Originally Posted by
aacharya
I agree with the poster, with a caveat.
EWR for CO/UA has far more premium domestic class passengers versus JFK.
I do agree, however, that ps needs to stay at JFK due to other airlines'
offerings and the *A links.
Hence there is no need for CO/UA at EWR to differentiate itself.
For years I have argued that EWR desperately needed a true premium transcon service, provided by CO, obviously.
And for years I have been confronted with arguments that there is "no demand for premium transcon out of EWR," a point of view I never understood, since EWR supports PMCO's overseas gateway with hundreds of seats daily in BF, some of which cost nearly $10,000 round trip, not to mention J and F seats on about a dozen other airlines.
In the meantime, though, it is not at all accurate to write that CO/UA has "far more premium domestic class passengers versus JFK," at least depending on one's definition of "premium."
Sure, PMCO has zero presence at JFK, so, no matter what, they have more passengers at EWR than at JFK, premium or otherwise.
In the case of PMUA, though, they have their PS service to JFK and "ordinary" domestic FC for their transcon to EWR.
The daily inventory of premium seats on PMUA to JFK is far in excess of the daily premium inventory to EWR, even if you include the flights PMCO operates to LAX and SFO on the 752.
Here is the comparison:
PMUA's PS service to and from JFK to LAX/SFO (and back) operates a daily inventory of 288 F and 624 J.
PMCO's 752 transcon service (which is not guaranteed and subject to equipment swaps) operates a daily round trip inventory of 0 F and 192 J, a fraction of what UA PS offers.
The total premium inventory provided by UA PS ex-JFK is 912 seats, while the total provided by PMCO ex-EWR is 192, or about 21% of the premium seat inventory.