Kirby on CNBC
May 20, 2020, 12:11 pm
#16
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I thought Kirby was more like a politician the way he danced around tough questions. Like his answer about blocking middle seats. His answer that they would contact passengers and give them an option to change flights if the middle seat(s) were being filled on their flight. Big deal! So my now one non-stop flight a day TPA-EWR will have middle seats filled and I can change to tomorrow (might be the same situation) or I could spend 10 hours going via IAH-ORD one way, any of those flights also might being in the same situation. (I get to IAH and the ORD flight has full middle seats-so I'm trapped). This is a response by UA that just does not work.
<rant off>
<rant off>
May 20, 2020, 12:14 pm
#17
Join Date: Dec 2014
Programs: UA GS ,QF Plat
Posts: 686
Kirby just did an interview on CNBC. My notes:
- Seeing pent up demand for both business and leisure travel
- Mid April was bottom, was 10,000 customers then, 35,000 now
- Putting 30-40 larger aircraft on each day to address demand and distancing. Notifying customers of 70%+ load factors, offering free changes
- More important to get customers with need to travel accommodated rather than block seats
- Not expecting major price increases. Expects increased efficiency to offset increased costs.
- UA is flying 40 cargo only flights a day
- Prefers to keep employees on part time vs. layoff so as not to lose knowledge when recovery comes. Pilot and FA unions have to decide whether to reduce line minimums.
- Seeing pent up demand for both business and leisure travel
- Mid April was bottom, was 10,000 customers then, 35,000 now
- Putting 30-40 larger aircraft on each day to address demand and distancing. Notifying customers of 70%+ load factors, offering free changes
- More important to get customers with need to travel accommodated rather than block seats
- Not expecting major price increases. Expects increased efficiency to offset increased costs.
- UA is flying 40 cargo only flights a day
- Prefers to keep employees on part time vs. layoff so as not to lose knowledge when recovery comes. Pilot and FA unions have to decide whether to reduce line minimums.
May 20, 2020, 12:49 pm
#19
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If you are doing a trip of < 500m or so -- e.g. a day's drive -- I don't know why you wouldn't opt for driving over flying, given the latter's current health risks and hassle factors. Regardless of the air option's routing or layover time.
May 20, 2020, 12:56 pm
#20
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While you may not get Corona from driving alone - the odds are far higher of getting into a fatal accident driving versus flying.
May 20, 2020, 1:15 pm
#21
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Driving JAX-ATL about 350 miles say about 5 hours. Jax-ATL flying on DL about 45 minutes. That's why. Oh, and let's not forget the return trip to get home!
May 20, 2020, 1:38 pm
#22
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So that is kind of my point. If United wants to bring customers back, the current schedule of cramped, non-direct flights isn't the way to do it.
I detest long-haul driving, and find it exhausting. But the fact I am considering it shows how unappealing I find the United option.
May 20, 2020, 2:17 pm
#23
Join Date: Dec 2014
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Posts: 686
Agreed ,sub 500 in todays world is almost a no brainer
May 20, 2020, 2:26 pm
#24
Join Date: Mar 2010
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This likely trip is about 575 miles. So over a full day of driving. Under a normal schedule, that is a less then 2 hour direct flight.
So that is kind of my point. If United wants to bring customers back, the current schedule of cramped, non-direct flights isn't the way to do it.
I detest long-haul driving, and find it exhausting. But the fact I am considering it shows how unappealing I find the United option.
So that is kind of my point. If United wants to bring customers back, the current schedule of cramped, non-direct flights isn't the way to do it.
I detest long-haul driving, and find it exhausting. But the fact I am considering it shows how unappealing I find the United option.
May 20, 2020, 2:30 pm
#25
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May 20, 2020, 2:33 pm
#26
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UA can decrease density on board by upgauging aircraft as part of an overall mission to improve customer confidence. But even here he says his short term pennies matter more than easing the customer.
What we have all learned is as much as we live travel, it is unessential at its core when things hit the fan.
May 20, 2020, 2:46 pm
#27
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Pre-COVID I flew ORD-CLE lot for work. Takeoff to touchdown: about 55 minutes. Actual total transit time, my apartment in Chicago to the client's front door in NE Ohio? Five or six hours. That's about the driving time, too, so it was a tossup. That's what the airlines are up against on sub-500 mile trips, especially if the rumors come true of having to show up at the airport hours before departure and line up for health checks, temp taking, etc. When I can just jump in my car and get there about as fast? No contest.
May 20, 2020, 3:01 pm
#28
Join Date: Jun 2014
Programs: UA MM
Posts: 4,125
If you're used to taking a non-stop flight to a destination but now have to connect, what advantage does one airline have over another also offering a connection, from a logistics standpoint? Simply up-gauging aircraft makes no difference in this case. Adding that suspended nonstop flight back to the schedule can make all the difference. Bottom line: you don't keep market share with larger aircraft and poor convenience. You keep it with offering convenient options first.
May 20, 2020, 3:55 pm
#29
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Kirby just did an interview on CNBC. My notes:
- Seeing pent up demand for both business and leisure travel
- Mid April was bottom, was 10,000 customers then, 35,000 now
- Putting 30-40 larger aircraft on each day to address demand and distancing. Notifying customers of 70%+ load factors, offering free changes
- More important to get customers with need to travel accommodated rather than block seats
- Not expecting major price increases. Expects increased efficiency to offset increased costs.
- UA is flying 40 cargo only flights a day
- Prefers to keep employees on part time vs. layoff so as not to lose knowledge when recovery comes. Pilot and FA unions have to decide whether to reduce line minimums.
- Seeing pent up demand for both business and leisure travel
- Mid April was bottom, was 10,000 customers then, 35,000 now
- Putting 30-40 larger aircraft on each day to address demand and distancing. Notifying customers of 70%+ load factors, offering free changes
- More important to get customers with need to travel accommodated rather than block seats
- Not expecting major price increases. Expects increased efficiency to offset increased costs.
- UA is flying 40 cargo only flights a day
- Prefers to keep employees on part time vs. layoff so as not to lose knowledge when recovery comes. Pilot and FA unions have to decide whether to reduce line minimums.
Of course the most positive spin possible, support all the initiatives and things that are important and optimistic the passengers will return.
May 20, 2020, 4:09 pm
#30
Join Date: Nov 2007
Location: TPA
Programs: United MP
Posts: 463
If you're used to taking a non-stop flight to a destination but now have to connect, what advantage does one airline have over another also offering a connection, from a logistics standpoint? Simply up-gauging aircraft makes no difference in this case. Adding that suspended nonstop flight back to the schedule can make all the difference. Bottom line: you don't keep market share with larger aircraft and poor convenience. You keep it with offering convenient options first.