Moderators: richierich, ua900, PanAm_DC10, hOMSaR
wjv04 wrote:b777900 wrote:What about any new US expansion Like BWI,IAD,RIC?
I wouldn't expect any of those destinations, particularly from YYC.
BML87 wrote:I wonder if (hope) they'll give YYC-MEX another go.
Acey wrote:I've heard no rumours or rumblings of any sort, but I imagine the next US launch from YYC might be one of DFW or ORD, both of which have been served before. WS has pushed out AC/UA to become #1 to IAH.
Acey wrote:WS' problem with dipping their toes in markets beyond the range of a Q is their lack of a regional jet, or a small jet of any sort.
I'd have to think WS would already be flying to DFW or ORD or both if they have a E175/CR9.
YYCFlier wrote:Where will they fly the 7M10?
Acey wrote:YYCFlier wrote:Where will they fly the 7M10?
Their trunk routes, I would suspect... I'm not expecting anything exciting. YYZ-YVR/YYC, YVR-LAX, YYC-ATL, that kind of thing. They'll move them around as required to meet demand.
YEGFlyer wrote:Acey wrote:YYCFlier wrote:Where will they fly the 7M10?
Their trunk routes, I would suspect... I'm not expecting anything exciting. YYZ-YVR/YYC, YVR-LAX, YYC-ATL, that kind of thing. They'll move them around as required to meet demand.
The only transborder route that might be called "trunk" is LAS in my opinion.
Real trunk routes for WS (after western refocusing) are I think limited those routes between YVR, YYC, YEG, YYZ.
b777900 wrote:NO one has IAD YYC NS that could work for Westjet capitalize on that market. use 737 max8cap
IceCream wrote:https://simpleflying.com/why-westjet-must-change/?utm_term=Autofeed&utm_campaign=Echobox_SF&utm_medium=Social-Distribution&utm_source=Twitter#Echobox=1666897230
"We can't be everything to everyone. We must focus. Where we can do things and succeed, we will. Calgary is exactly that. It is our strongest market. It is a challenge to refocus and there's a way to go.
We'll develop a really strong hub in Calgary, which will also help us to compete against the ULCCs by having a better value proposition by offering a broader range of destinations. It'll give us more competitive strength.
We'll grow our network into the US and potentially also Asia [from Calgary] at some point. But, we're keen to protect existing slots at other Canadian airports, especially at Toronto Pearson [it's unclear where exactly it'll fly from there in the future].
Things will look different, Satusky says. Yes, it has paused its widebody fleet at seven, but all "intercontinental" 787 flights will be from Calgary. This suggests that Toronto and Vancouver to London will end, freeing up equipment to fly from Calgary. "
EdmFlyBoi wrote:IceCream wrote:https://simpleflying.com/why-westjet-must-change/?utm_term=Autofeed&utm_campaign=Echobox_SF&utm_medium=Social-Distribution&utm_source=Twitter#Echobox=1666897230
"We can't be everything to everyone. We must focus. Where we can do things and succeed, we will. Calgary is exactly that. It is our strongest market. It is a challenge to refocus and there's a way to go.
We'll develop a really strong hub in Calgary, which will also help us to compete against the ULCCs by having a better value proposition by offering a broader range of destinations. It'll give us more competitive strength.
We'll grow our network into the US and potentially also Asia [from Calgary] at some point. But, we're keen to protect existing slots at other Canadian airports, especially at Toronto Pearson [it's unclear where exactly it'll fly from there in the future].
Things will look different, Satusky says. Yes, it has paused its widebody fleet at seven, but all "intercontinental" 787 flights will be from Calgary. This suggests that Toronto and Vancouver to London will end, freeing up equipment to fly from Calgary. "
I am not sure I understand why WS doesn't further integrate themselves into Skyteam. They have resubmitted the JV with Delta and are codesharing with KLM out of AMS. They do have a very strong market in YYC (and less so in YEG). With the further development of their international route structure from YYC, doesn't it make a lot of sense to do so? Or are they waiting for the JV to go through?
EdmFlyBoi wrote:IceCream wrote:https://simpleflying.com/why-westjet-must-change/?utm_term=Autofeed&utm_campaign=Echobox_SF&utm_medium=Social-Distribution&utm_source=Twitter#Echobox=1666897230
"We can't be everything to everyone. We must focus. Where we can do things and succeed, we will. Calgary is exactly that. It is our strongest market. It is a challenge to refocus and there's a way to go.
We'll develop a really strong hub in Calgary, which will also help us to compete against the ULCCs by having a better value proposition by offering a broader range of destinations. It'll give us more competitive strength.
We'll grow our network into the US and potentially also Asia [from Calgary] at some point. But, we're keen to protect existing slots at other Canadian airports, especially at Toronto Pearson [it's unclear where exactly it'll fly from there in the future].
Things will look different, Satusky says. Yes, it has paused its widebody fleet at seven, but all "intercontinental" 787 flights will be from Calgary. This suggests that Toronto and Vancouver to London will end, freeing up equipment to fly from Calgary. "
I am not sure I understand why WS doesn't further integrate themselves into Skyteam. They have resubmitted the JV with Delta and are codesharing with KLM out of AMS. They do have a very strong market in YYC (and less so in YEG). With the further development of their international route structure from YYC, doesn't it make a lot of sense to do so? Or are they waiting for the JV to go through?
EdmFlyBoi wrote:IceCream wrote:https://simpleflying.com/why-westjet-must-change/?utm_term=Autofeed&utm_campaign=Echobox_SF&utm_medium=Social-Distribution&utm_source=Twitter#Echobox=1666897230
"We can't be everything to everyone. We must focus. Where we can do things and succeed, we will. Calgary is exactly that. It is our strongest market. It is a challenge to refocus and there's a way to go.
We'll develop a really strong hub in Calgary, which will also help us to compete against the ULCCs by having a better value proposition by offering a broader range of destinations. It'll give us more competitive strength.
We'll grow our network into the US and potentially also Asia [from Calgary] at some point. But, we're keen to protect existing slots at other Canadian airports, especially at Toronto Pearson [it's unclear where exactly it'll fly from there in the future].
Things will look different, Satusky says. Yes, it has paused its widebody fleet at seven, but all "intercontinental" 787 flights will be from Calgary. This suggests that Toronto and Vancouver to London will end, freeing up equipment to fly from Calgary. "
I am not sure I understand why WS doesn't further integrate themselves into Skyteam. They have resubmitted the JV with Delta and are codesharing with KLM out of AMS. They do have a very strong market in YYC (and less so in YEG). With the further development of their international route structure from YYC, doesn't it make a lot of sense to do so? Or are they waiting for the JV to go through?
hollywoodcory wrote:WS begins codesharing with JL on YVR-NRT beginning November 10th.
WS5901 (JL018) NRT - YVR
WS5909 (JL017) YVR - NRT
This makes NRT the 2nd Asian destination bookable through WS (via codeshare) following ICN. It currently isn't bookable on WS website but shows in the GDS. (Might be formally announced tomorrow).
https://www.aeroroutes.com/eng/221106-wsjlcodeshare
EADSYABSOB73857 wrote:Anyone know how well the YYC-BOS flight did this year? WS is leaving YYZ-BOS- not good given their tie-up with DL. Others have alluded WS is barely hanging on in BOS. Curious to know how the YYC flight did this year.
hollywoodcory wrote:EADSYABSOB73857 wrote:Anyone know how well the YYC-BOS flight did this year? WS is leaving YYZ-BOS- not good given their tie-up with DL. Others have alluded WS is barely hanging on in BOS. Curious to know how the YYC flight did this year.
Can’t speak to how the flight did this summer, but in a recent schedule update they extended the S23 season of YYC-BOS to the end of October (instead of just beginning of Sept).
IceCream wrote:hollywoodcory wrote:EADSYABSOB73857 wrote:Anyone know how well the YYC-BOS flight did this year? WS is leaving YYZ-BOS- not good given their tie-up with DL. Others have alluded WS is barely hanging on in BOS. Curious to know how the YYC flight did this year.
Can’t speak to how the flight did this summer, but in a recent schedule update they extended the S23 season of YYC-BOS to the end of October (instead of just beginning of Sept).
And I'd assume they did that with most of their other seasonal YYC routes, since they were all flown for a shorter period of time (end of June-early Sept) this year compared to pre pandemic?
hollywoodcory wrote:IceCream wrote:hollywoodcory wrote:
Can’t speak to how the flight did this summer, but in a recent schedule update they extended the S23 season of YYC-BOS to the end of October (instead of just beginning of Sept).
And I'd assume they did that with most of their other seasonal YYC routes, since they were all flown for a shorter period of time (end of June-early Sept) this year compared to pre pandemic?
Nope, that was the only one that ended in September this year that's been extended for now (that I can see).
EADSYABSOB73857 wrote:Anyone know how well the YYC-BOS flight did this year? WS is leaving YYZ-BOS- not good given their tie-up with DL. Others have alluded WS is barely hanging on in BOS. Curious to know how the YYC flight did this year.
EADSYABSOB73857 wrote:Anyone know how well the YYC-BOS flight did this year? WS is leaving YYZ-BOS- not good given their tie-up with DL. Others have alluded WS is barely hanging on in BOS. Curious to know how the YYC flight did this year.
Dominion301 wrote:EADSYABSOB73857 wrote:Anyone know how well the YYC-BOS flight did this year? WS is leaving YYZ-BOS- not good given their tie-up with DL. Others have alluded WS is barely hanging on in BOS. Curious to know how the YYC flight did this year.
With the last of the Dash 8s gone from the east after this spring, it’s inevitable that YYZ-BOS would be a goner. YXU-YYZ must be living on borrowed time.
That’s also why the likes of YFC/YYG/YQB/YQY will return as they can support 1-2 daily 737s during peak season. Will be interesting to see if WS resume YQY-YHZ or if it’ll be YQY-YYZ or both.
IceCream wrote:Dominion301 wrote:EADSYABSOB73857 wrote:Anyone know how well the YYC-BOS flight did this year? WS is leaving YYZ-BOS- not good given their tie-up with DL. Others have alluded WS is barely hanging on in BOS. Curious to know how the YYC flight did this year.
With the last of the Dash 8s gone from the east after this spring, it’s inevitable that YYZ-BOS would be a goner. YXU-YYZ must be living on borrowed time.
That’s also why the likes of YFC/YYG/YQB/YQY will return as they can support 1-2 daily 737s during peak season. Will be interesting to see if WS resume YQY-YHZ or if it’ll be YQY-YYZ or both.
YYG/YQB/YQY/YQM could probably be done from YYZ in the peak summer as leisure/VFR routes. I don't see them resuming YQY-YHZ in the near future.
Is there a chance YQT-YYZ stays on the Q400 and is the only encore route out of YYZ? There wouldn't be much difficulty doing something like YWG-YQT-YYZ-YQT-YWG.
Acey wrote:I think there was discussion about whether or not YYC-CUN/PVR justified the 787.
hollywoodcory wrote:Based on the initial coordination reports, WS filed for slots to launch YYC-EDI and DXB in S23.
https://app.powerbi.com/view?r=eyJrIjoi ... QwYjY3YiJ9
https://app.powerbi.com/view?r=eyJrIjoi ... ortSection
Also appears they got daily year-round slots at LHR as well.
hollywoodcory wrote:Based on the initial coordination reports, WS filed for slots to launch YYC-EDI and DXB in S23.
https://app.powerbi.com/view?r=eyJrIjoi ... QwYjY3YiJ9
https://app.powerbi.com/view?r=eyJrIjoi ... ortSection
Also appears they got daily year-round slots at LHR as well.
EdmFlyBoi wrote:hollywoodcory wrote:Based on the initial coordination reports, WS filed for slots to launch YYC-EDI and DXB in S23.
https://app.powerbi.com/view?r=eyJrIjoi ... QwYjY3YiJ9
https://app.powerbi.com/view?r=eyJrIjoi ... ortSection
Also appears they got daily year-round slots at LHR as well.
I don't really understand the DXB slot application. DXB would be all O&D at the DXB end with AC and EK working closely together. YYC-NRT would make more sense with the cooperation with JAL. No idea what the AC loads were like YYC-NRT when they ran the route but it seem to make more sense for WS to launch routes where there is onward connections (like what they are doing with AMS).
cirrusdragoon wrote:EdmFlyBoi wrote:hollywoodcory wrote:Based on the initial coordination reports, WS filed for slots to launch YYC-EDI and DXB in S23.
https://app.powerbi.com/view?r=eyJrIjoi ... QwYjY3YiJ9
https://app.powerbi.com/view?r=eyJrIjoi ... ortSection
Also appears they got daily year-round slots at LHR as well.
I don't really understand the DXB slot application. DXB would be all O&D at the DXB end with AC and EK working closely together. YYC-NRT would make more sense with the cooperation with JAL. No idea what the AC loads were like YYC-NRT when they ran the route but it seem to make more sense for WS to launch routes where there is onward connections (like what they are doing with AMS).
WS and EK are still
codeshare partners. Nothing has been cancelled. https://www.emirates.com/ca/english/tra ... s/westjet/
hollywoodcory wrote:Based on the initial coordination reports, WS filed for slots to launch YYC-EDI and DXB in S23.
https://app.powerbi.com/view?r=eyJrIjoi ... QwYjY3YiJ9
https://app.powerbi.com/view?r=eyJrIjoi ... ortSection
Also appears they got daily year-round slots at LHR as well.
EdmFlyBoi wrote:No idea what the AC loads were like YYC-NRT when they ran the route but it seem to make more sense for WS to launch routes where there is onward connections (like what they are doing with AMS).
Acey wrote:EdmFlyBoi wrote:No idea what the AC loads were like YYC-NRT when they ran the route but it seem to make more sense for WS to launch routes where there is onward connections (like what they are doing with AMS).
AC loads on YYC-NRT were generally strong but it was mostly a 211-seat 763 with some stretches of 788.
WS has 320 seats.
CrewBunk wrote:Also, if you recall, J demand was very strong on the route. The 23 seat J cabin of the 767 did not quite satisfy demand. Anecdotal, I acknowledge, but I remember an agent in YYC saying she saw around 5 people daily fly to YVR to ride in Business across the Pacific as the nonstop was full.
CrewBunk wrote:Acey wrote:EdmFlyBoi wrote:No idea what the AC loads were like YYC-NRT when they ran the route but it seem to make more sense for WS to launch routes where there is onward connections (like what they are doing with AMS).
AC loads on YYC-NRT were generally strong but it was mostly a 211-seat 763 with some stretches of 788.
WS has 320 seats.
Also, if you recall, J demand was very strong on the route. The 23 seat J cabin of the 767 did not quite satisfy demand. Anecdotal, I acknowledge, but I remember an agent in YYC saying she saw around 5 people daily fly to YVR to ride in Business across the Pacific as the nonstop was full.
Every time I flew the flight, (it was a YYZ pairing, YYZ-YYC-NRT-YYC-YYZ) the agents wanted our one J seat allocated as crew rest, as there were full revenue J standbys.
I wonder if WS’s 16 seat J cabin would be sufficient. Ideally, I suppose, the 787-8 would work, but with the 30 seat J cabin of the -9 and I can’t imagine an airline specially configuring an aircraft for one route.
EdmFlyBoi wrote:hollywoodcory wrote:Based on the initial coordination reports, WS filed for slots to launch YYC-EDI and DXB in S23.
https://app.powerbi.com/view?r=eyJrIjoi ... QwYjY3YiJ9
https://app.powerbi.com/view?r=eyJrIjoi ... ortSection
Also appears they got daily year-round slots at LHR as well.
I don't really understand the DXB slot application. DXB would be all O&D at the DXB end with AC and EK working closely together. YYC-NRT would make more sense with the cooperation with JAL. No idea what the AC loads were like YYC-NRT when they ran the route but it seem to make more sense for WS to launch routes where there is onward connections (like what they are doing with AMS).
YEGFlyer wrote:CrewBunk wrote:Acey wrote:AC loads on YYC-NRT were generally strong but it was mostly a 211-seat 763 with some stretches of 788.
WS has 320 seats.
Also, if you recall, J demand was very strong on the route. The 23 seat J cabin of the 767 did not quite satisfy demand. Anecdotal, I acknowledge, but I remember an agent in YYC saying she saw around 5 people daily fly to YVR to ride in Business across the Pacific as the nonstop was full.
Every time I flew the flight, (it was a YYZ pairing, YYZ-YYC-NRT-YYC-YYZ) the agents wanted our one J seat allocated as crew rest, as there were full revenue J standbys.
I wonder if WS’s 16 seat J cabin would be sufficient. Ideally, I suppose, the 787-8 would work, but with the 30 seat J cabin of the -9 and I can’t imagine an airline specially configuring an aircraft for one route.
If the route was profitable it would be back on AC.
YEGFlyer wrote:If the route was profitable it would be back on AC.
9252fly wrote:If my memory is correct, the aircraft flew with a routing YYZ - YYC - NRT and the reverse for the return with through passengers during the stops in YYC.
YEGFlyer wrote:CrewBunk wrote:Acey wrote:AC loads on YYC-NRT were generally strong but it was mostly a 211-seat 763 with some stretches of 788.
WS has 320 seats.
Also, if you recall, J demand was very strong on the route. The 23 seat J cabin of the 767 did not quite satisfy demand. Anecdotal, I acknowledge, but I remember an agent in YYC saying she saw around 5 people daily fly to YVR to ride in Business across the Pacific as the nonstop was full.
Every time I flew the flight, (it was a YYZ pairing, YYZ-YYC-NRT-YYC-YYZ) the agents wanted our one J seat allocated as crew rest, as there were full revenue J standbys.
I wonder if WS’s 16 seat J cabin would be sufficient. Ideally, I suppose, the 787-8 would work, but with the 30 seat J cabin of the -9 and I can’t imagine an airline specially configuring an aircraft for one route.
If the route was profitable it would be back on AC.
jimbo737 wrote:Many still live in the past with memories of Wardair’s 747’s and eating off Royal Doulton china.
IceCream wrote:YEGFlyer wrote:CrewBunk wrote:Also, if you recall, J demand was very strong on the route. The 23 seat J cabin of the 767 did not quite satisfy demand. Anecdotal, I acknowledge, but I remember an agent in YYC saying she saw around 5 people daily fly to YVR to ride in Business across the Pacific as the nonstop was full.
Every time I flew the flight, (it was a YYZ pairing, YYZ-YYC-NRT-YYC-YYZ) the agents wanted our one J seat allocated as crew rest, as there were full revenue J standbys.
I wonder if WS’s 16 seat J cabin would be sufficient. Ideally, I suppose, the 787-8 would work, but with the 30 seat J cabin of the -9 and I can’t imagine an airline specially configuring an aircraft for one route.
If the route was profitable it would be back on AC.
Considering it was flown for ten years, it seems like it was profitable enough to keep it for that long. But with covid, YVR traffic to Japan would have to fully recover first in order for AC to even think about YYC-NRT.
But for WS DXB would be more successful just because of how many connections can be made to all of South Asia.
