DOT approves slot swap!

[PullUp]

According to the crew news sessions, Doug sez that there is no mainline growth, only replacement a/c. However, replacing a 737 with a 321 is actually an increase in the number of seats that requires no additional outlay except for perhaps an additional f/a.
So, it really doesn't matter if DCA slots are increased, the number of aircraft the company operates and the hours that are flown will be the same.
And the Republic jets are moving through mx getting their FC sections installed. Ergo, "dual-class" service from DCA. There you go: turbo growth.
So don't get too excited about the swap. Its a mild positive for workers because it strengthens the franchise and should generate more revenue. But, how much more? Last quarter, express ops (52% of our flyiing) only generated 22 million after expenses.
But, this transaction also highlights a significant failure of management to harness one of the biggest markets in the world, NYC. That's sad by any measure.
Cheers.

 

[AstroLounge]

According to the crew news sessions, Doug sez that there is no mainline growth, only replacement a/c. However, replacing a 737 with a 321 is actually an increase in the number of seats that requires no additional outlay except for perhaps an additional f/a.
So, it really doesn't matter if DCA slots are increased, the number of aircraft the company operates and the hours that are flown will be the same.
And the Republic jets are moving through mx getting their FC sections installed. Ergo, "dual-class" service from DCA. There you go: turbo growth.
So don't get too excited about the swap. Its a mild positive for workers because it strengthens the franchise and should generate more revenue. But, how much more? Last quarter, express ops (52% of our flyiing) only generated 22 million after expenses.
But, this transaction also highlights a significant failure of management to harness one of the biggest markets in the world, NYC. That's sad by any measure.
Cheers.

The entire pull down/RETREAT from NYC and LaGuardia in particular would make anyone Stop and Wonder.........Biggest Consumer Market in The World, Bastion of Business and Best Terminal at the Airport. If that doesn't summarize STUPID, I do Not know what does. I certainly would catergorize this decision as One of the Supidest Stunts in Aviation History. Too LAZY to Compete, Incompetent or You just don't like New York?

 

[Travelpro72]

Right on the money Astro.

 

[SS255]

I had a pit in the bottom of my stomach when I passed by LGA yesterday, and saw the big "US AIRWAYS" terminal sign. How sad that US will only be a shadow of its former self at LGA.

 

[WorldTraveler]

Perhaps some of you missed that WN just announced that they are pulling down some of their service in some markets and shifting resources to other markets. One of the biggest reductions comes in PHL, a market where US has done a very good job of developing its strength. It is also notable that WN is pulling out of US' bread and butter PHL-PIT route.
Every airline, including WN and US, has to deploy its assets where it can effectively compete.
Despite the notion that US is giving up a major portion of its presence in the NYC market, the reality is that US was always eclipsed in NYC by much larger carriers who served much larger markets.
In return, US has focused on developing other markets such as PHL, DCA, and CLT in the eastern US. And despite pulling down PIT as a hub, US has still held onto its position as the city's largest revenue carrier - WN's withdrawal from PHL-PIT shows that US CAN effectively compete with the best of carriers when US has narrowed its market scope to what is core to its network.
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US' focus should be on figuring out how to make its core mid-Atlantic presence work very well. They aren't trying to be everything -and wouldn't succeed if they tried given they are the smallest US network carrier, but US does have the ability to win in key markets.

 

[USFlyer]

US' focus should be on figuring out how to make its core mid-Atlantic presence work very well. They aren't trying to be everything -and wouldn't succeed if they tried given they are the smallest US network carrier

Is AS not considered a "network carrier" even with its hub-and-spoke network?

 

[WorldTraveler]

since AS is a pre-deregulation era airline and also operates a hub and spoke network in addition to point to point flying, it is generally considered a network - some use the term legacy - airline but they probably are most accurately a hybrid low fare and network carrier.
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Not sure where your question is going but I would say if it weren't for the labor unrest at US and if AS had enough control to ensure its brand and operation were not tarnished, they would probably consider a merger wiht US. It also goes w/o saying that AS has one of the highest service reputations in the US industry.
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AS has figured out how to compete effectively on the highly competitive west coast and any merger must be bulit around being able to continue to continue what AS does well.
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Right now, AS gains significant revenue from codeshares with many US competitors, esp. AA and DL.... all of that would likely be lost in a US-AS merger.

 

[USFlyer]

I'm not proposing a US-AS merger. Personally, I'd rather see them merge with DL to round out DL's domestic network, but that's a different topic altogether.

 

[john john]

Will USAirways still acquire from Delta in 2015 the rights to operate additional daily service Sao Paulo, Brazil (GRU)? Will Delta still pay US Airways $66.5 million in cash?
Will DCA/USAirways have the infrastructure and personal to support a daily schedule of 230 daily departures – a 20 percent increase over current service levels?
One major problem is passengers transferring for one terminal to the other and having to go thru security…And less not forget good old 35A

 

[WorldTraveler]

Will USAirways still acquire from Delta in 2015 the rights to operate additional daily service Sao Paulo, Brazil (GRU)? Will Delta still pay US Airways $66.5 million in cash?
Will DCA/USAirways have the infrastructure and personal to support a daily schedule of 230 daily departures – a 20 percent increase over current service levels?
One major problem is passengers transferring for one terminal to the other and having to go thru security…And less not forget good old 35A

based on what has been publicly released, DL says it will pay US the cash - which presumably is for the higher value of the LGA slots relative to the number of DCA slots - as well as ensure that US has the ability to operate at GRU.
Word is that even though US acquired GRU frequencies from UA (as part of the US-Brazil bilateral), GRU has no operating slots for new flights right now and they also don't have ticket counter and gate space. GRU's problem right now is more terminal facility related than runway capacity - but I'm not sure they can add much else on the runways either. I'm not sure what DL can actually give US unless DL does not operate one of its flights and then ALSO ground handles US in order to give US access to airport facilities - which DL has. But there are alot that is not known about what DL could do - but Brazil is opening GRU to Open Skies by 2014 when the World Cup is held in Brazil - and presumably DL could acquire more slots and frequencies.
Bottom line is it is very uncertain what the Brazil part of the slot deal actually will involve - and whether it is just an "insurance policy" for what US should be able to receive on its own as a result of US-Brazil Open Skies... and if that is the case, if there is any additional payment that DL will have to make.
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As far as AS, they have potential value to alot of airlines... but they also believe their best value to their stockholders is to remain independent. As a publicly traded company, if someone makes a proposal superior to what they believe they can get as an independent co. they have to entertain those offers.

 

[tadjr]

Will DCA/USAirways have the infrastructure and personal to support a daily schedule of 230 daily departures – a 20 percent increase over current service levels?
One major problem is passengers transferring for one terminal to the other and having to go thru security…And less not forget good old 35A

US Airways has 10 gates in DC to handle Mainline and Big Express jet flights. Even with the additional flights if they all were to use jetways that would mean 10 flights per day per jetway. Probably not all going to be using the jetways either. They have already said they would increase personnel once the deal was approved.

US also runs a bus between terminals so there is no need to transit security again.

 

[john john]

US Airways has 10 gates in DC to handle Mainline and Big Express jet flights. Even with the additional flights if they all were to use jetways that would mean 10 flights per day per jetway. Probably not all going to be using the jetways either. They have already said they would increase personnel once the deal was approved.

US also runs a bus between terminals so there is no need to transit security again.

So you believe that the current US operation a DCA can handle 25/50/100 per day more mainline and large RJ without additional gates?
At DCA USAirways has requested additional gates from the Metropolitan Washington Airport Authority and are awaiting their response adding a large % of more mainline and large RJ will require more gates among other operating concern. Transporting more passengers between terminals is problematic and needs to be worked out. Adding more express flights to 35A will be problematic as well. Adding more personal to handle the increase don’t hold your breath

 

[john john]

http://airlineforums.com/topic/44751-video-of-meltdown-at-dca/
Meltdown DCA airport 1/21/09

A little memory lane for you

Just curious how many flights the next largest carrier in DCA has and how many we have. We were up close to 100 last I heard. If there is a gap of 30-40 flights (or more) in difference, we could possibly be talking 1000s of passengers more than the next carrier in line so there would be X times more possibility for things to go wrong.
Also, did management offer and agents decline ot, or was none offered? With the bookings like they were supposed to be the day after inauguration, Tempe should have added extra $ into the budget for DCA so the manager didnt have to scrimp and save to keep their $ inline. Was this option given to management? I cant see how the company can expect something like this (or the upcoming Superbowl) to be taken out of the normal operating budget for the station. If they were given extra $ and management wasnt prepared, then they need to be shown a smaller station with 3 flights perhaps. If Tempe didnt offer extra $ to help offset the local budget, then they need to be held accountable.
Curious for anyone in DC to explain better. If you dont want to post here for fear of someone finding out who you are, you can pm me and I'll post the response if you want.

 

[tadjr]

Seriously? 2 1/2 years ago and one event and you're crying the sky is falling in DC? Has DCA been on anyones *hit list since or did they get their act together (as well as can be expected for a station that size and the constraints they have?)

Why dont we post pix of the PHL meltdown too and shut it down.

 

[crusher]

US Airways has 10 gates in DC to handle Mainline and Big Express jet flights. Even with the additional flights if they all were to use jetways that would mean 10 flights per day per jetway. Probably not all going to be using the jetways either. They have already said they would increase personnel once the deal was approved.

US also runs a bus between terminals so there is no need to transit security again.