Welcome to the Rest of New England Aviation (including BDL/PVD/MHT/PWM/ORH/BTV/HVN/BGR) thread - 2023 edition.

Please continue to post your news and discussions below.

Link to the 2022 edition:
viewtopic.php?f=3&t=1468557

Dolphins back to FLL on the Atlas 744:

https://flightaware.com/live/flight/GTI8047/history/20230101/2230Z/KPVD/KFLL

Thoughts/comments/predictions for 2023 for your respective home airports? I’ll take a crack for PVD.

Overall: minor uptick in total PAX as we work to return to 2019 levels. Most likely not getting there until 2024. This will be a crucial year for infrastructure and planning. The terminal needs a big bounce back from the effects of Covid (closed shops, closed restaurants, etc) and there are numerous airfield projects that are on the table.

Predictions for the airlines:
AA - status quo. Mainline to DCA and ORD return during the busier travel months. Still lots of Republic and PSA lift
DL - mostly status quo. Continued emphasis on boosting LGA which will come at the expense of DTW. ATL stays 3x daily for the umpteenth year in a row
UA - status quo. Mainline to ORD returns in February but nothing about UA’s offerings since 2007 give me any validated hope this will lead to anything else, or stay for that matter
WN - status quo. As long as they don’t reduce further I’ll be happy
B6 - status quo
G4 - mostly status quo. Restarting BNA in February is a nice add. Outside of that, I don’t foresee anything else
SY - possible last year? Their summer schedules have MSP as only 2x weekly. DL returns with seasonal MSP again. I can’t help but think their continued defense may send SY packing
MX - the only real glimmer of hope as long as planned resources aren’t compromised again like last year. Three additional cities added on top of what’s already been announced
F9 - swan song. Service ends in April. Nothing to predict here

BDL

American…nothing changes
Delta….nothing changes
AC…service to Toronto returns to year round
Aer Lingus….nothing changes
Spirit…..Montego Bay goes daily.
Southwest…. Nothing changes
Breeze….starts SFO
Frontier….starts SEA and perhaps Santa Domingo (announces seasonal Shannon for 2024)
Sun Country….nothing changes
JetBlue….longshot….but I’m still thinking JFK service starts.

HVN….
Avelo starts SJU and ATL
Longshot….Cape Air starts seasonal service to Nantucket

PVD523 wrote:

Thoughts/comments/predictions for 2023 for your respective home airports? I’ll take a crack for PVD.

Predictions for the airlines:
WN - status quo. As long as they don’t reduce further I’ll be happy

I previously mentioned the possibility of WN re-adding PVD-DEN nonstop service with WN having plans to significantly expand at DEN.

A post comparing the load factors of WN DEN-BOS/MHT/PVD in 2013 can be found at viewtopic.php?f=3&t=1412681&start=150#p21753097.

WN was still able to make PVD-DEN nonstop service work after adding BOS-DEN nonstop service but prior to dropping PVD-DEN nonstop service.

PVD523 wrote:

Thoughts/comments/predictions for 2023 for your respective home airports? I’ll take a crack for PVD.

Overall: minor uptick in total PAX as we work to return to 2019 levels. Most likely not getting there until 2024. This will be a crucial year for infrastructure and planning. The terminal needs a big bounce back from the effects of Covid (closed shops, closed restaurants, etc) and there are numerous airfield projects that are on the table.

Predictions for the airlines:
AA - status quo. Mainline to DCA and ORD return during the busier travel months. Still lots of Republic and PSA lift
DL - mostly status quo. Continued emphasis on boosting LGA which will come at the expense of DTW. ATL stays 3x daily for the umpteenth year in a row
UA - status quo. Mainline to ORD returns in February but nothing about UA’s offerings since 2007 give me any validated hope this will lead to anything else, or stay for that matter
WN - status quo. As long as they don’t reduce further I’ll be happy
B6 - status quo
G4 - mostly status quo. Restarting BNA in February is a nice add. Outside of that, I don’t foresee anything else
SY - possible last year? Their summer schedules have MSP as only 2x weekly. DL returns with seasonal MSP again. I can’t help but think their continued defense may send SY packing
MX - the only real glimmer of hope as long as planned resources aren’t compromised again like last year. Three additional cities added on top of what’s already been announced
F9 - swan song. Service ends in April. Nothing to predict here

Most of SY's summer seasonal routes are 2x or 3x weekly. The fact they kept it on at all means they saw some success. They aren't one for keeping routes more than a season if they aren't a success.

CairnterriAIR wrote:

BDL

Southwest…. Nothing changes

WN re-adding daily nonstop service to STL from BDL is a possibility with WN having stated that it was planning on restoring its network.

WN adding BDL-DAL nonstop service is a possibility with
(a) BDL being one of the top remaining domestic markets traveled to from the Dallas/Fort Worth market that doesn't currently have WN nonstop service out of DAL,
(b) some of the Hartford-based insurance companies such as The Hartford Financial Services Group, Aetna, and Cigna having offices in the Dallas area,
(c) BDL being one of the largest WN stations that has never had regularly scheduled nonstop service to DAL on WN, and
(d) DAL being the home base for WN.

F9 previously considered adding BDL-DFW nonstop service last year, but F9 dropped plans to start BDL-DFW nonstop service.

WN would likely be more successful on BDL-DAL than F9 would be on BDL-DFW as
(a) WN would likely be able to capture some of the business traffic going to the Dallas area that F9 wouldn't be capturing,
(b) WN would be able to offer connections to other destinations in Texas, New Mexico, Arizona, Nevada, and California through DAL, and
(c) WN has a much bigger FF base in Texas than F9 does.

rainaviation2 wrote:

PVD523 wrote:

Thoughts/comments/predictions for 2023 for your respective home airports? I’ll take a crack for PVD.

Overall: minor uptick in total PAX as we work to return to 2019 levels. Most likely not getting there until 2024. This will be a crucial year for infrastructure and planning. The terminal needs a big bounce back from the effects of Covid (closed shops, closed restaurants, etc) and there are numerous airfield projects that are on the table.

Predictions for the airlines:
AA - status quo. Mainline to DCA and ORD return during the busier travel months. Still lots of Republic and PSA lift
DL - mostly status quo. Continued emphasis on boosting LGA which will come at the expense of DTW. ATL stays 3x daily for the umpteenth year in a row
UA - status quo. Mainline to ORD returns in February but nothing about UA’s offerings since 2007 give me any validated hope this will lead to anything else, or stay for that matter
WN - status quo. As long as they don’t reduce further I’ll be happy
B6 - status quo
G4 - mostly status quo. Restarting BNA in February is a nice add. Outside of that, I don’t foresee anything else
SY - possible last year? Their summer schedules have MSP as only 2x weekly. DL returns with seasonal MSP again. I can’t help but think their continued defense may send SY packing
MX - the only real glimmer of hope as long as planned resources aren’t compromised again like last year. Three additional cities added on top of what’s already been announced
F9 - swan song. Service ends in April. Nothing to predict here

Most of SY's summer seasonal routes are 2x or 3x weekly. The fact they kept it on at all means they saw some success. They aren't one for keeping routes more than a season if they aren't a success.

I know you’re right, and they have had success on the route. It’s just concerning to me since they’ve always offered PVD-MSP as 4x weekly. My hope is that they do stick around and this reduction is a result of aircraft being needed elsewhere for the 12 route expansion they’re planning this summer in MSP.

CairnterriAIR wrote:

BDL

Breeze….starts SFO

MX adding BDL-CVG nonstop service is a possibility with DL no longer serving CVG nonstop from BDL.

Hi all,

1st Report Providence Domestic traffic thru September from the T-100 reports. I am only looking at 21 and 22 at the moment, to show the progression out of Covid.

link is here: https://docs.google.com/spreadsheets/d/ ... ue&sd=true
source data is the DOT published data through Sept 22

Summary of data:

First few tabs are summary of the entire performance across the entire network, then it works through 3 Tiers.
Big 6 are Tier 1 (AS is excluded as nothing operated), other Majors are Tier 2 and a regional that provides scheduled services is shown in Tier 3.
Big point of order.. You will not see regionals separated on their own, using a different report, I figured out the number of flights for the regionals to their parent airlines. However…. No way to officially split out Seats and Passengers specifically, so I pro-rated the amounts based on the number of flights where there is competition on routes. Not the best, but the only option, to at least get an idea of the overall size of operations. Please don’t slate me for it, best I can do with the data available.
I also remove any extraneous data like cargo, diverts or charters, and that's how I show the data. I did some spot checking against the PVD Date and the data was pretty close before I made my adjustments
Airline list
Tier 1: AA,AS,B6,DL,UA,WN
Tier 2: F9,NK,G4,SY,MX
Tier 3: 9X
9X = Southern Air Express, the rest you should know!
Data Sets:
Current Month – Sept 22
Prior Month – Aug 22
Q3 2022
YTD
2021
Combined 2021 and 2022
And Comparator of Sep 21 vs Sep 22.

You will see info on flights, seats, passengers, capacity %, miles, average stage lengths, air-time, etc. I've used about every metric they have in the specific file.

So I hope you find this useful.

Key Data from the report:

Sep Month
2,790 flights recorded, 324,194 seats and 261,405 passengers (80.6%), Avg of 94 passengers per flight across the network
Aug comparatives: 3,102, 375,669 and 310,104 in July (82.5%), Average Pax on flights were 100
Departures are at 45 per day


Seats were down 13.7% overall, Pax down 15.7% Month to Month
Sep YTD
25,358 flights, 2,914,364 seats and 2,338,103 passengers (80.2%), avg pax count 92, which is running level with 2021.
Vs Sep 2021
2,392 flights (398 lower than 2022), 261,400 seats (63K lower than 22), 221,027 (40K lower than 2022). (84.6%, so loads were 3.9% lower in 22 vs 21, despite the increase in capacity
24% increase in seats, matched with a 18.3% increase in Pax

Airline Information (as noted, because of the direct inclusion of the Regionals. DL/AA and UA split maybe off slightly, although there is limited competition on routes.

Highest number of passengers – Sept 22- combined direction
WN –92,322 (127 per flight) – 723,051 YTD
AA – 73,777 –(89 per flight) 550,505 YTD
DL – 42,783 (79 per flight) –370,837 YTD

Average stage length dropped to 567 from 599 and is lower than Sept 21 (633)

Usual disclaimers apply, Data is only as good as what was submitted to the feds and I make no judgement or comment about profitability of routes, as the data just isn’t there.

for now, Enjoy and any questions, please let me know.

I saw this interesting item in the November BTV airport commission meeting minutes: "A large cargo carrier wants to come to Burlington Airport so more cargo space will be needed. Staff will apply for a design only FAA grant." And then in the draft December minutes "There was discussion of the new (larger) cargo apron to be built to accommodate larger planes." Amazon maybe?

mjgbtv wrote:

I saw this interesting item in the November BTV airport commission meeting minutes: "A large cargo carrier wants to come to Burlington Airport so more cargo space will be needed. Staff will apply for a design only FAA grant." And then in the draft December minutes "There was discussion of the new (larger) cargo apron to be built to accommodate larger planes." Amazon maybe?

Amazon is certainly my first guess.

I dont suspect there will be much excitement in the way of new routes for New England in 2023

PVD- Breeze growth with the base, hopefully some more westbound adds like LAS and PHX after the summer, but also opportunity for ULCC service to Florida, G4 could potentially return to PIE or maybe even add SFB. The LAX flight will be worth watching but hopefully they remember the fact that its only 2x weekly on traditionally weak days (Wed/Sat)

BDL - Breeze growth, a lot of stuff recently has matured or been trimmed back (i.e. IAH and more than 1 daily MIA/DFW). F9 might announce a new route or two but who knows if it will actually fly. It will be worth watching was Air Canada and Aer Lingus do in the off season

PWM - a lot of their covid adds have matured or been trimmed back. I could see DFW thats been reduced to 2-3 months, being traded for a 3rd CLT

MHT/PWM/BGR - status quo and maybe some minor upgauging

I expect the pilot environment to keep things rather quiet on the new england front until at least 2024/2025

mjgbtv wrote:

I saw this interesting item in the November BTV airport commission meeting minutes: "A large cargo carrier wants to come to Burlington Airport so more cargo space will be needed. Staff will apply for a design only FAA grant." And then in the draft December minutes "There was discussion of the new (larger) cargo apron to be built to accommodate larger planes." Amazon maybe?

That is really intriguing.

To me, "large cargo carrier" includes FedEx, UPS, DHL, and Amazon (assuming they mean domestic carrier). FedEx already serves BTV, and of the remaining three, I agree, the most likely candidate is Amazon.

UPS has been content for many years to truck up from MHT and use Wiggins Airways for priority packages, so I think it would surprise everyone if it's them.

I suppose one can't rule out a return by DHL, since it wasn't that long ago that they served BTV (after assuming ABEX's routes), but they aren't in the same growth mode as Amazon.

If it is indeed Amazon, that might mean the first scheduled widebody service into BTV.

Do you have any ideas about ORH? B6 upgauged FLL in 2022, but I haven't seen any load statistics on that or the other ORH flights. DL has been on hiatus for two weeks and is returning with only 5X/week to LGA.

RL757PVD wrote:

I dont suspect there will be much excitement in the way of new routes for New England in 2023

PVD- Breeze growth with the base, hopefully some more westbound adds like LAS and PHX after the summer, but also opportunity for ULCC service to Florida, G4 could potentially return to PIE or maybe even add SFB. The LAX flight will be worth watching but hopefully they remember the fact that its only 2x weekly on traditionally weak days (Wed/Sat)

BDL - Breeze growth, a lot of stuff recently has matured or been trimmed back (i.e. IAH and more than 1 daily MIA/DFW). F9 might announce a new route or two but who knows if it will actually fly. It will be worth watching was Air Canada and Aer Lingus do in the off season

PWM - a lot of their covid adds have matured or been trimmed back. I could see DFW thats been reduced to 2-3 months, being traded for a 3rd CLT

MHT/PWM/BGR - status quo and maybe some minor upgauging

I expect the pilot environment to keep things rather quiet on the new england front until at least 2024/2025

NEAvGuy wrote:

Do you have any ideas about ORH? B6 upgauged FLL in 2022, but I haven't seen any load statistics on that or the other ORH flights. DL has been on hiatus for two weeks and is returning with only 5X/week to LGA.

All you had to do was ask for 2022, order of info (Flights, (combined in and out), seats, passengers, capacity %)

FLL - B6

Jan 151 5100 3452 67.7%
Feb 48 4800 3579 74.6%
Mar 54 5518 4303 78.0%
Apr 50 5000 4029 80.6%
May 58 5800 4532 78.1%
Jun 58 5800 4600 79.3%
July 60 8914 7191 80.7%
Aug 58 9396 7582 80.7%
Sep 56 9048 5490 60.7%
YTD 493 59376 44758 75.4%

JFK - B6

Jan 95 9500 2199 23.1%
Feb 90 9124 3448 37.8%
Mar 111 11100 5875 52.9%
Apr 89 8900 5086 57.1%
May 112 11200 5230 46.7%
Jun 111 11200 5833 52.1%
July 115 11500 5045 43.9%
Aug 120 12000 4279 35.7%
Sep 116 11600 4212 36.3%
YTD 959 96124 41207 42.9%


JFK - YX
Jan 52 3952 358 9.1% (first time I have EVER seen a load less than 10%)
Feb 46 3496 881 25.2%
Mar 58 4408 1296 29.4%
Apr 59 4462 1641 36.8%
May 59 4462 1501 33.6%
Jun 55 4180 955 22.8%
Jul 60 4560 1115 24.5%
Aug 61 4636 1316 28.4%
Sep 58 4408 860 19.5%
YTD 508 38564 9923 25.7%


LGA - 9E

Jan 47 3362 784 23.3%
Feb 40 2896 808 27.9%
Mar 54 3912 1519 38.8%
Apr 50 3596 1843 51.3%
May 52 3852 1845 47.9%
Jun 8 3596 1497 41.6%
Jul 46 3446 1435 41.6%
Aug 52 3928 1331 33.9%
Sep 50 3605 1296 36.0%
YTD 439 32193 12358 38.4%

RL757PVD wrote:

I dont suspect there will be much excitement in the way of new routes for New England in 2023

PVD- Breeze growth with the base, hopefully some more westbound adds like LAS and PHX after the summer, but also opportunity for ULCC service to Florida, G4 could potentially return to PIE or maybe even add SFB. The LAX flight will be worth watching but hopefully they remember the fact that its only 2x weekly on traditionally weak days (Wed/Sat)

BDL - Breeze growth, a lot of stuff recently has matured or been trimmed back (i.e. IAH and more than 1 daily MIA/DFW). F9 might announce a new route or two but who knows if it will actually fly. It will be worth watching was Air Canada and Aer Lingus do in the off season

PWM - a lot of their covid adds have matured or been trimmed back. I could see DFW thats been reduced to 2-3 months, being traded for a 3rd CLT

MHT/PWM/BGR - status quo and maybe some minor upgauging

I expect the pilot environment to keep things rather quiet on the new england front until at least 2024/2025

Aer Lingus is not operating through the Winter months. Flight runs late March to late October. Business travel continues to come back, you may see the flight operate off season. Same deal for A/C. I’m guessing both airlines eventually go back year round with limited days off season.

VS4ever wrote:

NEAvGuy wrote:

Do you have any ideas about ORH? B6 upgauged FLL in 2022, but I haven't seen any load statistics on that or the other ORH flights. DL has been on hiatus for two weeks and is returning with only 5X/week to LGA.

All you had to do was ask for 2022, order of info (Flights, (combined in and out), seats, passengers, capacity %)


Clear now why B6 moved the FLL flight up to the A320. I wish they would pick an additional destination (MCO/TPA/RSW) to see if they could replicate the success of FLL. I've used the JFK connection a bit and it works great for several destinations. The airport is 17 minutes from home, and I'm in JFK waiting for my connection before I would have arrived at BOS. The fares are very competitive and ORH has become very reliable. Wish we could get an extra 15-20 pax on each of those JFK flights. No question the traffic is there.

The daily American flight doesn't make much sense. It's scheduled right next to the afternoon B6 flight, and is often not available through B6's reservation system. American tried PHL for a while, but it was once a day in the evening, and offered no connection opportunities outbound. If they would connect ORH with PHL or CLT with an early morning/late arrival schedule, they might pick up quite a bit of connecting traffic. How does Piedmont do with that schedule to PHL at MHT?

I don't understand the Delta strategy at all, beyond the accommodation to Massport. Nobody in ORH thinks of connecting at LGA, so Delta is left with a few pax heading to NYC while trying to compete with B6, which has a very good reputation in ORH, and the aforementioned American flight.. If Delta was serious about ORH, it would try a daily run to and from ATL. Otherwise, it's just moving pieces around to impress Massport, and Massport takes credit for encouraging service to ORH even though it has to know the flights make no sense.

NEAvGuy wrote:

I don't understand the Delta strategy at all, beyond the accommodation to Massport. Nobody in ORH thinks of connecting at LGA, so Delta is left with a few pax heading to NYC while trying to compete with B6, which has a very good reputation in ORH, and the aforementioned American flight.. If Delta was serious about ORH, it would try a daily run to and from ATL. Otherwise, it's just moving pieces around to impress Massport, and Massport takes credit for encouraging service to ORH even though it has to know the flights make no sense.

The accommodation to Massport is the only thing DL is after in this situation. Regional lift as at more of a premium than ever right now. LGA-ORH-LGA is blocked at just about 3.5 hours. Use a LGA slot, stay in good graces with Massport, and operate one line of flight with what is most likely a junior Endeavor crew, makes sense from DL’s standpoint.

NEAvGuy wrote:

VS4ever wrote:

NEAvGuy wrote:

Do you have any ideas about ORH? B6 upgauged FLL in 2022, but I haven't seen any load statistics on that or the other ORH flights. DL has been on hiatus for two weeks and is returning with only 5X/week to LGA.

All you had to do was ask for 2022, order of info (Flights, (combined in and out), seats, passengers, capacity %)


Clear now why B6 moved the FLL flight up to the A320. I wish they would pick an additional destination (MCO/TPA/RSW) to see if they could replicate the success of FLL. I've used the JFK connection a bit and it works great for several destinations. The airport is 17 minutes from home, and I'm in JFK waiting for my connection before I would have arrived at BOS. The fares are very competitive and ORH has become very reliable. Wish we could get an extra 15-20 pax on each of those JFK flights. No question the traffic is there.

The daily American flight doesn't make much sense. It's scheduled right next to the afternoon B6 flight, and is often not available through B6's reservation system. American tried PHL for a while, but it was once a day in the evening, and offered no connection opportunities outbound. If they would connect ORH with PHL or CLT with an early morning/late arrival schedule, they might pick up quite a bit of connecting traffic. How does Piedmont do with that schedule to PHL at MHT?

I don't understand the Delta strategy at all, beyond the accommodation to Massport. Nobody in ORH thinks of connecting at LGA, so Delta is left with a few pax heading to NYC while trying to compete with B6, which has a very good reputation in ORH, and the aforementioned American flight.. If Delta was serious about ORH, it would try a daily run to and from ATL. Otherwise, it's just moving pieces around to impress Massport, and Massport takes credit for encouraging service to ORH even though it has to know the flights make no sense.

When B6 were alone, at ORH, they ran both FLL and MCO for a number of years. Here's an old report I created for 14,15,16 and 17, which will show examples of the comparatives.

https://docs.google.com/spreadsheets/d/ ... ue&sd=true

It's clear they are all there because they have to be, not that they really want to be. It might need a different carrier to shake things up a bit. i do think AA (YX) need to switch back up to PHL, it's clear they don't need to serve JFK with both airlines, it doesn't make sense. I'd love to see Massport get more use out of ORH, because right now it's just a huge cash drain, as revenues are just not leading expenses/investments. It might be a case of if they build it, the pax will come and they do have jetbridges going for them, But Massport still need to think a bit more outside the box to make ORH worth it in the long run.

Interesting fact, when B6 ran FLL/MCO tandem,they got around 115K pax per year combined. So far with 3 months left all 4 flights have managed 108K total combined. so you might eek out an additional 15-20K over that and you would be in line with what B6 was doing on their own back when..

chrisnh wrote:

UPS is shoehorned into their space at MHT, so by adding BTV they can free up some space there. They could gain even more space if they ever added PWM. But in doing that, UPS at MHT would likely shrink. It’s only five flights because MHT is a mini sorting station for upper New England. Absent that, only two 767s a day would be needed.

Interesting idea, I hope you’re right. It would be exciting to finally see UPS at BTV after so many decades. Adding a twist to the whole question is the fact that UPS has stated an intent to buy 100+ evtol aircraft from Beta Technologies (headquartered at BTV). Just speculating, but it stands to reason that if Beta is going to ramp up production in the near future, then that may spur extra cargo lift. Amazon has also invested in Beta, so the same factor may be at play with them.

RL757PVD wrote:

I dont suspect there will be much excitement in the way of new routes for New England in 2023

PVD- Breeze growth with the base, hopefully some more westbound adds like LAS and PHX after the summer, but also opportunity for ULCC service to Florida, G4 could potentially return to PIE or maybe even add SFB. The LAX flight will be worth watching but hopefully they remember the fact that its only 2x weekly on traditionally weak days (Wed/Sat)

BDL - Breeze growth, a lot of stuff recently has matured or been trimmed back (i.e. IAH and more than 1 daily MIA/DFW). F9 might announce a new route or two but who knows if it will actually fly. It will be worth watching was Air Canada and Aer Lingus do in the off season

PWM - a lot of their covid adds have matured or been trimmed back. I could see DFW thats been reduced to 2-3 months, being traded for a 3rd CLT

MHT/PWM/BGR - status quo and maybe some minor upgauging

I expect the pilot environment to keep things rather quiet on the new england front until at least 2024/2025

Still hoping for Avelo with HVN-SJU.

Patriots off to Buffalo:
https://flightaware.com/live/flight/EAL3629/history/20230107/2000Z/KPVD/KBUF

VS4ever wrote:

NEAvGuy wrote:

Do you have any ideas about ORH? B6 upgauged FLL in 2022, but I haven't seen any load statistics on that or the other ORH flights. DL has been on hiatus for two weeks and is returning with only 5X/week to LGA.

All you had to do was ask for 2022, order of info (Flights, (combined in and out), seats, passengers, capacity %)

FLL - B6

Jan 151 5100 3452 67.7%
Feb 48 4800 3579 74.6%
Mar 54 5518 4303 78.0%
Apr 50 5000 4029 80.6%
May 58 5800 4532 78.1%
Jun 58 5800 4600 79.3%
July 60 8914 7191 80.7%
Aug 58 9396 7582 80.7%
Sep 56 9048 5490 60.7%
YTD 493 59376 44758 75.4%

JFK - B6

Jan 95 9500 2199 23.1%
Feb 90 9124 3448 37.8%
Mar 111 11100 5875 52.9%
Apr 89 8900 5086 57.1%
May 112 11200 5230 46.7%
Jun 111 11200 5833 52.1%
July 115 11500 5045 43.9%
Aug 120 12000 4279 35.7%
Sep 116 11600 4212 36.3%
YTD 959 96124 41207 42.9%


JFK - YX
Jan 52 3952 358 9.1% (first time I have EVER seen a load less than 10%)
Feb 46 3496 881 25.2%
Mar 58 4408 1296 29.4%
Apr 59 4462 1641 36.8%
May 59 4462 1501 33.6%
Jun 55 4180 955 22.8%
Jul 60 4560 1115 24.5%
Aug 61 4636 1316 28.4%
Sep 58 4408 860 19.5%
YTD 508 38564 9923 25.7%


LGA - 9E

Jan 47 3362 784 23.3%
Feb 40 2896 808 27.9%
Mar 54 3912 1519 38.8%
Apr 50 3596 1843 51.3%
May 52 3852 1845 47.9%
Jun 8 3596 1497 41.6%
Jul 46 3446 1435 41.6%
Aug 52 3928 1331 33.9%
Sep 50 3605 1296 36.0%
YTD 439 32193 12358 38.4%

These load factor numbers are giving me flashbacks to high school and the grades I got on tests in Algebra!

Looks like Frontier Airlines suspended BDL-DEN, BDL-ATL and BDL-LAS. Hope these flights will be only a temporary.

BDLGUY wrote:

Looks like Frontier Airlines suspended BDL-DEN, BDL-ATL and BDL-LAS. Hope these flights will be only a temporary.

Looks like all 3 come back February 16th.

Write-up about the proposed south cargo project at PVD:

https://www.providencejournal.com/story/news/local/2023/01/14/rhode-island-tf-green-airport-plans-100-million-cargo-terminal-fedex-ups/69806409007/

Totally random anecdote, but the abandoned/cleared former neighborhoods south of PVD are really cool. Had always wanted to check them out. I drove through there today and caught a couple arrivals. One of the best, most accessible places I've ever seen for plane spotting, and the clear cut, mostly gone remnants of neighborhood feel really dystopian. It's definitely a spot worth driving by any time you're in the area.

Does anyone know what was going on at BTV this morning? Friends of mine were on the 6am PHL departure and there was a very significant security presence in the gate area. Additional TSA, Burlington PD, and K9 units, multiple boarding pass checks by the security agents, and a significant area around the gate kept clear for the officers. While I'm getting this second hand, it sounds like far more than I've ever experienced too and they didn't recognize anyone important in the gate area. I've yet to see anything on the local news so I thought I'd see if any of the BTV folks here heard anything. Thanks!

Breeze looking to hire for up to 250 positions for PVD base: https://turnto10.com/news/local/breeze-airways-travel-tf-green-international-airport-transportation-pilot-flight-attendant-mechanics-crew-base-employement-recruitment-airplane-warwick-rhode-island-overnight-operations-hub-january-26-2023#

Patriots coaching staff heading to LAS for East-West Shrine Bowl coaching duties: https://flightaware.com/live/flight/EAL3600/history/20230126/1300Z/KPVD/KLAS

I noticed that WN has cancelled the RON aircraft to PWM and MHT for tonight, presumably because of the cold temperatures. Is this a new thing for WN and have other airlines done this for forecasted -10F temperatures?

LotsaRunway wrote:

I noticed that WN has cancelled the RON aircraft to PWM and MHT for tonight, presumably because of the cold temperatures. Is this a new thing for WN and have other airlines done this for forecasted -10F temperatures?

If that was the case then I have no clue how they serve a market like MSP where overnight temperatures like this are common. Is the ground equipment really that unsuitable to cold temperatures? -10F is cold, but it's not THAT cold.

Peace

Next Breeze expansion slated for the summer: https://ishrionaviation.com/news/breeze-airways-route-expansion

Flights are bookable. Awaiting the official MX announcement. PWM enters the network with flights to CHS/ORF/PIT/TPA. BDL gains RSW/TPA/MSY. PVD gains RSW/SRQ/MCO.

As far as the PVD adds go, RSW starts Thur 7/13 and operates Sun, Tues, Thur on the A220. SRQ starts Thur 7/13 and operates Sun, Thur on the A220. MCO starts Fri 7/14 and operates Mon, Tues, Wed, Fri, Sat on the A220.

I’m happy about the 0800 departure time on PVD-MCO. WN in their infinite wisdom has decided their first MCO flight will depart at 1045, leaving the early morning traffic wide open for the taking.

Though I love the Norfolk-Virginia Beach area, I would have preferred Savannah as a destination to and from Portland but still good news overall.

PVD523 wrote:

Flights are bookable. Awaiting the official MX announcement. PWM enters the network with flights to CHS/ORF/PIT/TPA. BDL gains RSW/TPA/MSY. PVD gains RSW/SRQ/MCO.

These are good news but a few of the routes are head scratchers. PWM-ORF? I think PWM-TPA should do well and PWM-CHS might do OK as well, but why not PWM-MCO? I like that MX is building out BDL and PVD, but for an airline that was built on the claim of underserved markets and routes without direct competition, I don't see how PVD-MCO and BDL-TPA fit the claimed model.

LotsaRunway wrote:

PVD523 wrote:

Flights are bookable. Awaiting the official MX announcement. PWM enters the network with flights to CHS/ORF/PIT/TPA. BDL gains RSW/TPA/MSY. PVD gains RSW/SRQ/MCO.

These are good news but a few of the routes are head scratchers. PWM-ORF? I think PWM-TPA should do well and PWM-CHS might do OK as well, but why not PWM-MCO? I like that MX is building out BDL and PVD, but for an airline that was built on the claim of underserved markets and routes without direct competition, I don't see how PVD-MCO and BDL-TPA fit the claimed model.

Not sure about PVD but BDL-TPA is down quite a bit with flight options from pre-covid when there were 4-5 daily non stopes on multiple airlines so Breeze adding some flights helps a bit.

SRQ's growth is incredible. 14 months ago, none of the airports within 90 minutes of me (HPN/BDL/HVN/PVD) had flights to Sarasota. Now, all of them do, on three different airlines.

Very happy to see BDL-MSY, I've been waiting on that for a long time. Now do SFO!

uconn99 wrote:

Not sure about PVD but BDL-TPA is down quite a bit with flight options from pre-covid when there were 4-5 daily non stopes on multiple airlines so Breeze adding some flights helps a bit.

PVD is in the same boat. Until covid, WN was 2x daily most of the year with a third turn on Saturdays and during the Feb-Apr high season. F9 was an additional 3-4x weekly Dec-May. Since covid, WN has been frustratingly conservative with adding back Florida capacity (or any capacity for that matter) and continues to serve PVD-TPA just 1x daily. Adding MX to the mix is a much needed boost to our TPA capacity. I failed to mention in my earlier post that MX drops the PVD-TPA Breeze-Thrus in July with the rest of these adds and goes 4x weekly nonstop.

PVD523 wrote:

uconn99 wrote:

Not sure about PVD but BDL-TPA is down quite a bit with flight options from pre-covid when there were 4-5 daily non stopes on multiple airlines so Breeze adding some flights helps a bit.

PVD is in the same boat. Until covid, WN was 2x daily most of the year with a third turn on Saturdays and during the Feb-Apr high season. F9 was an additional 3-4x weekly Dec-May. Since covid, WN has been frustratingly conservative with adding back Florida capacity (or any capacity for that matter) and continues to serve PVD-TPA just 1x daily. Adding MX to the mix is a much needed boost to our TPA capacity. I failed to mention in my earlier post that MX drops the PVD-TPA Breeze-Thrus in July with the rest of these adds and goes 4x weekly nonstop.

This summer, PVD-MCO had only 3 daily nonstops (2 WN, 1 B6 with 2 more Saturday only on WN). PVD-TPA only 1 daily on WN (2 on Saturdays). As mentioned by others above, these are very low numbers for 2 of PVD’s 5 largest markets. I think MX adding them is opportunistic and well timed. RSW and SRQ aren’t served this summer at all.

Hi all,

Providence Domestic traffic thru November from the T-100 reports. I am only looking at 21 and 22 at the moment, to show the progression out of Covid.

link is here: https://docs.google.com/spreadsheets/d/ ... ue&sd=true
source data is the DOT published data through Nov 22
Summary of data:

First few tabs are summary of the entire performance across the entire network, then it works through 3 Tiers.
Big 6 are Tier 1 (AS is excluded as nothing operated), other Majors are Tier 2 and a regional that provides scheduled services is shown in Tier 3.
Big point of order.. You will not see regionals separated on their own, using a different report, I figured out the number of flights for the regionals to their parent airlines. However…. No way to officially split out Seats and Passengers specifically, so I pro-rated the amounts based on the number of flights where there is competition on routes. Not the best, but the only option, to at least get an idea of the overall size of operations. Please don’t slate me for it, best I can do with the data available.
I also remove any extraneous data like cargo, diverts or charters, and that's how I show the data. I did some spot checking against the PVD Date and the data was pretty close before I made my adjustments
Airline list
Tier 1: AA,AS,B6,DL,UA,WN
Tier 2: F9,NK,G4,SY,MX
Tier 3: 9X
9X = Southern Air Express, the rest you should know!
Data Sets:
Current Month – Nov 22
Prior Month – Sep 22
Q4 2022
YTD
2021
Combined 2021 and 2022
And Comparator of Nov 21 vs Nov 22.

You will see info on flights, seats, passengers, capacity %, miles, average stage lengths, air-time, etc. I've used about every metric they have in the specific file.

So I hope you find this useful.

Key Data from the report:

Nov Month
2,865 flights recorded, 342.034 seats and 262.393 passengers (76.7%), Avg of 92 passengers per flight across the network
Oct comparatives: 2,976, 354,339 and 295,149 in Oct (83.3%), Average Pax on flights were 99
Departures are at 46 per day
Seats were down 3.5% overall, Pax down 11.1% Month to Month

Nov YTD
31,199 flights, 3,610,737 seats and 2,895,645 passengers (80.2%), avg pax count 93, which is running level with 2021.
Vs Nov 2021
2,652 flights (213 lower than 2022), 278,083 seats (64K lower than 22), 236.593 (26K lower than 2022). (85.1%, so loads were 8.4% lower in 22 vs 21, despite the increase in capacity
23% increase in seats, matched with a 10.9% increase in Pax

Airline Information (as noted, because of the direct inclusion of the Regionals. DL/AA and UA split maybe off slightly, although there is limited competition on routes.

Highest number of passengers – Sept 22- combined direction
WN –90,208 (124 per flight) – 912,550 YTD
AA – 67,255 –(81 per flight) 699,608 YTD
DL – 41,064 (75 per flight) –456,285 YTD

Average stage length increased to 590 from 583 and is slightly higher than Nov 21 (580)

Usual disclaimers apply, Data is only as good as what was submitted to the feds and I make no judgement or comment about profitability of routes, as the data just isn’t there.

for now, Enjoy and any questions, please let me know.

Hot on the heels, I bring you BDL
Hi all,

1st time - Bradley Domestic traffic thru November from the T-100 reports. I am only looking at 21 and 22 at the moment, to show the progression out of Covid.

link is here: https://docs.google.com/spreadsheets/d/ ... ue&sd=true
source data is the DOT published data through Nov 22
Summary of data:

First few tabs are summary of the entire performance across the entire network, then it works through 3 Tiers.
Big 6 are Tier 1 (AS is excluded as nothing operated), other Majors are Tier 2 and a regional that provides scheduled services is shown in Tier 3.
Big point of order.. You will not see regionals separated on their own, using a different report, I figured out the number of flights for the regionals to their parent airlines. However…. No way to officially split out Seats and Passengers specifically, so I pro-rated the amounts based on the number of flights where there is competition on routes. Not the best, but the only option, to at least get an idea of the overall size of operations. Please don’t slate me for it, best I can do with the data available.
I also remove any extraneous data like cargo, diverts or charters, and that's how I show the data. I did some spot checking against the PVD Date and the data was pretty close before I made my adjustments
Airline list
Tier 1: AA,AS,B6,DL,UA,WN
Tier 2: F9,NK,SY,MX

Data Sets:
Current Month – Nov 22
Prior Month – Sep 22
Q4 2022
YTD
2021
Combined 2021 and 2022
And Comparator of Nov 21 vs Nov 22.

You will see info on flights, seats, passengers, capacity %, miles, average stage lengths, air-time, etc. I've used about every metric they have in the specific file.

So I hope you find this useful.

Key Data from the report:

Nov Month
3,731 flights recorded, 567,197 seats and 474,029 passengers (83.6%), Avg of 127 passengers per flight across the network
Oct comparatives: 4,107, 628,638 and 534,854 in Oct (85.1%), Average Pax on flights were 130
Departures are at 60 per day
Seats were down 9.8% overall, Pax down 11.4% Month to Month

Nov YTD
42,952 flights, 6,249,426 seats and 5,138,070 passengers (82.2%), avg pax count 12, which is running 11 above 2021.
Vs Nov 2021
3,920 flights (178 above than 2022), 533,506 seats (34K lower than 22), 451,252 (23K lower than 2022). (84.6%, so loads were 1.0% lower in 22 vs 21, despite the increase in capacity
6.3% increase in seats, matched with a 5% increase in Pax

Airline Information (as noted, because of the direct inclusion of the Regionals. DL/AA and UA split maybe off slightly, although there is limited competition on routes.

Highest number of passengers – Nov 22- combined direction
AA – 101,650 (105 per flight) – 1,224,054 YTD
DL – 93,137 (140 per flight) – 908,303 YTD
WN – 87,549 (141 per flight) – 841,328 YTD

Average stage length increased to 845 from 819 and is slightly higher than Nov 21 (823)
Relative Market Share- based on Pax Counts:
AA – 21.4%
DL – 19.6%
WN- 18.5%
B6 – 15.1%
UA – 9.4%
F9 – 8.9%
NK 3.6%
MX 3.4%


Usual disclaimers apply, Data is only as good as what was submitted to the feds and I make no judgement or comment about profitability of routes, as the data just isn’t there.

for now, Enjoy and any questions, please let me know.

VS4ever wrote:

Hi all,

Providence Domestic traffic thru November from the T-100 reports. I am only looking at 21 and 22 at the moment, to show the progression out of Covid.

link is here: https://docs.google.com/spreadsheets/d/ ... ue&sd=true
source data is the DOT published data through Nov 22
Summary of data:

Could be operator error but when I open the link the BOS spreadsheet appears. Thanks for compiling this though.

PVD523 wrote:

VS4ever wrote:

Hi all,

Providence Domestic traffic thru November from the T-100 reports. I am only looking at 21 and 22 at the moment, to show the progression out of Covid.

link is here: https://docs.google.com/spreadsheets/d/ ... ue&sd=true
source data is the DOT published data through Nov 22
Summary of data:

Could be operator error but when I open the link the BOS spreadsheet appears. Thanks for compiling this though.

Nope, it’s been doing that to me this month, try this link instead
https://docs.google.com/file/d/1o2RewrS ... pe=msexcel

DL returns BTV-DTW service this summer. They currently fly to atl, jfk and lga only.

Dtw is scheduled now a Single CR9 daily summer onward. I’m sure a lot of people appreciate it as the nyc airports although much closer are prone to so many delays and not as good USA domestic Midwest/ western connections as dtw generally speaking.

VS4ever wrote:

Hot on the heels, I bring you BDL
Hi all,

1st time - Bradley Domestic traffic thru November from the T-100 reports. I am only looking at 21 and 22 at the moment, to show the progression out of Covid.

link is here: https://docs.google.com/spreadsheets/d/ ... ue&sd=true
source data is the DOT published data through Nov 22
Summary of data:

First few tabs are summary of the entire performance across the entire network, then it works through 3 Tiers.
Big 6 are Tier 1 (AS is excluded as nothing operated), other Majors are Tier 2 and a regional that provides scheduled services is shown in Tier 3.
Big point of order.. You will not see regionals separated on their own, using a different report, I figured out the number of flights for the regionals to their parent airlines. However…. No way to officially split out Seats and Passengers specifically, so I pro-rated the amounts based on the number of flights where there is competition on routes. Not the best, but the only option, to at least get an idea of the overall size of operations. Please don’t slate me for it, best I can do with the data available.
I also remove any extraneous data like cargo, diverts or charters, and that's how I show the data. I did some spot checking against the PVD Date and the data was pretty close before I made my adjustments
Airline list
Tier 1: AA,AS,B6,DL,UA,WN
Tier 2: F9,NK,SY,MX

Data Sets:
Current Month – Nov 22
Prior Month – Sep 22
Q4 2022
YTD
2021
Combined 2021 and 2022
And Comparator of Nov 21 vs Nov 22.

You will see info on flights, seats, passengers, capacity %, miles, average stage lengths, air-time, etc. I've used about every metric they have in the specific file.

So I hope you find this useful.

Key Data from the report:

Nov Month
3,731 flights recorded, 567,197 seats and 474,029 passengers (83.6%), Avg of 127 passengers per flight across the network
Oct comparatives: 4,107, 628,638 and 534,854 in Oct (85.1%), Average Pax on flights were 130
Departures are at 60 per day
Seats were down 9.8% overall, Pax down 11.4% Month to Month

Nov YTD
42,952 flights, 6,249,426 seats and 5,138,070 passengers (82.2%), avg pax count 12, which is running 11 above 2021.
Vs Nov 2021
3,920 flights (178 above than 2022), 533,506 seats (34K lower than 22), 451,252 (23K lower than 2022). (84.6%, so loads were 1.0% lower in 22 vs 21, despite the increase in capacity
6.3% increase in seats, matched with a 5% increase in Pax

Airline Information (as noted, because of the direct inclusion of the Regionals. DL/AA and UA split maybe off slightly, although there is limited competition on routes.

Highest number of passengers – Nov 22- combined direction
AA – 101,650 (105 per flight) – 1,224,054 YTD
DL – 93,137 (140 per flight) – 908,303 YTD
WN – 87,549 (141 per flight) – 841,328 YTD

Average stage length increased to 845 from 819 and is slightly higher than Nov 21 (823)
Relative Market Share- based on Pax Counts:
AA – 21.4%
DL – 19.6%
WN- 18.5%
B6 – 15.1%
UA – 9.4%
F9 – 8.9%
NK 3.6%
MX 3.4%


Usual disclaimers apply, Data is only as good as what was submitted to the feds and I make no judgement or comment about profitability of routes, as the data just isn’t there.

for now, Enjoy and any questions, please let me know.

As always thank you for the tremendous work putting these numbers together!

VS4ever wrote:

Hot on the heels, I bring you BDL
Hi all,

1st time - Bradley Domestic traffic thru November from the T-100 reports. I am only looking at 21 and 22 at the moment, to show the progression out of Covid.

link is here: https://docs.google.com/spreadsheets/d/ ... ue&sd=true
source data is the DOT published data through Nov 22
Summary of data:

First few tabs are summary of the entire performance across the entire network, then it works through 3 Tiers.
Big 6 are Tier 1 (AS is excluded as nothing operated), other Majors are Tier 2 and a regional that provides scheduled services is shown in Tier 3.
Big point of order.. You will not see regionals separated on their own, using a different report, I figured out the number of flights for the regionals to their parent airlines. However…. No way to officially split out Seats and Passengers specifically, so I pro-rated the amounts based on the number of flights where there is competition on routes. Not the best, but the only option, to at least get an idea of the overall size of operations. Please don’t slate me for it, best I can do with the data available.
I also remove any extraneous data like cargo, diverts or charters, and that's how I show the data. I did some spot checking against the PVD Date and the data was pretty close before I made my adjustments
Airline list
Tier 1: AA,AS,B6,DL,UA,WN
Tier 2: F9,NK,SY,MX

Data Sets:
Current Month – Nov 22
Prior Month – Sep 22
Q4 2022
YTD
2021
Combined 2021 and 2022
And Comparator of Nov 21 vs Nov 22.

You will see info on flights, seats, passengers, capacity %, miles, average stage lengths, air-time, etc. I've used about every metric they have in the specific file.

So I hope you find this useful.

Key Data from the report:

Nov Month
3,731 flights recorded, 567,197 seats and 474,029 passengers (83.6%), Avg of 127 passengers per flight across the network
Oct comparatives: 4,107, 628,638 and 534,854 in Oct (85.1%), Average Pax on flights were 130
Departures are at 60 per day
Seats were down 9.8% overall, Pax down 11.4% Month to Month

Nov YTD
42,952 flights, 6,249,426 seats and 5,138,070 passengers (82.2%), avg pax count 12, which is running 11 above 2021.
Vs Nov 2021
3,920 flights (178 above than 2022), 533,506 seats (34K lower than 22), 451,252 (23K lower than 2022). (84.6%, so loads were 1.0% lower in 22 vs 21, despite the increase in capacity
6.3% increase in seats, matched with a 5% increase in Pax

Airline Information (as noted, because of the direct inclusion of the Regionals. DL/AA and UA split maybe off slightly, although there is limited competition on routes.

Highest number of passengers – Nov 22- combined direction
AA – 101,650 (105 per flight) – 1,224,054 YTD
DL – 93,137 (140 per flight) – 908,303 YTD
WN – 87,549 (141 per flight) – 841,328 YTD

Average stage length increased to 845 from 819 and is slightly higher than Nov 21 (823)
Relative Market Share- based on Pax Counts:
AA – 21.4%
DL – 19.6%
WN- 18.5%
B6 – 15.1%
UA – 9.4%
F9 – 8.9%
NK 3.6%
MX 3.4%


Usual disclaimers apply, Data is only as good as what was submitted to the feds and I make no judgement or comment about profitability of routes, as the data just isn’t there.

for now, Enjoy and any questions, please let me know.

Thanks for the report on my home airport. I am surprised by the small difference between AA and DL regarding market share. I thought AA had a greater market share.

jmscsc wrote:

VS4ever wrote:

Hot on the heels, I bring you BDL
Hi all,

1st time - Bradley Domestic traffic thru November from the T-100 reports. I am only looking at 21 and 22 at the moment, to show the progression out of Covid.

link is here: https://docs.google.com/spreadsheets/d/ ... ue&sd=true
source data is the DOT published data through Nov 22
Summary of data:

First few tabs are summary of the entire performance across the entire network, then it works through 3 Tiers.
Big 6 are Tier 1 (AS is excluded as nothing operated), other Majors are Tier 2 and a regional that provides scheduled services is shown in Tier 3.
Big point of order.. You will not see regionals separated on their own, using a different report, I figured out the number of flights for the regionals to their parent airlines. However…. No way to officially split out Seats and Passengers specifically, so I pro-rated the amounts based on the number of flights where there is competition on routes. Not the best, but the only option, to at least get an idea of the overall size of operations. Please don’t slate me for it, best I can do with the data available.
I also remove any extraneous data like cargo, diverts or charters, and that's how I show the data. I did some spot checking against the PVD Date and the data was pretty close before I made my adjustments
Airline list
Tier 1: AA,AS,B6,DL,UA,WN
Tier 2: F9,NK,SY,MX

Data Sets:
Current Month – Nov 22
Prior Month – Sep 22
Q4 2022
YTD
2021
Combined 2021 and 2022
And Comparator of Nov 21 vs Nov 22.

You will see info on flights, seats, passengers, capacity %, miles, average stage lengths, air-time, etc. I've used about every metric they have in the specific file.

So I hope you find this useful.

Key Data from the report:

Nov Month
3,731 flights recorded, 567,197 seats and 474,029 passengers (83.6%), Avg of 127 passengers per flight across the network
Oct comparatives: 4,107, 628,638 and 534,854 in Oct (85.1%), Average Pax on flights were 130
Departures are at 60 per day
Seats were down 9.8% overall, Pax down 11.4% Month to Month

Nov YTD
42,952 flights, 6,249,426 seats and 5,138,070 passengers (82.2%), avg pax count 12, which is running 11 above 2021.
Vs Nov 2021
3,920 flights (178 above than 2022), 533,506 seats (34K lower than 22), 451,252 (23K lower than 2022). (84.6%, so loads were 1.0% lower in 22 vs 21, despite the increase in capacity
6.3% increase in seats, matched with a 5% increase in Pax

Airline Information (as noted, because of the direct inclusion of the Regionals. DL/AA and UA split maybe off slightly, although there is limited competition on routes.

Highest number of passengers – Nov 22- combined direction
AA – 101,650 (105 per flight) – 1,224,054 YTD
DL – 93,137 (140 per flight) – 908,303 YTD
WN – 87,549 (141 per flight) – 841,328 YTD

Average stage length increased to 845 from 819 and is slightly higher than Nov 21 (823)
Relative Market Share- based on Pax Counts:
AA – 21.4%
DL – 19.6%
WN- 18.5%
B6 – 15.1%
UA – 9.4%
F9 – 8.9%
NK 3.6%
MX 3.4%


Usual disclaimers apply, Data is only as good as what was submitted to the feds and I make no judgement or comment about profitability of routes, as the data just isn’t there.

for now, Enjoy and any questions, please let me know.

Thanks for the report on my home airport. I am surprised by the small difference between AA and DL regarding market share. I thought AA had a greater market share.

Happy to do it, now i've got it up and running, it should be easier to update monthly and with next month having December, getting a full year 22 will be interesting.

As for your question, I think it depends on the basis and the time frame. For example For Nov 22, the shares are (based on my reports)

Airline, Flights, Seats, Pax
AA, 26.1%, 20.6%, 21.6%
DL 17.8%, 19.9%, 19.6%
WN 16.6%, 18.2%, 18.5%
B6 13.7%, 14.6%, 15.1%
UA 10.1%, 8.9%, 9.4%
F9, 7.7%, 9.7%, 8.9%
NK 3.5%, 4.2%, 3.6%
MX 4.6%, 3.7%, 3.4%

But for YTD 22

AA, 28.8%, 23.7%, 23.9%
DL 17.1%,18.0%, 17.7%
WN 14.3%, 15.9%,16.4%
B6 12.6%, 14.1%, 14,4%
UA, 12.2%, 10.9%, 11.3%
NK, 6.7%, 8.2%, 8.1%
F9, 4.5%, 6.2%,5.8%
MX, 3.7%, 3.0%, 2.4%

So you could draw very different conclusions, based on both parts of the metric, Clearly over the year AA is #1, but the relative gap is close in Nov 22. Now is this because AA drew down their winter network, or was it because the others grew against that. I am adding a sheet to the data about this, should be ready tomorrow.

jmscsc wrote:

VS4ever wrote:

Hot on the heels, I bring you BDL
Hi all,

1st time - Bradley Domestic traffic thru November from the T-100 reports. I am only looking at 21 and 22 at the moment, to show the progression out of Covid.

link is here: https://docs.google.com/spreadsheets/d/ ... ue&sd=true
source data is the DOT published data through Nov 22
Summary of data:

First few tabs are summary of the entire performance across the entire network, then it works through 3 Tiers.
Big 6 are Tier 1 (AS is excluded as nothing operated), other Majors are Tier 2 and a regional that provides scheduled services is shown in Tier 3.
Big point of order.. You will not see regionals separated on their own, using a different report, I figured out the number of flights for the regionals to their parent airlines. However…. No way to officially split out Seats and Passengers specifically, so I pro-rated the amounts based on the number of flights where there is competition on routes. Not the best, but the only option, to at least get an idea of the overall size of operations. Please don’t slate me for it, best I can do with the data available.
I also remove any extraneous data like cargo, diverts or charters, and that's how I show the data. I did some spot checking against the PVD Date and the data was pretty close before I made my adjustments
Airline list
Tier 1: AA,AS,B6,DL,UA,WN
Tier 2: F9,NK,SY,MX

Data Sets:
Current Month – Nov 22
Prior Month – Sep 22
Q4 2022
YTD
2021
Combined 2021 and 2022
And Comparator of Nov 21 vs Nov 22.

You will see info on flights, seats, passengers, capacity %, miles, average stage lengths, air-time, etc. I've used about every metric they have in the specific file.

So I hope you find this useful.

Key Data from the report:

Nov Month
3,731 flights recorded, 567,197 seats and 474,029 passengers (83.6%), Avg of 127 passengers per flight across the network
Oct comparatives: 4,107, 628,638 and 534,854 in Oct (85.1%), Average Pax on flights were 130
Departures are at 60 per day
Seats were down 9.8% overall, Pax down 11.4% Month to Month

Nov YTD
42,952 flights, 6,249,426 seats and 5,138,070 passengers (82.2%), avg pax count 12, which is running 11 above 2021.
Vs Nov 2021
3,920 flights (178 above than 2022), 533,506 seats (34K lower than 22), 451,252 (23K lower than 2022). (84.6%, so loads were 1.0% lower in 22 vs 21, despite the increase in capacity
6.3% increase in seats, matched with a 5% increase in Pax

Airline Information (as noted, because of the direct inclusion of the Regionals. DL/AA and UA split maybe off slightly, although there is limited competition on routes.

Highest number of passengers – Nov 22- combined direction
AA – 101,650 (105 per flight) – 1,224,054 YTD
DL – 93,137 (140 per flight) – 908,303 YTD
WN – 87,549 (141 per flight) – 841,328 YTD

Average stage length increased to 845 from 819 and is slightly higher than Nov 21 (823)
Relative Market Share- based on Pax Counts:
AA – 21.4%
DL – 19.6%
WN- 18.5%
B6 – 15.1%
UA – 9.4%
F9 – 8.9%
NK 3.6%
MX 3.4%


Usual disclaimers apply, Data is only as good as what was submitted to the feds and I make no judgement or comment about profitability of routes, as the data just isn’t there.

for now, Enjoy and any questions, please let me know.

Thanks for the report on my home airport. I am surprised by the small difference between AA and DL regarding market share. I thought AA had a greater market share.

I've added a new tab for Market share and calculated by flights and seats, it's interesting that AA's numbers went up, but because of the growth by other airlines it actually kept the overall market share in check.

https://docs.google.com/spreadsheets/d/ ... ue&sd=true

VS4ever, thanks. A really interesting document. The hard work is truly appreciated!