Light Years
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Does any one know what US Airways best performing routes are these days?
Best Performing Routes?
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Light Years
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Revenue and profit.
BoeingBoy
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Light,
If you don't mind 2 quarters old data (i.e. 1Q04) I'll dig around and see what I can find on the government sites for revenue. Anything more recent would have to either come from CCY or someone doing some serious number crunching on the 2Q04 data available from the government (that's the latest available and won't include international).
Profit is a whole different story. I doubt that anybody, including in CCY, can tell you that with any precision since it requires breaking down cost by segment and then comparing segment cost and revenue. I suspect that what is done is take average cost and actual revenue to arrive at a ballpark figure.
Jim
If you don't mind 2 quarters old data (i.e. 1Q04) I'll dig around and see what I can find on the government sites for revenue. Anything more recent would have to either come from CCY or someone doing some serious number crunching on the 2Q04 data available from the government (that's the latest available and won't include international).
Profit is a whole different story. I doubt that anybody, including in CCY, can tell you that with any precision since it requires breaking down cost by segment and then comparing segment cost and revenue. I suspect that what is done is take average cost and actual revenue to arrive at a ballpark figure.
Jim
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Light Years
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Thanks BB, I appreciate it. It just occured to me that we all have vague ideas about what parts of the network make money, but don't really know for sure.
ringmaruf
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There was also an interesting thing in one of the recent bankruptcy court filings (I think maybe one of the Davis or Baldanza declarations) that listed a table of the top routes from PHL and how much revenue they produced. Again, that also wouldn't have anything to do with profit.
I'll see if I can dig around later and find it.
I'll see if I can dig around later and find it.
BoeingBoy
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Light Years,
Here's first quarter revenue data. It's for the entire first quarter, only city pairs where the average fare is over $200.
1 - BOS/DCA $20,203,938.30
2 - CLT/LGA $19,743,515.60
3 - MCO/PHL $17,901,491.30
4 - LGA/PIT $15,582,501.00
5 - LGA/DCA $14,731,566.40
6 - BOS/LGA $13,747,536.60
7 - FLL/PHL $12,244,336.00
8 - BOS/PHL $11,306,790.00
9 - LAS/PHL $10,548,247.00
10 - PHL/TPA $10,495,683.10
11 - LAX/PHL $10,475,484.60
12 - PHL/PIT $10,242,403.50
13 - MCO/DCA $9,950,026.60
14 - MCO/PIT $8,378,272.80
15 - CLT/PHL $8,356,403.70
16 - BOS/PIT $8,211,523.50
17 - PHL/SFO $7,984,998.00
18 - TPA/DCA $7,899,823.80
19 - PHL/PBI $7,659,216.60
20 - BOS/CLT $7,562,289.60
Jim
Here's first quarter revenue data. It's for the entire first quarter, only city pairs where the average fare is over $200.
1 - BOS/DCA $20,203,938.30
2 - CLT/LGA $19,743,515.60
3 - MCO/PHL $17,901,491.30
4 - LGA/PIT $15,582,501.00
5 - LGA/DCA $14,731,566.40
6 - BOS/LGA $13,747,536.60
7 - FLL/PHL $12,244,336.00
8 - BOS/PHL $11,306,790.00
9 - LAS/PHL $10,548,247.00
10 - PHL/TPA $10,495,683.10
11 - LAX/PHL $10,475,484.60
12 - PHL/PIT $10,242,403.50
13 - MCO/DCA $9,950,026.60
14 - MCO/PIT $8,378,272.80
15 - CLT/PHL $8,356,403.70
16 - BOS/PIT $8,211,523.50
17 - PHL/SFO $7,984,998.00
18 - TPA/DCA $7,899,823.80
19 - PHL/PBI $7,659,216.60
20 - BOS/CLT $7,562,289.60
Jim
ringmaruf
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Here's what I was looking for:
http://www.donlinrecano.net/dr201/mwc/04-1...000314-0000.pdf
The chart is on page 11.
http://www.donlinrecano.net/dr201/mwc/04-1...000314-0000.pdf
The chart is on page 11.
real world
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The company has profitabilty by flight.....BoeingBoy said:
BoeingBoy
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real world,
Is that based on actual costs by flight?
I'm sure that the info is there to accurately figure costs for a specific flight, but it would be surprising if the company broke down every (and I mean every) cost on a flight by flight basis.
If that is done, it would sure be interesting to see a comparison of costs to operate at say PHL vs CLT on equivalent stage length flights. Of course I know that I'd never see it even if that level of detail exists.
Jim
Is that based on actual costs by flight?
I'm sure that the info is there to accurately figure costs for a specific flight, but it would be surprising if the company broke down every (and I mean every) cost on a flight by flight basis.
If that is done, it would sure be interesting to see a comparison of costs to operate at say PHL vs CLT on equivalent stage length flights. Of course I know that I'd never see it even if that level of detail exists.
Jim
UseYourHead
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The company knows and holds that close to the vest. It is a dynamicworld out there and everyone point thheir capacity at us, on route like these.
International and Islands are sweet spots for sure (and thats no secret).
International and Islands are sweet spots for sure (and thats no secret).
Light Years said:
BoeingBoy
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"International and Islands are sweet spots for sure (and thats no secret)."
At least for the Caribbean/LA, it's so sweet that it's becoming the next LCC battleground.
Q. Of the following markets, which is the only one experiencing decreasing yields?
a - U.S. Domestic
b - U.S. - Europe
c - U.S. - Asia
d - U.S. - South America
e - U.S. - Caribbean/Latin America
A. e
Jim
At least for the Caribbean/LA, it's so sweet that it's becoming the next LCC battleground.
Q. Of the following markets, which is the only one experiencing decreasing yields?
a - U.S. Domestic
b - U.S. - Europe
c - U.S. - Asia
d - U.S. - South America
e - U.S. - Caribbean/Latin America
A. e
Jim
UseYourHead
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True,
That is why we are tight lipped....
That is why we are tight lipped....
BoeingBoy said:
ClueByFour
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UseYourHead said:
Not that it matters. Out of places to run to, although the suicide dive against AA in South Florida will at very least make for an interesting train wreck (assuming the company lasts that long).
As an aside, I would imagine such gems as PIT-PHL, CLT-PHL, and such (where BlowFares (tm) still reign) are right up there on the list.
BoeingBoy
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UYH,
I know that the company thinks it is keeping some competitive advantage by being "tight lipped", but the only advantage is a few months delay in our competitors getting the data they really need.
You see, what our profit is on a certain route is somewhat irrevelant to WN, B6, AA, CO, DL, etc. What matters to them is whether they can make more money by deploying planes on that route than some other route.
The data needed to calculate that is available to anyone who wants it no more than 4 or 5 months after the fact, usually less. That data is the revenue potential of a given market - a combination of fares and traffic. Our costs don't really matter because any other airline's costs will be different anyway.
All of this is merely what any airline should do when deciding which new market to add to their route system. Presumably, it is what the folks in CCY did to come up with the route structure for the Feb schedule (surely they didn't just throw darts at a map). Now that info - what new routes are being added - is something that should be held "close to the vest" as long as possible (considering that it has to be announced in time to actually sell tickets).
I guess one could argue that another airline that wanted to inflict the most pain on US would try to pick the markets where we made the most profit. But to do that, revenue is a pretty reasonable substitute. If more accuracy is desired, it's a reasonably simple matter to look at what planes we fly on any given route and get a pretty good idea of our cost - still from publicly available data.
Jim
ps - I still find it very difficult to believe that CCY would even consider investing the time or personnel to derive the absolutely accurate cost of operating every flight every day. After all, flight XXXX between CLT and PHL has a different cost everyday. Fuel load, passenger load, tail number, flying time, weather, etc, etc, etc result in day to day variations - sometimes pretty large. Multiply this by the number of flights we operate everyday (including express) and you get an idea of the complexity. If they are doing that, maybe they'd (and all of us) would be better off if quite a bit of that money was spent elsewhere, or not spent at all.
I know that the company thinks it is keeping some competitive advantage by being "tight lipped", but the only advantage is a few months delay in our competitors getting the data they really need.
You see, what our profit is on a certain route is somewhat irrevelant to WN, B6, AA, CO, DL, etc. What matters to them is whether they can make more money by deploying planes on that route than some other route.
The data needed to calculate that is available to anyone who wants it no more than 4 or 5 months after the fact, usually less. That data is the revenue potential of a given market - a combination of fares and traffic. Our costs don't really matter because any other airline's costs will be different anyway.
All of this is merely what any airline should do when deciding which new market to add to their route system. Presumably, it is what the folks in CCY did to come up with the route structure for the Feb schedule (surely they didn't just throw darts at a map). Now that info - what new routes are being added - is something that should be held "close to the vest" as long as possible (considering that it has to be announced in time to actually sell tickets).
I guess one could argue that another airline that wanted to inflict the most pain on US would try to pick the markets where we made the most profit. But to do that, revenue is a pretty reasonable substitute. If more accuracy is desired, it's a reasonably simple matter to look at what planes we fly on any given route and get a pretty good idea of our cost - still from publicly available data.
Jim
ps - I still find it very difficult to believe that CCY would even consider investing the time or personnel to derive the absolutely accurate cost of operating every flight every day. After all, flight XXXX between CLT and PHL has a different cost everyday. Fuel load, passenger load, tail number, flying time, weather, etc, etc, etc result in day to day variations - sometimes pretty large. Multiply this by the number of flights we operate everyday (including express) and you get an idea of the complexity. If they are doing that, maybe they'd (and all of us) would be better off if quite a bit of that money was spent elsewhere, or not spent at all.
