757 to London in Sep/Oct
Apr 10, 2007, 9:34 am
#16
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Do you honestly think US will pony up for LHR slots? That would seem out of character for them. It seems to me the only way to make any money flying into LHR is to sell a bunch of C, which, as you pointed out, seems unlikely. Are the Y yields to LHR much higher than those to LGW?
Apr 10, 2007, 9:38 am
#17
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Do you honestly think US will pony up for LHR slots? That would seem out of character for them. It seems to me the only way to make any money flying into LHR is to sell a bunch of C, which, as you pointed out, seems unlikely. Are the Y yields to LHR much higher than those to LGW?
From http://www.eastvalleytribune.com/story/87529
UBS Research wrote: “US Airways has a bad (quarter) in most all respects.”
The investment company said the Tempe carrier could have fared worse and acknowledged Kirby’s positive guidance, but said higher fuel charges will continue to sock the entire industry, and US Airways’ lack of a big international business will hurt the carrier even more.
“International is the place to fly and (US Airways) doesn’t do enough of it. Industry wide domestic revenue per available seat miles looks flattish, while international is up nearly double digits,” according to UBS researchers
Apr 10, 2007, 11:16 am
#18
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I guess 19 European destinations aren't enough to qualify for "enough of it". If their widebody fleet doubles in size over the next 5 years, then they would have something to compete with.
Apr 10, 2007, 12:05 pm
#19
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Do you honestly think US will pony up for LHR slots? That would seem out of character for them. It seems to me the only way to make any money flying into LHR is to sell a bunch of C, which, as you pointed out, seems unlikely. Are the Y yields to LHR much higher than those to LGW?
They are bound to convince themselves that all they really need to take the PHL market is to redirect the traffic to LHR. As far as funding the slots for a CLT service, they would have a 2-pronged plan: 1) marginal savings from shutting down at LGW, and 2) a nice hefty fare increase for their "captive" flyers at CLT. They will doubtless remark that not having PHX/LAS to worry about means, compared to the other London "have nots", US is in a relatively cheaper transition cost situation. DL and CO will have to maintain dual London operations, since entering New York-LHR and CLE/CVG-LHR would be counterproductive, but moving Houston and Atlanta will be vital for keeping up with BA.
Apr 10, 2007, 12:06 pm
#20
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Apr 10, 2007, 12:17 pm
#21
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The transatlantic 757's have 12 true Envoy seats, right out of the A330s. Not anything like the "crappy" domestic F seats on the non-transatlantic 757's. 2 differnet beasts, really.
The A330 has 24 Envoy and 6 sleepers
The 767 has, and will continue to have, 24 Envoy seats with new lie-flat seats installed this Fall/Winter (07-08).
The A330 has 24 Envoy and 6 sleepers
The 767 has, and will continue to have, 24 Envoy seats with new lie-flat seats installed this Fall/Winter (07-08).
Apr 11, 2007, 8:27 am
#22
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If it were solely money, we'd be in agreement, but there's pride at stake and we know that personal pride is something Mr Parker and company are all too invested in.
They are bound to convince themselves that all they really need to take the PHL market is to redirect the traffic to LHR. As far as funding the slots for a CLT service, they would have a 2-pronged plan: 1) marginal savings from shutting down at LGW, and 2) a nice hefty fare increase for their "captive" flyers at CLT. They will doubtless remark that not having PHX/LAS to worry about means, compared to the other London "have nots", US is in a relatively cheaper transition cost situation. DL and CO will have to maintain dual London operations, since entering New York-LHR and CLE/CVG-LHR would be counterproductive, but moving Houston and Atlanta will be vital for keeping up with BA.
They are bound to convince themselves that all they really need to take the PHL market is to redirect the traffic to LHR. As far as funding the slots for a CLT service, they would have a 2-pronged plan: 1) marginal savings from shutting down at LGW, and 2) a nice hefty fare increase for their "captive" flyers at CLT. They will doubtless remark that not having PHX/LAS to worry about means, compared to the other London "have nots", US is in a relatively cheaper transition cost situation. DL and CO will have to maintain dual London operations, since entering New York-LHR and CLE/CVG-LHR would be counterproductive, but moving Houston and Atlanta will be vital for keeping up with BA.
Apr 11, 2007, 11:51 am
#23
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there is evidently a reallocation process, which is slow but cheap, and there is a private market, which is as fast as one's budget allows. before the new agreement was reached, I think we saw some good slot pairs trade hands for $16-20million per. I expect the price has since gone up.
Apr 11, 2007, 12:44 pm
#24
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I thought I read somewhere that there actually are slots available now in very limited numbers, but very late at night (eg, unusable for transatlantic ops, except for daytime flights).
Apr 11, 2007, 1:02 pm
#25
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I've read the same, although it's been a while. Plenty of slots as long as you want to leave/arrive the US side in the wee hours of the morning.
Jim
Jim
Apr 11, 2007, 1:05 pm
#26
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Never flown a US airway 757, but the AA 757 are miserable in both cabins...
Apr 11, 2007, 1:57 pm
#27
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Apr 11, 2007, 4:27 pm
#28
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even so, one can see it now. takeoff 605am from LHR, arrive 830am PHL. depart 1055am PHL, arrive LHR 1055pm.
Apr 11, 2007, 7:10 pm
#29
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having scheduled service between 11pm and 6am at LHR can only be done if the aircraft noise rating is below 99 EPNdB--- I know nothing about various plane noise levels, does US have any that quiet?
even so, one can see it now. takeoff 605am from LHR, arrive 830am PHL. depart 1055am PHL, arrive LHR 1055pm.
even so, one can see it now. takeoff 605am from LHR, arrive 830am PHL. depart 1055am PHL, arrive LHR 1055pm.
And, having a daytime flight from PHL to London would be really great, but it kills any *A connection options, so it would have to be primarily destination traffic. NY supports a few such flights, but most are evening departure/morning arrivals.
Apr 11, 2007, 9:04 pm
#30
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Which means people need to start queueing up at LHR around 4am, meaning they need to wake up even earlier to make the flight. Plus, their body clocks would really be a mess.
And, having a daytime flight from PHL to London would be really great, but it kills any *A connection options, so it would have to be primarily destination traffic. NY supports a few such flights, but most are evening departure/morning arrivals.
And, having a daytime flight from PHL to London would be really great, but it kills any *A connection options, so it would have to be primarily destination traffic. NY supports a few such flights, but most are evening departure/morning arrivals.