD-83s and DC-9s in the late 1980s. During the 1990s, the airline originally evaluated/ordered 757/767s and then actually operated A321 and also a 737-700. Eventually the carrier settled with 737-800s (and the MAXs that they replace today).

I think that high costs of operation (high fees/tariffs/airport costs) as well as changes in the business model (such as more P2P flying, more LCC operators) and though she is my favorite - newer technology (the A220 with stunningly superior range, or the E2 with superior economics) who because of their economies of scale, make maintenance and costs of operation not only lower, but future expansion possible.

Really well-put. I think that for 'poorer' Venezuelan & Dominican airlines who can't afford more modern a/c, the 717 can prove to be a decent upgrade/complement to their MD-80 fleets (I'm thinking Laser, Red, Aeropostal, Venezolana etc). They already have the experience/training with the airframe, and it might be easier to integrate into their fleet than a 737 or A320. Yes it's smaller, but the range is comparable to the MD-81/82 many of them use today. So I think it can be useful on thinner routes or when loads are lower.

The 717's days sadly are numbered once DL retires the type. On a similar note does anyone know if BW ever examined the MD90 ?

baje427 wrote:

The 717's days sadly are numbered once DL retires the type. On a similar note does anyone know if BW ever examined the MD90 ?

Hawain still has them too.
Not only dl....

baje427 wrote:

Has there been positive feedback on BW's new J class on the Max ?

I flew it in Feb. MIA-POS.
The legroom & footrests are a nice change form the NGs.
The AVOD is definitely a nice upgrade but, not the most inspiring content loaded. Also no headphones were available which is a little poor for J.
I was hoping with the extra legroom, the seats would have had better recline.
But overall a lot better than the competition.

embraer175e2 wrote:

baje427 wrote:

The 717's days sadly are numbered once DL retires the type. On a similar note does anyone know if BW ever examined the MD90 ?

Hawain still has them too.
Not only dl....

Yes but when DL retires their fleet the economies of scale for spare parts declines, so it essentially will render the 717 too uneconomical to operate.

BW610 wrote:

baje427 wrote:

Has there been positive feedback on BW's new J class on the Max ?

I flew it in Feb. MIA-POS.
The legroom & footrests are a nice change form the NGs.
The AVOD is definitely a nice upgrade but, not the most inspiring content loaded. Also no headphones were available which is a little poor for J.
I was hoping with the extra legroom, the seats would have had better recline.
But overall a lot better than the competition.

I suppose the content for the IFE might be costly, perhaps they'll improve as time goes on but nice to hear the experience is improved otherwise.

baje427 wrote:

BW610 wrote:

baje427 wrote:

Has there been positive feedback on BW's new J class on the Max ?

I flew it in Feb. MIA-POS.
The legroom & footrests are a nice change form the NGs.
The AVOD is definitely a nice upgrade but, not the most inspiring content loaded. Also no headphones were available which is a little poor for J.
I was hoping with the extra legroom, the seats would have had better recline.
But overall a lot better than the competition.

I suppose the content for the IFE might be costly, perhaps they'll improve as time goes on but nice to hear the experience is improved otherwise.

BW might have figured that most people bring their own content on their devices so not much gain from paying for content. The idea of having real "rootsy" Caribbean food inflight (doubles, pepper pot, etc.) might be a nice touch.

Sky high st domingo opening 4 routes to venezuela.

https://www.aviacionline.com/2022/04/sk ... venezuela/

Apparently BW still plans to start IAH flights, but is apparently straightening out regulatory issues. This according to their latest Caribbean Beat magazine.

caribny wrote:

Apparently BW still plans to start IAH flights, but is apparently straightening out regulatory issues. This according to their latest Caribbean Beat magazine.

Yes as mentioned up-thread the route will officially launch later in the year. They have recently requested approvals for the IAH routes as well as the Milk run up the islands to SJU.

baje427 wrote:

The 717's days sadly are numbered once DL retires the type. On a similar note does anyone know if BW ever examined the MD90?

Correct unfortunately while the 717 is a good regional a/c when Boeing bought MD their days were numbered as the 737 was just easier to sell.
BW did examine the MD90 from what I remembered for a short time but was quickly rejected with an RFP for the 757/767 or A321/A340 combination back in 1994/1995.
The MD90 did not have the range to the POS-JFK/YYZ with a profitable load. That is also why they got rid of the A321 as the -100 series could not fly to JFK or YYZ nonstop, especially in the winter. They had to carry 160pax out of the 180 pax they had config.

embraer175e2 wrote:

Sky high st domingo opening 4 routes to venezuela.

https://www.aviacionline.com/2022/04/sk ... venezuela/

Yes, Caracas to be serve with the E190

Miami and ST Thomas to be launch very soon.

SXM getting 2 frecuencies with the E190 starting June too

[quot[twoid][/twoid]e="danipawa"]

embraer175e2 wrote:

Sky high st domingo opening 4 routes to venezuela.

https://www.aviacionline.com/2022/04/sk ... venezuela/

Yes, Caracas to be serve with the E190

Miami and ST Thomas to be launch very soon.

SXM getting 2 frecuencies with the E190 starting June too[/quote]

Can the e 190 handle the caribbean baggage loads?
Since copa ditched them for this reason.

embraer175e2 wrote:

Can the e 190 handle the Caribbean baggage loads?
Since copa ditched them for this reason.

That was one of the reasons, the other one, for CM was more cost effective to keep its fleet with one type of aircraft (B737 variants).
However, on some (Caribbean) routes, flying a half full E190 passenger cabin but with full baggage loads was easier and still profitable than flying B737-700/800. CM is experiencing that now.
Where are those B737 combi (pallets/passenger cabin) when CM really needs them?

2travel2know2 wrote:

embraer175e2 wrote:

Can the e 190 handle the Caribbean baggage loads?
Since copa ditched them for this reason.

That was one of the reasons, the other one, for CM was more cost effective to keep its fleet with one type of aircraft (B737 variants).
However, on some (Caribbean) routes, flying a half full E190 passenger cabin but with full baggage loads was easier and still profitable than flying B737-700/800. CM is experiencing that now.
Where are those B737 combi (pallets/passenger cabin) when CM really needs them?

Quote: "CM is experiencing that now"
Where did you hear or read this?

2travel2know2 wrote:

That was one of the reasons, the other one, for CM was more cost effective to keep its fleet with one type of aircraft (B737 variants).
However, on some (Caribbean) routes, flying a half full E190 passenger cabin but with full baggage loads was easier and still profitable than flying B737-700/800. CM is experiencing that now.
Where are those B737 combi (pallets/passenger cabin) when CM really needs them?

I don't believe that a 737 Combi would truly be of much use to CM, for use to the Caribbean. Geographically, most passengers/cargo will have to undergo a significant backtrack, or far westward diversion in order to commute via PTY. For North-South routes (especially from North, to South America and in between), PTY might/does work better. Most of the high value products (those that would then be transported via air) coming from these Caribbean nations, are headed to North America and to Europe (thus PTY is a significant western backtrack). Compare MIA has a hub here, and you see why/how it supports its position to Latin America/Caribbean/South America (South of the Eastern Atlantic North American Coast, and North of the Eastern Atlantic South American Coast/Caribbean - and also supports significant 'cross-over' traffic between West and East Coast {Pacific and Atlantic Coasts} well, as well). I could see Combis supporting North-South flows and/or intra-South American routes (especially where passenger numbers are higher, yields are better, frequencies can absorb the Combi, while assisting with overall network performance better).

Let's consider the example of AS here (also operated Combis, another prolific 737 operator, a major alliance partner, major hub to the West of the Continent, and also operates EJets as well). I can see that CM might well want to maintain the cost savings of the 737 fleet overall (and benefit from the long-haul benefits and network efficiencies), and perhaps, 'outsource' the services of where the EJets can work to 'another' company. In theory, that aircraft/region/response may well be a decent fit, however, I could see that prior technologies of the Ejets (the 1st Gen) was perhaps limited in range, and somewhat problematic from a reliability standpoint. That said, the E2 platform (while new, would also cost for the premium of being new) does solve some of the main issues, and provides decent CASM as well. If this 'other' company were capable of using those aircraft to some of CM's other 'premium yield' operations - it might well be able to achieve a cost efficiency and a budget capable of sustainable operations (especially if the carrier took to lower costing/risk options such as limited frequencies, LCC like seating/services, BOB and up-selling services on board) the carrier could work well in taking advantage of range and cost changes in the platform, to the advantage of PTY's geographic location (in much the same way as the earlier generations, and updates to the 737 line, did for CM before). Of benefit, to CM is that doing so will provide them a way to expand into key markets, and have the market data to best justify which services can be 'upgraded' to 737 services (and/or access to premium services, such as cabins, on board products, access to FF miles, increased baggage allowances et al). In some markets, the product could be a decent LCC competitor, funneling passengers to PTY. This is a business decision, that would though - have the opportunity costs of further 737 expansion (and/or services into the markets that can support them, of which they are more due to range/size placement). As is, we have seen how/where CM has focused.

Looking at CM, there is a reason they got rid of their E190. It probably didn't fit their future plans well at the time. Having another company do that, isn't an option because there are none in their region. I think they'll just take the good with the bad so to speak and stay with an all-737 fleet even if they might be less ideal on some routes. I do admit I would love to see the E2 in their fleet but I think that is highly unlikely. Let's see.

A388

Didn't Covid accelerate CM's retirement of the E190? The type works for certain Caribbean routes however, having a common fleet type trumped the benefits of the niche routes where the E190 would be the better option. I noted JY has cut their schedule citing crew shortages is this really the issue? Or have they stretched themselves thin with expansion?

embraer175e2 wrote:

2travel2know2 wrote:

embraer175e2 wrote:

Can the e 190 handle the Caribbean baggage loads?
Since copa ditched them for this reason.

That was one of the reasons, the other one, for CM was more cost effective to keep its fleet with one type of aircraft (B737 variants).
However, on some (Caribbean) routes, flying a half full E190 passenger cabin but with full baggage loads was easier and still profitable than flying B737-700/800. CM is experiencing that now.
Where are those B737 combi (pallets/passenger cabin) when CM really needs them?

Quote: "CM is experiencing that now"
Where did you hear or read this?

Just notice how delayed are the re-start of some destinations previously flown by E190.

Rajahdhani wrote:

2travel2know2 wrote:

That was one of the reasons, the other one, for CM was more cost effective to keep its fleet with one type of aircraft (B737 variants).
However, on some (Caribbean) routes, flying a half full E190 passenger cabin but with full baggage loads was easier and still profitable than flying B737-700/800. CM is experiencing that now.
Where are those B737 combi (pallets/passenger cabin) when CM really needs them?

I don't believe that a 737 Combi would truly be of much use to CM, for use to the Caribbean. Geographically, most passengers/cargo will have to undergo a significant backtrack, or far westward diversion in order to commute via PTY. For North-South routes (especially from North, to South America and in between), PTY might/does work better. Most of the high value products (those that would then be transported via air) coming from these Caribbean nations, are headed to North America and to Europe (thus PTY is a significant western backtrack). Compare MIA has a hub here, and you see why/how it supports its position to Latin America/Caribbean/South America (South of the Eastern Atlantic North American Coast, and North of the Eastern Atlantic South American Coast/Caribbean - and also supports significant 'cross-over' traffic between West and East Coast {Pacific and Atlantic Coasts} well, as well). I could see Combis supporting North-South flows and/or intra-South American routes (especially where passenger numbers are higher, yields are better, frequencies can absorb the Combi, while assisting with overall network performance better).

Let's consider the example of AS here (also operated Combis, another prolific 737 operator, a major alliance partner, major hub to the West of the Continent, and also operates EJets as well). I can see that CM might well want to maintain the cost savings of the 737 fleet overall (and benefit from the long-haul benefits and network efficiencies), and perhaps, 'outsource' the services of where the EJets can work to 'another' company. In theory, that aircraft/region/response may well be a decent fit, however, I could see that prior technologies of the Ejets (the 1st Gen) was perhaps limited in range, and somewhat problematic from a reliability standpoint. That said, the E2 platform (while new, would also cost for the premium of being new) does solve some of the main issues, and provides decent CASM as well. If this 'other' company were capable of using those aircraft to some of CM's other 'premium yield' operations - it might well be able to achieve a cost efficiency and a budget capable of sustainable operations (especially if the carrier took to lower costing/risk options such as limited frequencies, LCC like seating/services, BOB and up-selling services on board) the carrier could work well in taking advantage of range and cost changes in the platform, to the advantage of PTY's geographic location (in much the same way as the earlier generations, and updates to the 737 line, did for CM before). Of benefit, to CM is that doing so will provide them a way to expand into key markets, and have the market data to best justify which services can be 'upgraded' to 737 services (and/or access to premium services, such as cabins, on board products, access to FF miles, increased baggage allowances et al). In some markets, the product could be a decent LCC competitor, funneling passengers to PTY. This is a business decision, that would though - have the opportunity costs of further 737 expansion (and/or services into the markets that can support them, of which they are more due to range/size placement). As is, we have seen how/where CM has focused.

One of the most comprehensive replies I've seen in this thread for a long time, and a very good one.
However, PTY origin traffic to The Caribbean (perhaps except to SJU) seems to be baggage intensive and for those routes CM having 1-2 combi would probably make sense.