One-on-one with United president Scott Kirby - McGinnis
Apr 2, 2019, 8:46 pm
#46
Join Date: Jan 2017
Location: Portland OR
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Posts: 560
The key word there is "buy up", so it's people that in some form or other start with BE. Thus it excludes most corporate travelers (where BE isnt even offered), probably anyone that turns of "Show BE fares" on the app, and most likely also those that select the Economy fare to start with on the website.
ie, people who select "BE" at first, but then realize by the time they check the bag they now can't carry-on it's going to cost basically the same - and with other disadvantages like no seat selection.
ie, people who select "BE" at first, but then realize by the time they check the bag they now can't carry-on it's going to cost basically the same - and with other disadvantages like no seat selection.
Apr 2, 2019, 8:54 pm
#47
Join Date: Jan 2017
Location: Portland OR
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Posts: 560
Re JFK, Kirby’s regret seems focused on the TCons being dropped (that was all UA had there for years) and the loss of corporate contracts.
I don’t see any move specifically to connect to partners at JFK. The current setup of partners flying to/from JFK (esp the JVs such as LH, LX, NH) while UA flies the bulk from EWR works quite well. JFK serves the O&D market and UA gets its share of the revenue pot, while EWR serves both O&D and connections.
I don’t see any move specifically to connect to partners at JFK. The current setup of partners flying to/from JFK (esp the JVs such as LH, LX, NH) while UA flies the bulk from EWR works quite well. JFK serves the O&D market and UA gets its share of the revenue pot, while EWR serves both O&D and connections.
Apr 2, 2019, 9:10 pm
#48
Join Date: Sep 2014
Posts: 2,531
Newark is closer to (most parts of) Manhattan, not "closer to NYC". Obviously which airport you prefer for O&D has a lot to do with where you are going and whether you are taking a car or transit, which is going to be different for everyone. And which airport you prefer for connecting has to do with connecting partners, timetables, and easy of connecting between terminals.
United just built a brand new fancy UC in LGA (it's not yet open), which is a good signal they don't plan to pull out anytime soon. I think they see it as a strong O&D station.
The new LGA terminal is beautiful and spacious by the way can't wait for UA to move over fully.
If anything, I see UA dropping LGA and moving some of their domestic flights to JFK
The new LGA terminal is beautiful and spacious by the way can't wait for UA to move over fully.
Apr 2, 2019, 10:44 pm
#49
Join Date: Apr 2010
Programs: AA PP, UA 1K/MM, WoH Globalist, HH Gold
Posts: 1,201
If you're willing to pay a premium for a pair of seats alone, premium economy is right up your alley. It's less than $300 more roundtrip than economy on EWR-FRA for example. I doubt that's what UA intended long term, but that's how the market is currently shaping up. And you get a whole lot more legroom than you ever did in economy, plus 50% more PQMs.
Apr 3, 2019, 1:06 am
#50
Join Date: Sep 2013
Posts: 1,116
If anything, I see UA dropping LGA and moving some of their domestic flights to JFK to support connections with the rest of the * network since I don't see those carriers moving to LGA or EWR given how stretched to the limits the latter's Terminal B is! UA's decision to have no presence in JFK is also hampering their JV partner AC since they can't dump flights into JFK to support international routings, no no no! Instead, they must sync up with UA's hubs to support onward connections on the network.
Safe Travels,
James
Safe Travels,
James
But I really would hate losing LGA
Apr 3, 2019, 1:19 am
#51
Join Date: Jan 2017
Location: Portland OR
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It looks to me as though those really cheap P fares of the last 2 years ($2,500) are going away and are being replaced by P+. Having flown the excellent P+ seat that’s fine by me.
Apr 3, 2019, 1:38 am
#52
Join Date: Feb 2015
Programs: united
Posts: 1,636
From my point of view this would SUCK the worst. JFK and EWR are both equally annoying to get to from where I live. I have committed to EWR and when I'm in a hurry/don't mind a connection I fly LGA to ORD. I have family in Chicago so I fly this route many times a year (when I just can't convince myself to pay $550 round trip from HPN). I like LGA-- I think UA had it right before with PS flights landing at JFK and connecting to on-ward EU flights. I could see maybe 4-6 round trips a day LAX/SFO-JFK that could be good for connectors.
But I really would hate losing LGA
But I really would hate losing LGA
Apr 3, 2019, 5:31 am
#53
Join Date: Feb 2002
Location: NYC: UA 1K, DL Platinum, AAirpass, Avis PC
Posts: 4,599
From my point of view this would SUCK the worst. JFK and EWR are both equally annoying to get to from where I live. I have committed to EWR and when I'm in a hurry/don't mind a connection I fly LGA to ORD. I have family in Chicago so I fly this route many times a year (when I just can't convince myself to pay $550 round trip from HPN). I like LGA-- I think UA had it right before with PS flights landing at JFK and connecting to on-ward EU flights. I could see maybe 4-6 round trips a day LAX/SFO-JFK that could be good for connectors.
But I really would hate losing LGA
But I really would hate losing LGA
If like EWR there were lots of destinations that don't have an SFO/LAX nonstop on Star then there'd be more of a connection case - like BCN, MAD, MAN, MXP, FCO, ATH, TXL, BOM.
The other thing going for LGA would be if they remove the distance limit on flights ('perimeter rule'). That would open up truly premium transcon out of LGA.
Last edited by cerealmarketer; Apr 3, 2019 at 5:38 am
Apr 3, 2019, 10:03 am
#54
Join Date: Apr 2012
Location: Colorado
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If you're willing to pay a premium for a pair of seats alone, premium economy is right up your alley. It's less than $300 more roundtrip than economy on EWR-FRA for example. I doubt that's what UA intended long term, but that's how the market is currently shaping up. And you get a whole lot more legroom than you ever did in economy, plus 50% more PQMs.
Apr 3, 2019, 10:19 am
#55
Join Date: Feb 2002
Location: BNA
Programs: HH Gold. (Former) UA PP, DL PM, PC Plat
Posts: 8,184
The real problem with EWR, and all of the NYC airports, is the lack of airspace. Many of the inbound ATC delays, and excessive taix-out delays, are due to airspace restrictions. Too many flights in too small of an area. Not sure how you fix that.
The most exclusive airport in the NY metro favored by people who value time the most by far is in NJ.
It's Teterboro.
It's Teterboro.
Apr 3, 2019, 10:35 am
#56
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Condor has angled (170 degree) business class seats. I have flown them a few times from the west coast because of business class fares were quite low when factoring in the mileage earnings with Alaska. They are currently not owned by Lufthansa (though there is talk of perhaps taking it over from current parent Thomas Cook - see https://skift.com/2019/03/14/lufthan...irline-condor/).
Apr 3, 2019, 10:49 am
#57
Join Date: Sep 2014
Posts: 2,531
Bigger planes, fewer flights @:-)
Apr 3, 2019, 11:03 am
#58
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Apr 3, 2019, 11:19 am
#59
Join Date: Sep 2014
Posts: 2,531
This is why EWR used to be slot-controlled.
Apr 3, 2019, 11:26 am
#60
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Slot controls are an imperfect solution at best. EWR-LHR is a perfect example. LHR is strictly slot controlled. What that means as a practical matter is that carriers protect their slots at all costs. So during periods of light demand, UA will fly five relatively low capacity aircraft (752s or 763s) EWR-LHR, rather than two or three larger aircraft (772 or 77W), in order to ensure they keep the slots.