Febuary_schedule

[NAPAUS]

As far as DCA is concerned . Mid Atlantic is counted as a mainline flight. Mainline Customer Service works it inside and at this time Mainline FS works it outside. They have had at least 2 open houses to try and hire Mid Atlantic FS but they can't find anyone in the area willing to work for less that express pays. They have even tried to get express people to switch over , but fortunately they are smart enough to see that they would lose all their seniority and pay if they did. The company is rightfully getting what they asked for . No one will work for what they want to pay , especially in a high cost area like DCA.

[post="192269"][/post]​

Good, that is what needs to happen. Let the company have their eyes opened up to the reality of paying people DESCENT wages for their work. There has to be a revolt in the airline industry- BY THE WORKERS...ENOUGH IS ENOUGH. WE ALL WANT TO SEE( OR MOST OF US) THE CO SURVIVE BUT come on now....1982 wages is unreasonable....Hang in there, this too shall pass... PEACE

 

[RowUnderDCA]

DCA-DTW 4 daily mid-atlantic
DCA-IAH 3 daily mid-atlantic
DCA-DFW 3 daily mid-atlantic
DCA-ORD 4 daily mid-atlantic

PIT-ORD reduced from 6 daily flights to 3

CLT gains more departure banks. Last bank will now be 10:45-11:00pm.

PHL-MCO will have hourly service 7am-12noon

CLT-MYR seasonal reduction to 3 mainline and 1 RJ a day

Just some of the things I have noticed so far.

[post="192069"][/post]​

Ok. . I'm sorry, but I have to say I told you so, for years, re DCA service. They should do the same with LGA and BOS (kind of). Now, the need to reconfigure the 170s to UALEx configuration with F and call it mainline.

 

[whlinder]

Are the DCA-ORD flights new? I thought US was codesharing on UA's DCA-ORD. Would starting flights DCA-ORD force US to remove their codeshare from that route?

RowUnderDCA- How would F in a 170 increase revenue?

 

[markkus757]

PVD:

Now = 19 mainline, 5 RJ (50 seaters), 3 SF3, 2 BE1 - 29 total
Feb = 20 mainline, 4 RJ (50 seaters), 5 SF3 - 29 total

No increase in departures but upgrades in ASM's

By market:

CLT - 5 mainline goes to 6 mainline (3 are 75's)
LGA - 3 SF3's + 2 BE1's goes to 5 SF3's
PHL - 10 mainline goes to 9 mainline (2 are 75's)
PIT - 1 mainline + 3 ER4's goes to 4 ER4's
DCA - 3 mainline + 1 ER4 + 1 CRJ goes to 5 mainline

FLL & MCO Saturday only service continues...

 

[RowUnderDCA]

Are the DCA-ORD flights new? I thought US was codesharing on UA's DCA-ORD. Would starting flights DCA-ORD force US to remove their codeshare from that route?

RowUnderDCA- How would F in a 170 increase revenue?

[post="192288"][/post]​

I'm not sure, but I guess that DCA based business flyers will still be tempted to fly the competition for an upgrade chance? Since I'm not a ff business flyer... that's an assumption on my part. If U is going after IAH/DFW/DTW leisure flyers than don't add the first. From my count UALs configuration loses only 2 seats. Considering the comfort that I suspect will be available on the all coach 170s... I won't need the first cabin, but I assume others will see it lacking for the long flights.. just a hunch.

 

[Light Years]

While I liked the idea of a dual class E170, now that I've flown on it, I think the single class works better. There's tons of legroom throughout that would be lost, and the seats are already 2X2, leather, wider than any coach seat in the US fleet, have tons of legroom and adjustable headrests. The E170 coach is pretty much on par with short haul first class.

Plus there would still only be two F/As, and I can't see there being much more service up front than in the back. The F/A would still spend most of thier time in the back. The F cabin is only seperated by a thin curtain that flies in the faces of the first row of coach, and the aisle is in a different place in F than it is in Y which slows the boarding process and makes the plane feel smaller.

I say they do the following:
* fly the EJets under the US Airways brand, but single class.
* provide F/As with manifests so thay can recognize FFs and comp drinks and meals
* try to seat prefereds in the first three rows- they can even get thier coats hung
* develop a quality domestic short haul product- the E170 product is fantastic already, but how about if they added audio entertainment.
* put your first class resources into making the first class better on flights that actually need it. Put the Passport system in every seat on the Airbuses, and put glassware and other amenities back into first.

I'd rather see them have a great first class product on international, Carribbean, and transcon flights, instead of a crappy first class product all over. A premium cabin is only needed on the longer flights, particularly if you can offer a stellar coach product on shorter flights.

 

[RowUnderDCA]

Ok, I'm convinced... hopefully, U can put larger aircraft on the longer haul flights once the route develops...... I guess I don't think of DCA-IAH as short. Again, first on the 170 isn't my personal preference, I was just concerned that some pax are going to associate it more with a crj than a mainline if there isn't a first class. But if the inflight experience is that good than fine by me.

 

[USFlyer]

Domestic F is a funny thing. Like many colleagues, I get frustrated when an F cabin exists but for some reason my upgrade doesn't clear. However, if no F cabin exists, I'm not bothered by it whatsoever on flights under 2 hours. I know very few people who actually try to work on short flights, anyway ... and long flights, people usually work for about an hour then fall asleep.

 

[Light Years]

There's no comparing the two. I've had the pleasure of non-revving on both the 170 and the CRJ700 and it's night and day.

I felt claustrophobic on the CRJ, it's just like the 50 seater except with a lower floor and higher windows. I want to say the standup room was 5"9 or so. The seats are still really uncomfortable, and unless you are sleeping with your seatmate you are just too close to them. It's very narrow, and you feel like you're in a skinny pipe. That plane should not be on anything longer than an hour and a half. If they need that plane for anything, it should just be for higher capacity RJ routes to maintain a consistent Express product. They are operated by PSA, so they are a bit more with it than some of the affiliates, but most of thier F/As are new hires and it kind of shows. OK for a short flight but the one I was on was too long, and I'm not a big person at all. It's not in the same league as the E170 at all.

The E170 is a full size airliner, it has the "double bubble" like the Airbus, so you are only in half of the circle of the fuselage. The stand up room is 6"7. The overheads fit rollaboards so you can't "yellow tag" your bag (which is good but totally inconsistent with the rest of Express). Like I said, the seats are wider than any coach seat on all of mainline, they are a nice soft leather, and the headrests raise up for tall folks (this is standard on PSA RJs as well). There are two full size lavs, the one in the back is bigger with a baby changing table, and the gallies are just like the Airbus gallies. The windows are huge, and the legroom is like the Shuttles were if not more. There is no bar under the seats, so you can fit a rollaboard under the seat in front of you and still have legroom, which you can't do on any mainline plane. It just feels alot more mainline than Express. There was even boarding music, the US Airways tune playing. The F/As did not only a standard beverage/meal service, they came through with a coffee service, then a water service before landing, and distributed pillows and hung people's coats during boarding. It was really very well done. They were very professional and seemed happy to be there- all the F/As are furloughed mainline folks who chose to come back at much lower rates of pay at MDA.

Also, catering on the CRJs is just like Express, but I noticed the E170 flights have what mainline does with the exception of liquor (I think they are catered by mainline). Express does not have Milk, lemons and limes, tomato juice, or bloody mary mix but they had all of the above on the E170.

 

[Light Years]

Ok, here's more. I'm a wealth of information today (I'm actually just good at copy and paste-ing from airliners.net).

PIT (230 daily flights, 66 destinations):
============================
ABE-1x DH8 (Piedmont), 3x SF3 (Colgan)
ALB-3x DH8 (Piedmont), 1x SF3 (Colgan)
AOO-1x BE1 (Colgan)
ART-3x BE1 (Air Midwest)
ATL-1x E70 (Mid-Atlantic), 3x ERJ (Trans-States)
AVP-4x DH8 (Piedmont)
BDL-5x ERJ (Trans-States)
BFD-2x SF3 (Colgan)
BNA-1x E70 (Mid-Atlantic), 2x ERJ (Trans-States)
BOS-1x 320, 1x 734, 2x 319, 1x 733, 1x ERJ (Trans-States)
BUF-1x ERJ (Trans-States), 3x DH8 (Piedmont)
BWI-1x E70 (Mid-Atlantic), 2x ERJ (Chautauqua), 1x CRJ (PSA), 1x ERJ (Trans-States)
CKB-2x BE1 (Air Midwest)
CMH-2x DH8 (Piedmont), 2x SF3 (Colgan)
CRW-3x SF3 (Colgan)
CVG-3x J41 (Trans-States)
DAY-4x CRJ (PSA)
DCA-1x 734, 1x 319, 2x 733, 1x CRJ (PSA), 1x ERJ (Chautauqua)
DEN-1x 321, 1x 320
DFW-3x E70 (Mid-Atlantic)
DTW-3x ERJ (Trans-States), 1x CRJ (PSA)
DUJ-3x BE1 (Air Midwest)
ERI-2x DH8 (Piedmont), 1x J41 (Trans-States)
EWR-1x E70 (Mid-Atlantic), 1x CRJ (PSA), 4x ERJ (Trans-States)
FKL-3x BE1 (Air Midwest)
FLL-3x 319
GSO-4x J41 (Trans-States)
HGR-4x BE1 (Air Midwest)
HPN-2x ERJ (Chautauqua), 1x ERJ (Trans-States)
IAD-4x SF3 (Colgan)
IND-1x CRJ (PSA), 2x ERJ (Trans-States), 1x ERJ (Chautauqua)
JHW-1x SF3 (Colgan), 1x BE1 (Colgan), 1x BE1 (Air Midwest)
JST-1x SF3 (Colgan), 3x BE1 (Colgan)
LAS-1x 320, 1x 319
LAX-2x 319
LGA-2x 320, 1x 734, 2x 733, 2x ERJ (Trans-States)
LNS-3x BE1 (Air Midwest)
LWB-1x BE1 (Air Midwest)
MCO-2x 734, 1x 319, 2x 733
MDT-1x E70 (Mid-Atlantic), 2x DH8 (Piedmont)
MGW-4x BE1 (Air Midwest)
MHT-3x ERJ (Trans-States)
MIA-1x 733
MSY-1x 733
ORD-2x 733, 1x ERJ (Trans-States)
ORF-3x DH8 (Piedmont), 1x J41 (Trans-States)
PBI-1x 733
PHX-2x 319
PKB-5x BE1 (Air Midwest)
PVD-3x ERJ (Trans-States), 1x ERJ (Chautauqua)
RDU-3x DH8 (Piedmont), 1x J41 (Trans-States)
RIC-3x ERJ (Trans-States), 1x J41 (Trans-States)
ROC-1x DH8 (Piedmont), 2x SF3 (Colgan)
RSW-1x 734
SAN-1x 319
SDF-2x ERJ (Trans-States), 1x DH8 (Piedmont)
SEA-1x 319
SFO-2x 320
SHD-4x BE1 (Air Midwest)
STL-3x ERJ (Trans-States)
SYR-4x DH8 (Piedmont)
TPA-1x 320, 2x 319, 1x 733
TYS-3x J41 (Trans-States)
YYZ-1x ERJ (Chautauqua), 3x DH8 (Piedmont)

LGA (203 daily flights, 34 destinations):
=========================
ACK-1x SF3 (Colgan)
ALB-4x SF3 (Colgan)
BOS-16x 319
BTV-7x DH8 (Piedmont)
BUF-1x 733, 7x ERJ (Chautauqua), 2x DH8 (Piedmont)
BWI-7x DH8 (Piedmont)
CHO-4x SF3 (Colgan)
CHS-2x ERJ (Chautauqua)
CMH-6x ERJ (Chautauqua)
DAY-3x CRJ (PSA)
DCA-16x 319
FLL-3x 319, 1x 733
GSO-6x ERJ (Chautauqua)
GSP-3x ERJ (Chautauqua)
HYA-2x SF3 (Colgan)
ILM-3x ERJ (Chautauqua)
IND-7x ERJ (Chautauqua)
ITH-5x SF3 (Colgan)
LEB-4x BE1 (Colgan)
MHT-1x DH8 (Piedmont), 7x SF3 (Colgan)
MSY-2x 733
NAS-1x 319
ORF-2x DH8 (Piedmont), 6x SF3 (Colgan)
PVD-5x SF3 (Colgan)
PWM-5x ERJ (Chautauqua)
RDU-6x ERJ (Chautauqua), 1x CRJ (PSA)
RIC-1x CRJ (PSA), 4x ERJ (Trans-States), 3x ERJ (Chautauqua)
ROA-3x DH8 (Piedmont)
ROC-1x ERJ (Chautauqua), 8x DH8 (Piedmont), 1x SF3 (Colgan)
SDF-3x ERJ (Chautauqua)
SYR-4x ERJ (Chautauqua), 3x DH8 (Piedmont), 2x SF3 (Colgan)

DCA (190 daily flights, 46 destinations):
=======================
ALB-1x 733, 2x E70 (Mid-Atlantic)
ATL-4x E70 (Mid-Atlantic)
BDL-2x 734, 1x 733, 1x E70 (Mid-Atlantic), 1x CRJ (PSA)
BNA-1x E70 (Mid-Atlantic), 2x CRJ (PSA)
BOS-15x 319
BTV-2x CRJ (PSA), 1x ERJ (Chautauqua)
BUF-2x 734, 1x 319
CAE-3x ERJ (Mesa)
CHA-1x CRJ (PSA)
CHS-1x E70 (Mid-Atlantic), 2x CRJ (PSA)
CLE-4x CRJ (PSA)
CMH-1x 733, 3x ERJ (Chautauqua)
CRW-2x SF3 (Colgan)
DAY-3x CRJ (PSA)
DFW-3x E70 (Mid-Atlantic)
DTW-4x E70 (Mid-Atlantic)
FLL-3x 734, 1x 319
GSO-2x ERJ (Chautauqua), 1x CRJ (PSA)
GSP-1x CRJ (PSA)
HPN-3x CRJ (PSA), 1x ERJ (Chautauqua)
HSV-3x CRJ (PSA)
IAH-3x E70 (Mid-Atlantic)
IND-3x 733, 1x ERJ (Chautauqua)
JAX-2x 319, 1x 733
MCI-3x E70 (Mid-Atlantic)
MCO-3x 734, 1x 319, 1x 733, 1x CRJ (PSA)
MHT-1x 733, 1x E70 (Mid-Atlantic), 1x CRJ (PSA)
MSY-1x 319, 2x 733
NAS-1x 733
ORD-4x E70 (Mid-Atlantic)
ORF-1x CRJ (PSA), 2x ERJ (Chautauqua), 1x SF3 (Colgan)
PBI-3x 734
PVD-3x 734, 2x 733
PWM-2x E70 (Mid-Atlantic), 1x CRJ (PSA)
RDU-1x 734, 1x 733, 1x E70 (Mid-Atlantic), 1x CRJ (PSA), 2x ERJ (Chautauqua)
ROC-1x 319, 1x 733, 1x CRJ (PSA)
RSW-2x 320
SDF-1x E70 (Mid-Atlantic), 2x CRJ (PSA)
SYR-2x 733, 1x E70 (Mid-Atlantic)
TPA-1x 734, 2x 319, 1x 733, 1x CRJ (PSA)
TYS-3x CRJ (PSA)
YYZ-2x CRJ (PSA), 1x ERJ (Chautauqua)

BOS (119 daily flights, 22 destinations):
=========================
AUG-2x BE1 (Colgan)
BHB-3x BE1 (Colgan)
BUF-5x ERJ (Chautauqua)
CUN-1x 319
FLL-2x 734, 1x 319
GSO-4x ERJ (Chautauqua)
HPN-1x DH8 (Piedmont), 1x SF3 (Colgan), 1x BE1 (Colgan)
HYA-2x BE1 (Colgan)
IND-4x ERJ (Chautauqua)
ISP-3x BE1 (Colgan)
MDT-3x DH8 (Piedmont)
PQI-2x SF3 (Colgan), 1x BE1 (Colgan)
RIC-4x ERJ (Trans-States)
RKD-4x BE1 (Colgan)
ROC-4x ERJ (Chautauqua)
SJU-1x 319
SYR-1x ERJ (Chautauqua), 2x DH8 (Piedmont), 1x BE1 (Colgan)

FLL (54 daily flights, 22 destinations):
=======================
BDL-1x 319
BWI-1x 319
CUN-1x 733
EWR-1x 319
EYW-4x CRJ (PSA)
GUA-1x 319
KIN-1x 319
MCO-1x CRJ (PSA)
NAS-3x CRJ (PSA)
PLS-1x CRJ (PSA)
PTY-1x 319
SAL-1x 319
SDQ-1x 319
SJO-1x 319
SJU-1x 319, 1x 733
TPA-1x CRJ (PSA)

Can't get any more comprehensive than that!

 

[TransatlanticFlyGuy]

Light Years,
Thanks for all the info about the new Feb schedule! Lots of great stuff happening. Kind of exciting. Good job US.

 

[FlyUs]

Thanks Light Years, Anything about BOS-AUA,NAS & MBJ?

 

[RowUnderDCA]

LY-

If you took these pictures.. you need to haul around a friend to sit in the seats as a 'scalie' to provide scale. or maybe a blow up doll.

 

[funguy2]

Unfortunately LGA & BOS will not see significant gains in the near-term. Late last summer LGA station management was briefed that the facility could increase its mainline flying from 42 to about 150 daily flights when the TP kicked off in February 2005.

With the bankruptcy filing and the loss of additional Large RJs, the company does not have the additional lift to re-allocate resources to provide all of the desired ASM growth.

The company elected to first focus on CLT, PHL, FLL, and DCA, and once the company emerges from bankruptcy, and can return to the capital markets, then you will apparently see BOS & LGA fully participate in the new business plan.

Regards,

USA320Pilot

[post="192174"][/post]​

In other words, LGA and BOS will be the beneficiaries of any further PIT reductions, if/when they happen.

 

[Light Years]

LY-

If you took these pictures.. you need to haul around a friend to sit in the seats as a 'scalie' to provide scale. or maybe a blow up doll.

[post="192340"][/post]​

The pics are from airliners.net. You can find anything on there!

It's funny you mention a blow-up doll. I have a friend who works for MDA, and she was showing me pictures of "Vanessa". Vanessa is a blow-up doll who wears a US uniform and is the ever elusive third F/A on the E170. There are pictures of her at dinner with crews, in vans, working in the galley, relaxing in the lav, and even on the flight deck. Crews have been known to show up at hotels to find her patiently sitting in the lobby, eagerly awaiting a night out. Even crew scheduling knows about her and will attempt to get a hold of her. She's apparently fun to fly with, a blast on the layovers but not much help on board as she has yet to appear to a single passenger, opting instead to hang out in a crew bag in the overhead compartment. I hear she's been looking kind of deflated lately with all of the bad news with the company.