Originally Posted by
rkkwan
Actually, I wasn't talking about product uniformity, but fleet uniformity.
The only subfleet CO has right now are 738 (mid-lav and non mid-lav), and 764 (20/236 and 35/200). Most airlines have more subfleet types.
764s are used not only for international routes, but also Hawaii/Guam. So, they'll also have PE on Hawaii routes.
If you put PE on 752s, that's going to decrease the total number of Y seats further for the EWR-Florida runs in the afternoon; as they can't really sell PE for just a couple of flights each day on these routes.
But my original point is that if they do PE, they'll have to put them on all its 787s, 777s, 767s, and 757s. So, you'll see them on Florida, Europe, Asia, Hawaii. Perhaps PE is extremely lucrative for US-London, but will it be equally lucrative for Bristol, Cologne, Athens, Peking? Maybe, but I don't know.
What sort of role does having extra weight capacity for cargo play into this picture of E+? This is something I didn’t quite get from LK at his presentation at the last DO: they are not willing to put in fancy new BF seats that lie horizontally flat if they mean giving up the total number of seats, but that would mean extra weight capacity for freight and the like, no? Fewer seats, fewer bodies, fewer passenger baggage=more weight capacity for cargo. Same would go for E+.
I also like that E- usage for coach.