|Quoting MtnWest1979 (Reply 45):|
Well not sure about a 'moral' problem ( but I have heard of a few lol), but can attest to morale.
LOL sigh...you got me there. Employee survey results were posted yesterday - it was pretty regardless of how some will try to spin it. Faith in senior leadership is dead. Gary and friends in Dallas have their work cut out for them.
|Quoting Cubsrule (Reply 46):|
What difference does the flight number make? If the airplane and crew leave late, they are going to affect the downline cities regardless of how many flight numbers are involved.
Maverick covers it pretty well. I'll add to his comments below...
|Quoting maverickTTT (Reply 49):|
The point is, when you sell a flight that flies "direct service" on a AAA-BBB-CCC-XXX-YYY-ZZZ routing, you're picking up people in AAA that are going to CCC, people in BBB that are going to XXX, and people in CCC that are going to ZZZ (and whatever other downline combination). If you have a disruption, you can't recover without further inconveniencing people who paid for direct service. If you limit a line of flight to AAA-BBB-CCC, those pax that got on at BBB that are going to XXX or ZZZ are no longer expecting direct service, thus making recovery swap opportunities easier to swallow for all involved. You can apply the same logic to crew scheduling.
Exactly. Selling the direct service is a big advantage to those passengers that rely on them - Unaccompanied Minors, Standard Award reservations, RR bookings, and those trying to get between cities that might require 2 stops (but the system won't sell 2 connections or more).
Let's not also forget that while it happens, stubbing flights is rare and causes all kinds of issues. Reaccomodating passengers (when they are limited to WN only flights), lost bags, etc. Also if flight numbers die at a hub, it makes it much easier to swap aircraft and keep flights ontime.