Originally Posted by
Flightrider
Interesting numbers. The only point to make is that you can still lose money flying at 100% load factors if the yields are on the floor. I was led to believe that at least one of the above routes is not in a good place for that very reason.
Originally Posted by
Flightrider
I agree. It will be interesting. I suspect two routes from the above list won't be here next summer, but we'll simply have to wait and see.
Originally Posted by
Flightrider
With one existing TATL link being described as a low-yield basketcase by those working for the airline in question and another related operation not exactly achieving loadfactors becoming of the size of the aircraft deployed, it will be fascinating to see whether capacity increases or declines next year, regardless of the airport's ability to cope with it.
The posts above were made in July and August 2023 and relate to the services between EDI and the US that operated then (UA to EWR*2/IAD/ORD, DL to ATL/BOS/JFK and VS to MCO). All of these services are on sale for S24 and all start within the next two to four months.
Current schedules show IAD starting six weeks earlier than it did in S23, ATL finishing four weeks later and MCO starting two and a half months earlier. All will operate with aircraft of the same size as operated in S23, except IAD, where the S24 schedule shows 757s but 764s operated some flights in S23 (the 764s were a relatively late addition then, so it’s possible that they could also operate in S24).
Would it be reasonable therefore to conclude now that the two routes over which the doubts quoted above were expressed can indeed be expected to operate in S24 (barring some force majeure type event)? If so, why might they have been given a reprieve?