What they the heck. Put me down on the list of people want to see service there. I've had MSP as my final destiantion from NYC on trips in 1997, 2000, 2001, 2002, 2004, 2006, and 2007 (not to mention the trip in comin' up in '08).

Showing B6 and MAC there is demand to support the service is important. Otherwise, B6 would never open or expand any stations (especially on routes with a lot of flights and carriers already in place). I'm certainly there enough to warrant the destination from my end atleast but I'm only one person. What B6 needs to see is that this route would have a reasonable chance to secure some sort of consistant profit. Like what B6, JetBlueFA, and I have mentioned, its not something to hold your breathe for in the near future. I hope I'm wrong on it but we'll see what happens.

I'm not holding my brathe on it. I would like to see them begin service to MSP from Boston, New York, Long Beach or some other city to MSP by late 2008 or early 2009. I had a trip to JFK this past feburary and the only cheap air fare from MSP to JFK was Sun Country. The name of the orgainization to get Jetblue to MSP would be the Organization to Get Jetblue to MSP or O.G.J.M

I have an idea of how JetBlue can fly to MSP. First, they start off by offering 2-3 daily non-stop flights to JFK. If the demand is high for service to JFK, add another non-stop. They would only need one gate to start and that gate would be over at the Humphrey Terminal. Second, When they see a demand for another destination from MSP, say Boston, they could add that route 2-3 times a day non-stop from another gate. Third, repeat step 2 with either Long Beach, Dulles or Oakland. Fourth, add a new destination from MSP say to Orlando, San Diego, or Las Vegas and, BOOM you have got yourself a small focus city in the midwest. Fifth, if/when the Humphrey Terminal gets expanded, add a few more flights/destinations. Does that sound like a great idea or what?!

MSP might be good for the Blue Bus to come into because it misses any Canyon Blue competition, even with the big bad Red Monster. Your plan is too intense though, B6 could use MSP as an E190 transfer station East to West (connecting to my SEA expansion ideas of course). A begining flight schedule could be:

MSP-SEA 3X
MSP-JFK 2X
MSP-IAD 2X
MSP-BOS 2X

This could operate with one gate, SEA-MSP-IAD as a redeye (gets SEA-IAD) that arrives after a RON MSP-JFK leaves. BOS-MSP leaves at 0600 and does a strait return. IAD-MSP-SEA arrives at MSP after MSP-BOS leaves. SEA-MSP-JFK arrives in MSP after MSP-SEA departs. BOS-MSP-SEA arrives in MSP and then SEA-MSP-BOS leaves late at night.

I would be hesitant to endorse MSP because the flyers are rabidly devoted to the Big Bad WorldPerks account.

Just as an aside, SY is a joke. I can't find connections on their website and they list SEA-IAD as a route but they don't sell it. Who would want to fly SEA-Laughlin, NV anyway? They seem to operate like a public charter!

I would love to see B6 begin service into MSP. I vote MSP-BOS.

If B6 begain MSP-JFK I think that market competition is too strong and B6 would get shut out within a few months.

I know that the AA service from MSP-LGA is struggling due to competition with NW, SY, and CO. I think B6 would have difficulty capturing the business traveler which you commonly see on this route as they don't have a very developed elite program. I would personally sacrafice a few more dollars to fly on DL or NW in hopes of getting an upgrade and FF miles that I can use to travel almost anywhere in the world.

On the other hand the only competition with MSP-BOS would be NW. I know these flights are almost always full but I know a lot of these passengers are also passengers making connections in MSP which wouldn't might not work with the plan.

how about this:
MSP-SEA 2X
MSP-JFK 2X (1 with E190, 1 with A319/A320)
MSP-IAD 2X (1 with E190, 1 with A319/A320)
MSP-BOS 3X (All with A319/A320)

MSP will be perfect once DL and NW merge and MSP starts to lose its significance in their route structure

I think that it is a good mid-con point, just like AUS or DFW or MCI or STL. The disadvantage of attacking at MSP is that it is a hub, just like DFW, and drawing pax away from their loyalties costs money. B6 needs to attack markets where they can find reasonable yields, not pour cash into attracting pax away from their existing love.

SY may be a joke, but they are a low-priced joke and they're still in business. They also offer service to a couple B6 cities (MCO and JFK at least). That makes competing harder. BOS wouldn't be a terrible route to compete on, and SEA isn't bad, though the stage length is a little longer than ideal from a revenue perspective. It'd be interesting to see one or two more west coast options mixed in. Maybe SFO? Maybe SAN? Sometihng in the LAX region wouldn't be terrible, but the LGB slots are too valuable to throw at a risky move like this.

MSP is a possibility, just like a number of other cities. But I do not see B6 going after a city with 10x daily unless they truly build it up slowly. Otherwise the startup marketing costs would be too much to make the routes profitable.

S.

If they merge. If NW and DL merge and Delta gets rid of some flights from MSP, airlines like B6, WN, and VX could/would move in and SY would move to the lindbergh terminal and expand their route structure.

B6 doesn't fly the A319, just the A320 and the E190.

Why would BOS have more service than JFK? BOS is a smaller market with less connecting potential than JFK (not much anyway in JFK). At the moment B6 should start to fly any route within range with an E190 to build up the market. Unless the route needs more than 300 seats, 3X daily should be the minimum. Also, any JFK route over 2X E190 should be exclusively A320 because of JFK slot restrictions. You leave MSP-SEA blank, does that indicate A320 or E190? Both would be fine.

I would keep B6 out of MSP anyway but MSP-BOS at 450 daily seats would be insanity. You leave MSP-JFK at 250 daily seats, what is the point of that?

I still think that there are many airports more important than MSP to add to the B6 network.

To sbm12, B6 would want to go into MSP (or any city) with 10X daily because it evens out advertising costs between 10 flights, instead of 1-3 flights.

Because there is less competition to BOS as well. The NYC-MSP market has something like 5 carriers (including an LCC into the same airport) flying a ton of seats. BOS-MSP has one carrier. I'd rather compete against one than five. There is the other side, which is that if the loads demanded it someone else would step in, but I'm guessing NW is pretty aggressive at defending MSP and that, combined with no carrier hubbing at BOS means only NW serves that route.

Sure, but they haven't done it that way too often previously. I actually can't think of a city where they've showed up so aggressively. I'm guessing that the amortization of the advertising costs is a pittance relative to the cost of flying a bunch of empty planes around hoping that traffic shows up.