you got that right
Originally Posted by geoffco
The 1/3 number that the f/a referred to was for Y and F for our particular flight on that day. I know that this number is for one flight on one day and can not be used to rationalize profit/loss on a market, but it is a fair example of why HNL is often referred to as a "low yield" market. BTW there were only 10 passengers in F on our 753, at least 2 of whom paid $250 at the gate to upgrade. And that NW still allows mileage upgrades (for elites) from any fare for 17.5k miles, you can bet several more took this route. I used HNL as a stopover on a $540 r/t Lansing-Singapore.
I'm actually glad that NW has the 753's on the HNL runs. This aircraft provided them with the opportunity to re-enter this market from the west coast with yields that exceed what they could charge for DTW-west coast flights, which are only 500 miles or so shorter in length. They would never have started PDX-HNL or restarted SFO/LAX-HNL with DC10's.
Also note that the $1.42/gal fuel number that you used was the average system wide. Care to guess how much more it is in HNL?
A while back I left hnl and was dozing off. The blaring pa woke me up. It seems that when the plane was pushed back to the scale it was over weight. The pilot explained that HNL ground pumped an extra 3500 lbs of fuel on-board We proceeded to the gate and dumped 3500 lbs of paying cargo to make up for the difference. Higher fuel price- less paying cargo- an extra hour for customers. Is that any way to run an airline? Dont ya luv it PS the sea hnl is so strong that the sfo and pdx get fed from here And as a fter that was a great deal to sing
Last edited by rwill11; May 11, 2005 at 7:53 pm