Will ACA replace Trans States

[Bluestreak]

I believe Dave said we would be reducing the number of affiliate carriers. We need to stop out sourcing all of U''s flying.

 

[AtlanticBeach]

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On 7/10/2003 255 PM phllax wrote:

Both the CRJ and the DoDo Jet would be a nice fit, and ACA has a much better reputation than Trans Staes does.
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I do not know about Trans States reputation, but among passengers, ACA is considered among the worst. Their on-time performance has remained abysmal and their method of dealing with people in IAD leaves much to be desired.

One of the few express carriers that I (and many others) now avoid under all circumstances.

 

[RowUnderDCA]

UAL''s recent progress notwithstanding, I think that UA/IAD is still vulnerable.

 

[phllax]

So the plot thickens with todays announcement that UA has signed a 10 yr deal with Trans States to operate at ORD and IAD. What are the chances of ACA leaving UA and joining the US Express family? Both the CRJ and the DoDo Jet would be a nice fit, and ACA has a much better reputation than Trans Staes does. This would also take some pressure off of Mesa, which is running its RJ operations with spare aircraft.

 

[ITRADE]

There does seem to be some musical regional airline stuff in the works.

So, does TSA break off its relationship with US or AA?

What happens if ACA breaks up with UA? What happens to IAD?

 

[passed_over]

and as United''s passengers avoid trips on ACA anyone who travels a route regularly served by a WO Dash and MESA will try to schedule around MESA as there performance on a good day is abysmal

 

[Light Years]

Without UA, there's no real place for ACA to go... Its also no secret that the IAD hub is in PIT/STL status... ACA has 118 CRJs. By my estimate, we have about the same amount of contract carrier RJs and props, 30 seats and above. I say can the other airlines, BUY ACA, merge it and with the three wholly-owneds. Almost overnight, you've got your RJS where we competitively need them (DCA, LGA, BOS etc) and the wholly owned props to be replaced by the CRJ order. Contract out the prop work- B19s and a few routes that require a Dash etc, but just have one wholly-owned RJ subsidiary. Its US Airways, its a jet, it has 2 pilots and a F/a, its a huge part of our network and business plan- keep it in the family!!! Then attatch the seniority list to the bottom of the mainline and just have two divisions of US- one with regional payscales and work rules operating CRJ through EMB... the other with mainline rates operating the Airbuses. Flow-up, flow-back. Keep the brand control and profits in house. Plus, in its current state, I'd venture a buyout of ACA would be cheaper than massive jet orders, and a helluva lot quicker way to get all of that RJ lift. Also, its one less "streetwalker/contract airline" to bring down industry scales and standards in pursuit of an Express agreement, and one less DL Connecton carrier.

But back to reality. As far as Trans States go, they were a United Express carrier in 99-01 out of ORD with 3 ERJS. Mesa was also UE in DEN around the same time, and both agreements were ended due to reliability issues. Seeing as United has just signed them both back on, I guess these types of issues dont matter anymore. Mesa's agreeement covers the already announced Dash 8 deal as well as up to 60 jets. Trans States is for up to 25, which apparently will be in addition to thier existing fleet and will come used from a European carrier. So it doesnt appear they are going anywhere soon.
However, Dave has stated that there will be some "rationalization" to the Express carriers (this must mean less than 10), with Mesa (seriously) as the "preferred" carrier. This weeks news that they will be flying dual class aircraft under our code is proof of that...

 

[supercruiser]

Let's face it, almost all of the Express Carriers with a few possible exceptions, are pretty sorry operations, with constant delays, numerous cancellations, poor service, lack of spares, lousy personnel, etc. Any management genius that thinks this was a seamless transition from previous mainline operations, obviously never gets out of their comfortable chair in their big office, or talks to the poor customers that are essentially forced to accept it.

 

[ClueByFour]

LUV at BWI. Perimeter at DCA.

IAD is not done as a hub.