Name the prices first and then start comparing service is all I can say as a frequent business traveler.
Here's an outlook at some of the changes (cutbacks) at Lambert for AA's fall schedule. Effective 9/3/08:
-Our station will shift to all MD-80s with the exception of 2x daily 757 service to MIA
-Mainline discontinued: AUS, RDU, RSW, SAT
-All 757s will be removed from DFW, LAX, SEA, SFO runs
However, this is only what's been loaded in so far. There has been talk about:
-LAS and TPA may be suspended as they are low yielding routes and strong performers for WN (Southwest).
-Shifting some American Connection service to MIA. Currently ALPA has been fighting corporate to protect AE (American Eagle) jobs. Expect cut backs here as aircraft will head south
-We may see an additional MIA frequency to make up for the cutbacks and as a positioning flight. The additional flight would be in the evening and maybe operated on the 738. While this would be an additional fleet type for out station, we simply don't have the loads to justify 3x 757. We haven't seen 738 service since 2004. Our MIA route is the most under served hub-hub route in the system (yes we will still technically be a hub city); with the exception of STL-SJU which is a hub-hub route with no service.
I would also like to add that we are not the only hub getting cutbacks. ORD-EZE (Buenos Aires Argentina); BOS-SAN; ORD-HNL are all being suspended 9/3/08. Stay tuned, but this is the unfortunate reality of $135 barrel oil.
-Our station will shift to all MD-80s with the exception of 2x daily 757 service to MIA
-Mainline discontinued: AUS, RDU, RSW, SAT
-All 757s will be removed from DFW, LAX, SEA, SFO runs
However, this is only what's been loaded in so far. There has been talk about:
-LAS and TPA may be suspended as they are low yielding routes and strong performers for WN (Southwest).
-Shifting some American Connection service to MIA. Currently ALPA has been fighting corporate to protect AE (American Eagle) jobs. Expect cut backs here as aircraft will head south
-We may see an additional MIA frequency to make up for the cutbacks and as a positioning flight. The additional flight would be in the evening and maybe operated on the 738. While this would be an additional fleet type for out station, we simply don't have the loads to justify 3x 757. We haven't seen 738 service since 2004. Our MIA route is the most under served hub-hub route in the system (yes we will still technically be a hub city); with the exception of STL-SJU which is a hub-hub route with no service.
I would also like to add that we are not the only hub getting cutbacks. ORD-EZE (Buenos Aires Argentina); BOS-SAN; ORD-HNL are all being suspended 9/3/08. Stay tuned, but this is the unfortunate reality of $135 barrel oil.
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B777, what do you predict for routes that are heavy with regional jets, like stl-msy? It seems to be a popular route, and it would be unfortunate for it to lose the number of frequencies it has.
captainjackass wrote:B777, what do you predict for routes that are heavy with regional jets, like stl-msy? It seems to be a popular route, and it would be unfortunate for it to lose the number of frequencies it has.
Short answer: expect cut backs here.
It's a little early to say as schedule changes are still being evaluated and loaded in. MSY should stay, however low yielding RJ routes such as CLT, CMH, ATL should be worried. Keep in mind that AA isn't directly competing with other carriers on this route, while say STL-ATL they're competing with FL (AirTran) and DL (Delta), which makes for lower fares and thus lower yields. SAT, RDU, JAX should be good as they have local corporations behind them (AT&T on SAT and A-B on JAX).
AA is having Bridgeton based Trans States shift their American Connection flying on to routes such as MIA-PIT, -ORF, -IND and capacity here will therefore be reduced. The cost per RASM (revenue available seat mile) for an RJ is greater than a mainline jet when fuel prices reach today's levels, while in a ~$50-$60 an RJ can be significantly cheaper (hence our 2003 cutbacks). RJs were deemed cost effective as they only need one flight attendant (FAA mandated 1 fa: 50 pax); they have cheaper and younger pilots, and allow for greater frequencies. Sorry if I got carried away, but I would expect significant RJ cut backs as well.
Hopefully, oil prices will come down and we can weather out the storm and STL can pursue more growth opportunities like in 2005/06/07; but it isn't looking likely at this point.
Wow, cutting all those 757s?
Seattle is a crazy route, always full. This morning they asked 8 people to go on standbye.
Ew, only Md80s... Less room for overhead. And with their first checked bag, it is going to be messy in STL.
Seattle is a crazy route, always full. This morning they asked 8 people to go on standbye.
Ew, only Md80s... Less room for overhead. And with their first checked bag, it is going to be messy in STL.
b777stl wrote:captainjackass wrote:B777, what do you predict for routes that are heavy with regional jets, like stl-msy? It seems to be a popular route, and it would be unfortunate for it to lose the number of frequencies it has.
Short answer: expect cut backs here.
It's a little early to say as schedule changes are still being evaluated and loaded in. MSY should stay, however low yielding RJ routes such as CLT, CMH, ATL should be worried. Keep in mind that AA isn't directly competing with other carriers on this route, while say STL-ATL they're competing with FL (AirTran) and DL (Delta), which makes for lower fares and thus lower yields. SAT, RDU, JAX should be good as they have local corporations behind them (AT&T on SAT and A-B on JAX).
AA is having Bridgeton based Trans States shift their American Connection flying on to routes such as MIA-PIT, -ORF, -IND and capacity here will therefore be reduced. The cost per RASM (revenue available seat mile) for an RJ is greater than a mainline jet when fuel prices reach today's levels, while in a ~$50-$60 an RJ can be significantly cheaper (hence our 2003 cutbacks). RJs were deemed cost effective as they only need one flight attendant (FAA mandated 1 fa: 50 pax); they have cheaper and younger pilots, and allow for greater frequencies. Sorry if I got carried away, but I would expect significant RJ cut backs as well.
Hopefully, oil prices will come down and we can weather out the storm and STL can pursue more growth opportunities like in 2005/06/07; but it isn't looking likely at this point.
Is CLT that low yield, with no WN. Have paid as much as $400/RT, and usually $350 or so, with only US competition.
Here's a link to yield and passenger statistics and a few other items of interest. It's difficult to judge revenue and success at face value. Some are surprising.
http://paxdata.airlineempires.net/topci ... origin=STL
This shows a rather damning historical picture of why passengers are no longer getting 5 star services for a 1 star price.
http://www.airlines.org/economics/finan ... sYield.htm
http://paxdata.airlineempires.net/topci ... origin=STL
This shows a rather damning historical picture of why passengers are no longer getting 5 star services for a 1 star price.
http://www.airlines.org/economics/finan ... sYield.htm
Does anybody know anything about AirChoice airlines? Lambert's website has it using a gate effective July 1. Don't know if this is what their referring to...
http://www.airchoiceone.com/templates/about.php
Air Choice (effective July 1, 2008) D8 & D10
http://www.airchoiceone.com/templates/about.php
Air Choice (effective July 1, 2008) D8 & D10
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I wonder if Paula Gianino has a stake in this airline.
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Maybe because I didn't have to fly as frequently as I do now for work, but can someone tell me what used to occupy Terminal D back when there was more life in that terminal? For the life of me, I cannot remember anything ever occupying it.
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Well I figured that much. Was that for international flights?
^Yes. The very end--gates 40 -44 IIRC, was where the int'l flight were.
The rest were domestic.
That was a crowded, busy concourse.
The rest were domestic.
That was a crowded, busy concourse.
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Does anyone know what the latest status is for Air China to come here? I really hope that happens.
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Survivor147 wrote:Does anyone know what the latest status is for Air China to come here? I really hope that happens.
It's in the works, these things take years to iron out. Keep an eye on that specific thread for updates.
http://www.united.com/page/article/0,6722,52481,00.html
United is now following American's lead with a $15 first bag charge.
United is now following American's lead with a $15 first bag charge.
Interesting story on the immediate future of the airlines (no mention of STL):
http://www.portfolio.com/business-trave ... true#page2
http://www.portfolio.com/business-trave ... true#page2
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USAT has a kick-ass graphic about who's losing capacity and who's gaining it. STL is off a modest 4.2%. But MCI is off 15.9%! Mouse over states:
http://www.usatoday.com/travel/news/200 ... titialskip
http://www.usatoday.com/travel/news/200 ... titialskip
that graphic is great!
I am suprised to see STL have more "daily seats on depatures to domestic airports" than hubs like Memphis, Cinci and other similarly-sized cities like Pittsburgh, Cleveland. With 28K, we have a lot more seats actually. Why? Do we really have better options in airlines/flights/etc. than those other cities?
I am suprised to see STL have more "daily seats on depatures to domestic airports" than hubs like Memphis, Cinci and other similarly-sized cities like Pittsburgh, Cleveland. With 28K, we have a lot more seats actually. Why? Do we really have better options in airlines/flights/etc. than those other cities?
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Considering fellow second-tier Charlotte is 7th in the nation for domestic flight seats (after ATL, CHI, DEN, DFW, LAX, and LAS), it's clear what a difference a hub makes (though more population and tourism respectively for the latter two). It makes you wonder what Lambert could have been if only TWA had survived. 
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I wouldn't be surprised if AA eliminates some service here. They've done it in the past they'll do it again. Also, the proxy to ORD has a lot to do with it too. Its a sad reality in these days of $140 a barrel oil that these airlines have to scale back and nickel and dime to stay out of the red.
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I know now is not the time to be asking this because of the flight-cuts, but I frequently see adds for airlines over the last few years (AA, Midwest Airlines, Southwest, etc) that say something to the effect of "Due to customer request, we have added....."
How can one suggest new routes to these airlines? I could really use a direct route to Portland OR sometime...or even Reno.
How can one suggest new routes to these airlines? I could really use a direct route to Portland OR sometime...or even Reno.
The Planing Dept has been loading in the finalized fall schedule this weekend. Here's the latest:
*MANY of our 757 routes stay! Back in May, there were plans to cut us down to all MD 80s except our MIA runs. We actually gain back a daily 757 to ORD. However, SFO will drop to 1x M80 and 1x 757.
*Mainlines to AUS, SAT, RDU are downgraded to ER4s
*As of right now, flights to low yielding vacation destinations such as LAS, TPA and MCO
*RJ frequencies to destinations such as ATL, CMH, and MSP will lose 1 daily flight
Overall, I think the cutbacks in place are necessary. I think AA has trimmed our market down so much since '03 that there really isnt much else that they deem needing to be cut
*MANY of our 757 routes stay! Back in May, there were plans to cut us down to all MD 80s except our MIA runs. We actually gain back a daily 757 to ORD. However, SFO will drop to 1x M80 and 1x 757.
*Mainlines to AUS, SAT, RDU are downgraded to ER4s
*As of right now, flights to low yielding vacation destinations such as LAS, TPA and MCO
*RJ frequencies to destinations such as ATL, CMH, and MSP will lose 1 daily flight
Overall, I think the cutbacks in place are necessary. I think AA has trimmed our market down so much since '03 that there really isnt much else that they deem needing to be cut