May 27, 2014, 1:26 pm
Last edit by: aacharya
West Coast route cuts/additions/material changes:
LAX - 8 daily ends 1 daily starts net reduction 7 daily
LAX-PIT (1x daily)
LAX-PDX (2x daily ended)
LAX-SJC (2x daily)
LAX-BFL (Bakersfield, CA) (2x daily ended)
LAX-YLW (1x daily, moved to SFO)
4 gates in Terminal 6 leased to AA (Gates 60-63)
ADDED LAX-MEL (789)
ADDED LAX-MSP (CR7)
LAX-CLD (7x daily ending May 2015)
SFO
SFO-NRT (reduced x1 777/day, switched to HND)
SFO-LMT (Klamath Falls, OR)(ended)
SFO-MOD (Modesto, CA) (ended)
ADDED SFO-HND (1x daily 772, moved from NRT)
ADDED SFO-YLW (1x daily CR2, moved from LAX)
ADDED SFO-ATL (2x daily 738)
Expanded SFO-MSP (previously 1x daily mainline, winter 2x E75, next summer 1x E75 + 1x mainline)
Expanded SFO-STL (previously 1x daily mainline, soon 1xE75 + 1x mainline)
Expanded SFO-RDU 2x daily mainline over the summer
SEA
SEA-NRT (gone)
SEA-GEG (gone)
SEA-ANC (ended)
SEA-CLE (seasonal, gone)
PDX
PDX-SEA (ended)
PDX-EUG (ended)
PDX-RDM (ended)
PDX-CLE (seasonal, gone)
PDX-LMT (Klamath Falls, OR)(ended)
LAS
LAS-FAT (Fresno CA)
LAS-PSP (Palm Springs, CA)
LAX - 8 daily ends 1 daily starts net reduction 7 daily
LAX-PIT (1x daily)
LAX-PDX (2x daily ended)
LAX-SJC (2x daily)
LAX-BFL (Bakersfield, CA) (2x daily ended)
LAX-YLW (1x daily, moved to SFO)
4 gates in Terminal 6 leased to AA (Gates 60-63)
ADDED LAX-MEL (789)
ADDED LAX-MSP (CR7)
LAX-CLD (7x daily ending May 2015)
SFO
SFO-NRT (reduced x1 777/day, switched to HND)
SFO-LMT (Klamath Falls, OR)(ended)
SFO-MOD (Modesto, CA) (ended)
ADDED SFO-HND (1x daily 772, moved from NRT)
ADDED SFO-YLW (1x daily CR2, moved from LAX)
ADDED SFO-ATL (2x daily 738)
Expanded SFO-MSP (previously 1x daily mainline, winter 2x E75, next summer 1x E75 + 1x mainline)
Expanded SFO-STL (previously 1x daily mainline, soon 1xE75 + 1x mainline)
Expanded SFO-RDU 2x daily mainline over the summer
SEA
SEA-NRT (gone)
SEA-GEG (gone)
SEA-ANC (ended)
SEA-CLE (seasonal, gone)
PDX
PDX-SEA (ended)
PDX-EUG (ended)
PDX-RDM (ended)
PDX-CLE (seasonal, gone)
PDX-LMT (Klamath Falls, OR)(ended)
LAS
LAS-FAT (Fresno CA)
LAS-PSP (Palm Springs, CA)
[Consolidated] United Express (UX) route cuts [2014 & onward]
Aug 29, 2014, 7:57 am
#361
Join Date: Apr 2009
Location: SFO
Programs: UA 1K/MM, AA GLD
Posts: 1,709
The 70-ish miles COS-DEN flight is flown by a mix of CR200, CR700, ERJ145, and Q400. (Fastest I've ever flown on that route is 14 minutes wheels up/wheels down 
)
Given MRY-SFO traffic conditions, a bus would be utterly awful and would make for many, many misconnects at SFO.
)Given MRY-SFO traffic conditions, a bus would be utterly awful and would make for many, many misconnects at SFO.
Tell that to all the folks that take the Monterey Airbus or folks arriving from out of town. Why don't all the people who end up on EWR-ABE or IAH-BPT just drive themselves, by your logic? Why do services like the Marin Airporter exist, if they're just pointless and you'd just drive yourself?
Aug 29, 2014, 8:02 am
#362
Join Date: Jul 2013
Location: MRY - CNX - TXL
Programs: UA 1K / *G / Marriott PE / Expedia Gold+ / Hertz PC
Posts: 7,058
My comment was aimed at people that are actually flying MRY-SFO-MRY. My family and a lot of friends/people I know who fly out of MRY would not be taking the bus up to SFO.
Aug 29, 2014, 8:02 am
#363
FlyerTalk Evangelist
Join Date: Jan 2012
Location: Northern Calif./Eastern Ida.
Programs: Amethyst Premier Plutonium Medallion
Posts: 20,667
my feeling is that if UA pulls out of MRY to SFO, Delta will be back with service to SLC or SEA.
Aug 29, 2014, 8:04 am
#364
Moderator Hilton Honors, Travel News, West, The Suggestion Box, Smoking Lounge & DiningBuzz
Join Date: Jun 2000
Programs: Honors Diamond, Hertz Presidents Circle, National Exec Elite
Posts: 36,037
Aug 29, 2014, 8:31 am
#366
Join Date: May 2013
Posts: 3,361
Aug 29, 2014, 8:35 am
#367
FlyerTalk Evangelist
Join Date: Feb 2007
Location: PDX
Programs: UA 1K, Marriott Plat
Posts: 11,500
It just seems like the nails keep hitting the coffin. Just the other day, my wife was asking me if we are moving to AS (or AA). I have 3 PDX-IAD flights over the next couple of months. I was shocked to learn that PDX-IAD is going away for 60d. I certainly do not want to connect through EWR; ORD can be a gamble with weather; it seems like all the IAH flights are drying up anyway; and I'd rather fly into DCA anyway with better times and the knowledge that I will avoid traffic issues. Add to the previous the int'l travel issues and all the roads keep pointing away from UA...
I did a quick look--can someone please refresh what those dates are? Or better, add to the Wiki!
I did a quick look--can someone please refresh what those dates are? Or better, add to the Wiki!
Aug 29, 2014, 10:08 am
#368
Moderator, Omni, Omni/PR, Omni/Games, FlyerTalk Posting Legend
Join Date: Oct 2004
Location: Between DCA and IAD
Programs: UA 1K MM; Hilton Diamond
Posts: 67,192
Just out of curiosity, why is OO retiring the EMB-120 fleet? I know they're not exactly new a/c, but their operating costs have to be better than a CRJ.
Aug 29, 2014, 10:22 am
#369
Join Date: May 2013
Posts: 3,361
Biggest issue is pilots. They are more difficult to hire and expensive with new regulations. The coat between a jet and EMB pilot isn't all that much, do it makes sense to focus limited resources on more lucrative 70+ seat jet ops. Spare parts and maintenance for EMBs is also becoming more challenging.
Aug 30, 2014, 9:04 pm
#370
Join Date: Aug 2011
Location: IAH / HOU
Programs: UA GS, DL-Plat, Hilton Gold, IHG Platinum, Hyatt Somethingist, Marriott Titanium Lifetime
Posts: 2,853
Sep 1, 2014, 3:33 am
#371
Join Date: Dec 2010
Programs: Whatever gets me there faster.
Posts: 746
Not on the Brasilia. They aren't even hiring for it anymore. Last I heard, though, they had full classes for the other types and are right where they need to be on staffing (staffing balance, though, is another thing, as I understand that some bases are over, and some are under-staffed because of a schedule shuffle.)
This is the reason; specifically parts, and especially prop blades. It's not like they can't get them anymore, though; the cost of replacement parts has skyrocketed, so the profit margins this plane used to make are either razor thin, or non-existent anymore.
This is the reason; specifically parts, and especially prop blades. It's not like they can't get them anymore, though; the cost of replacement parts has skyrocketed, so the profit margins this plane used to make are either razor thin, or non-existent anymore.
Last edited by DXjr; Sep 1, 2014 at 3:49 am
Sep 1, 2014, 7:09 am
#372
Moderator, Omni, Omni/PR, Omni/Games, FlyerTalk Posting Legend
Join Date: Oct 2004
Location: Between DCA and IAD
Programs: UA 1K MM; Hilton Diamond
Posts: 67,192
IIRC, operating costs on a per-seat basis were less than half that of the CRJ-200, so those are definitely some expensive parts!
Sep 1, 2014, 7:26 am
#373
Join Date: Dec 2010
Programs: Whatever gets me there faster.
Posts: 746
The type is dying, though. The last big batch was built in '99-2000, for SkyWest, so that makes the youngest ones 16 years old, which is still quite young for an airframe, but when the manufacturer isn't expressing much, if any, interest in keeping the type going, there isn't much you can do. I'd love to see Embraer build a larger turboprop to compete with the Q-400 and ATR-72, but their focus is on jet right now.
Sep 1, 2014, 8:26 am
#374
Join Date: Feb 2010
Location: PDX (wish I was in HNL)
Programs: Platinum
Posts: 1,687
I have heard that there's a business out there that's certified to either build new or refurbish prop blades, but they only put out 1 a month, which is much less output than required to satiate demand.
The type is dying, though. The last big batch was built in '99-2000, for SkyWest, so that makes the youngest ones 16 years old, which is still quite young for an airframe, but when the manufacturer isn't expressing much, if any, interest in keeping the type going, there isn't much you can do. I'd love to see Embraer build a larger turboprop to compete with the Q-400 and ATR-72, but their focus is on jet right now.
The type is dying, though. The last big batch was built in '99-2000, for SkyWest, so that makes the youngest ones 16 years old, which is still quite young for an airframe, but when the manufacturer isn't expressing much, if any, interest in keeping the type going, there isn't much you can do. I'd love to see Embraer build a larger turboprop to compete with the Q-400 and ATR-72, but their focus is on jet right now.
For small, out of the way communities like ours, the loss of the EMB-120 has a huge impact.
Sep 2, 2014, 1:18 am
#375
Join Date: Mar 2011
Location: EUG
Programs: UA Gold; IHG Spire Elite
Posts: 443
Well, I'm obviously pretty disappointed by the loss of EUG-PDX -- I was pretty attached to the EUG-PDX-ORD route. My options now are SFO (EUG-SFO has terrible on-time performance) or DEN (only 2 flights a day). Or drive/shuttle to PDX. I'll think about switching to AA/AS, but honestly, I think UA will still have the best options for me, based on my typical destinations.
I know we're a small market, so I probably can't complain too much. In the past I've been fine making the trade-off of having to connect, but getting to originate out of an "easier", less crowded airport (meaning, I can almost always go from drop-off to my gate in 3-5 min.). We'll see how the elimination of one of the three main connection possibilities impacts things.
I know we're a small market, so I probably can't complain too much. In the past I've been fine making the trade-off of having to connect, but getting to originate out of an "easier", less crowded airport (meaning, I can almost always go from drop-off to my gate in 3-5 min.). We'll see how the elimination of one of the three main connection possibilities impacts things.