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PITFlyer330 wrote:new routes today https://twitter.com/IshrionA/status/148 ... 08739?s=20
AUS to San diego, Washington dc, and sarasota
IAD to sarasota
PITFlyer330 wrote:PITFlyer330 wrote:new routes today https://twitter.com/IshrionA/status/148 ... 08739?s=20
AUS to San diego, Washington dc, and sarasota
IAD to sarasota
oh it’s not IAD sarasota it’s nashville
Italianflyer wrote:ROA to BNA seems kind of weird. I wonder if it's just to maximize an a/c rotation time. They are hardly "close" but I would think that Nashvillians going camping would drive and I can't see BNA as a huge tourist draw from SW Va.
Wneast wrote:sea13 wrote:Anyone else hearing rumblings of G4 expansion at LAS, PVU, and BOI? I am hearing a lot of rumors of some exciting announcements coming soon.
Well I guess your soon might be super soon still not sure about BOI though
PITFlyer330 wrote:i guess they didnt make it in todays new routes?
I can see BOI SFB maybe
Im wanting PIT to HOU
usflyer msp wrote:Italianflyer wrote:ROA to BNA seems kind of weird. I wonder if it's just to maximize an a/c rotation time. They are hardly "close" but I would think that Nashvillians going camping would drive and I can't see BNA as a huge tourist draw from SW Va.
Roanoke is the part of VA that loves Jack Daniels and Country Music - Nashville flights will do fine.
MIflyer12 wrote:usflyer msp wrote:Italianflyer wrote:ROA to BNA seems kind of weird. I wonder if it's just to maximize an a/c rotation time. They are hardly "close" but I would think that Nashvillians going camping would drive and I can't see BNA as a huge tourist draw from SW Va.
Roanoke is the part of VA that loves Jack Daniels and Country Music - Nashville flights will do fine.
That will be competing with cars (430 miles), and at a low flight frequency.
jvlmd81 wrote:Looks like pvd to bna will be announced
MIflyer12 wrote:usflyer msp wrote:Italianflyer wrote:ROA to BNA seems kind of weird. I wonder if it's just to maximize an a/c rotation time. They are hardly "close" but I would think that Nashvillians going camping would drive and I can't see BNA as a huge tourist draw from SW Va.
Roanoke is the part of VA that loves Jack Daniels and Country Music - Nashville flights will do fine.
That will be competing with cars (430 miles), and at a low flight frequency.
jvlmd81 wrote:Looks like pvd to bna will be announced
B747forever wrote:So no new G4 routes out of LAX?
PVD523 wrote:jvlmd81 wrote:Looks like pvd to bna will be announced
Among others, according to Ishrion aviation:
"Allegiant Air will be announcing eight new routes tomorrow: - Austin (AUS) to Washington DC (IAD), Sarasota (SRQ), San Diego (SAN) - Nashville (BNA) to Providence (PVD), Roanoke (ROA), Washington (IAD) - Des Moines (DSM) to Orange County (SNA) - Flint (FNT) to Savannah (SAV)"
PVD-BNA begins 4/21 and runs 2x weekly. About time in my opinion. I'll let others have fun dissecting the other new routes.
SaabFA71 wrote:I'm hoping to see a second flight from MDT to SFB some time.
sea13 wrote:SaabFA71 wrote:I'm hoping to see a second flight from MDT to SFB some time.
The only routes I know of that G4 flies that are more than once daily are FAT-LAS, PVU-AZA, and BLI- LAS. SCK-LAS might be as well, but I’m not certain on that one.
william wrote:Its not just the destinations but the catchment area around the destinations. Flying from AUS to IAD captures Baltimore, South Philly and Richmond, even ORF (have you seen the fares there?)
sea13 wrote:The only routes I know of that G4 flies that are more than once daily are FAT-LAS, PVU-AZA, and BLI- LAS. SCK-LAS might be as well, but I’m not certain on that one.
sea13 wrote:SaabFA71 wrote:I'm hoping to see a second flight from MDT to SFB some time.
The only routes I know of that G4 flies that are more than once daily are FAT-LAS, PVU-AZA, and BLI- LAS. SCK-LAS might be as well, but I’m not certain on that one.
ibthebigd wrote:DSM-SNA is odd. I'd think moving IND-LAX to SNA would be a better use of the slot with AA and Delta on IND-LAX
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MIflyer12 wrote:william wrote:Its not just the destinations but the catchment area around the destinations. Flying from AUS to IAD captures Baltimore, South Philly and Richmond, even ORF (have you seen the fares there?)
By capturing BWI, I guess you mean trashing yields to buy people off the 2x daily WN AUS-BWI non-stops so they can enjoy the 1:20 drive back to BWI. Just 2:20 by transit! With the 3+ hour drive from ORF you're just attracting people who put no value on their time.
I think they may do OK with IAD-AUS O&D, frankly. The IAD-area 'burbs are full of well-educated, high income people who will find appeal in Austin.
sea13 wrote:G4 is doing really well at PVU. Here is their summer flight schedule, as of right now…
LAX 2x weekly
SNA 4x weekly
PHX 2x weekly
AZA 2x daily, except Tuesday
HOU 2x weekly
AUS 2x weekly
PIE 2x weekly
There are rumors of PVU becoming a G4 base as well as service resuming to OAK and new service to LAS. The new PVU terminal opens June 1.
flyoregon wrote:sea13 wrote:G4 is doing really well at PVU. Here is their summer flight schedule, as of right now…
LAX 2x weekly
SNA 4x weekly
PHX 2x weekly
AZA 2x daily, except Tuesday
HOU 2x weekly
AUS 2x weekly
PIE 2x weekly
There are rumors of PVU becoming a G4 base as well as service resuming to OAK and new service to LAS. The new PVU terminal opens June 1.
Greta to see PVU grow reasonably and responsibly. Didn’t they try OAK/LAS before? Do you think a SAN/PDX route would do well?
SunsetLimited wrote:It looks like another summer with minimal G4 service at MSY. They just have not done well here, for whatever reason. Too much ULCC competition from NK and F9 most likely, which have the large markets covered, plus now you have MX in the picture. I’d be happy with G4 here if they could try IND and RDU year-round since no one else flies those routes currently (come on NK or WN… bring RDU back…) but they seem to not have an interest in doing so.
PennPal wrote:With it's proximity to Pittsburgh, Buffalo and Cleveland I really wonder why Allegiant doesn't give ERI a try...
doulasc wrote:why does Allegiant fly into Rickenbacker in Columbus Ohio and not CMH John Glenn International Airport.
LAXintl wrote:Managed to turn a profit in Q4 and full-year 2021.
https://ir.allegiantair.com/news-releas ... -year-2021
lightsaber wrote:LAXintl wrote:Managed to turn a profit in Q4 and full-year 2021.
https://ir.allegiantair.com/news-releas ... -year-2021
This should have had more discussion. While the profit was small, it was still a profit which will fund cost improvements (e.g., the MAX order) and keeps the credit ranking from sliding (extensive thread discussing airline credit ratings):
viewtopic.php?f=3&t=1469995&p=23172819#p23172819
I believe Allegiant is well positioned for the next few years. While announced growth is slower in 2022 than I hoped to see, G4 is still on a growth path.
Lightsaber
cbphoto wrote:lightsaber wrote:LAXintl wrote:Managed to turn a profit in Q4 and full-year 2021.
https://ir.allegiantair.com/news-releas ... -year-2021
This should have had more discussion. While the profit was small, it was still a profit which will fund cost improvements (e.g., the MAX order) and keeps the credit ranking from sliding (extensive thread discussing airline credit ratings):
viewtopic.php?f=3&t=1469995&p=23172819#p23172819
I believe Allegiant is well positioned for the next few years. While announced growth is slower in 2022 than I hoped to see, G4 is still on a growth path.
Lightsaber
The X factor in Allegiant’s growth and future is the pilot shortage that’s affecting every airline right now. The legacies have huge retirement numbers looming, and are hiring mass amounts of pilots. That in turn is increasing the attrition rate at the other carriers, such as the regionals, Allegiant, Frontier, Sprit etc..ten fold. With the training pipeline drying up, the strain throughout the industry is going to be felt. Companies are either going to have to get creative on how to attract and retain pilots, or they will have to merge to maintain staffing levels to run an airline. This of course is with the way things stand today. A crash in the economy or any number of things could change this, but I predict the next year or two will be very interesting in the airline world
lightsaber wrote:cbphoto wrote:lightsaber wrote:This should have had more discussion. While the profit was small, it was still a profit which will fund cost improvements (e.g., the MAX order) and keeps the credit ranking from sliding (extensive thread discussing airline credit ratings):
viewtopic.php?f=3&t=1469995&p=23172819#p23172819
I believe Allegiant is well positioned for the next few years. While announced growth is slower in 2022 than I hoped to see, G4 is still on a growth path.
Lightsaber
The X factor in Allegiant’s growth and future is the pilot shortage that’s affecting every airline right now. The legacies have huge retirement numbers looming, and are hiring mass amounts of pilots. That in turn is increasing the attrition rate at the other carriers, such as the regionals, Allegiant, Frontier, Sprit etc..ten fold. With the training pipeline drying up, the strain throughout the industry is going to be felt. Companies are either going to have to get creative on how to attract and retain pilots, or they will have to merge to maintain staffing levels to run an airline. This of course is with the way things stand today. A crash in the economy or any number of things could change this, but I predict the next year or two will be very interesting in the airline world
The pilot shortage will be interesting. Airlines will have to pay more for training costs of pilots (they won't take on more debt) and increase salaries. The losers will be airlines that do not have good employee productivity which today means too small of aircraft. I see the regional market going to less than weekly frequency as how the heck will one be able to pilot a 50 seater that requires the same ATP as the narrowbodies G4?
I'm worried about the pilot shortage at the feeder networks, not so much for airlines that fly larger aircraft. This will accelerate aircraft upgauging. It wouldn't surprise me if Allegiant must boost pilot wages enough that they shifted -7 MAX to more -8 MAX.
If there is an issue, Allegiant will just retire A319s, in my opinion. I fully realize in the presentation Allegiant noted the A319s could be retired in 2025, I personally see no reason their retirement couldn't be moved to earlier if staffing (mostly pilots) is an issue. I personally think as small cities lose air service, there will be a "political solution". e.g., reduce hours for ATP or something.
https://ir.allegiantair.com/static-file ... 37348c9605
Lightsaber
Late edit:
The motley fool had an article on this last year:
https://ir.allegiantair.com/static-file ... 37348c9605
The pilot shortage won't hit all airlines equally. Regional airlines pay much less than mainline carriers. That makes it harder for them to recruit new pilots, while their existing pilot ranks are routinely poached by higher-paying major airlines. A pilot crunch at regional airlines would, in turn, hit network carriers that rely heavily on regional partners to serve smaller communities.
The retirement of 50 seaters at DL will help immunize them from the issue (pilots from feeders will move up to DL). I fully expect little cities that see multiple flights per day on feeder networks to see reduced frequency on mainline. Cest la vie. I see no way to pay for a pilot with only 50 passengers in a market with ULCC competition. e.g., I fly to Grand Junction Colorado. G4 flies to Las Vegas and Los Angeles (seasonally) at less than daily frequency. I see absolutely no reason why some flights to SLC couldn't be cut (even though this makes getting there tougher for myself) and DL make up the lost seats with say 5x/week to ATL on an A220 (or whatever size aircraft makes sense). I'm not saying lose it all at once, but the prior schedule of high frequency 50 seaters is unsustainable in the upcoming pilot market.
Flying 186 and 200 seat narrowbodies will give Allegiant an advantage.