JetBlue is currently working on returning to profitability, and part of that strategy involves the airline optimizing its network by cutting unprofitable flying (fair enough, eh?). For example, so far this year, the airline has redeployed about 20% of its flying to focus on profitable markets, with the focus being on East Coast leisure flying.
JetBlue has just internally revealed its latest set of route changes, as reported by @xJonNYC. There are some interesting updates here.
In this post:
JetBlue changing up Europe flying in summer of 2025
In 2021, we saw JetBlue launch transatlantic flights, though unfortunately this hasn’t turned out to be the gold mine that the airline hoped. We’ve seen the airline massively reduce its transatlantic flying in winter, and now the airline is also planning some changes to its transatlantic network for next summer:
- In 2025, JetBlue won’t operate its seasonal New York (JFK) to London Gatwick (LGW) flight, instead focusing on London Heathrow (LHR) flights; the airline will continue to fly to Gatwick out of Boston (BOS)
- In 2025, JetBlue won’t resume its seasonal second daily New York (JFK) to Paris (CDG) flight, so that will just be operated once daily out of both New York and Boston (BOS)
In 2025 won’t operate summer-only JFK–Gatwick flight or second daily summer-only JFK–Paris flight since they didn’t meet financial expectations. will continue to fly to Gatwick from Boston in the summer, and Paris will continue to be served year-round from both Boston and JFK.
— JonNYC (@xjonnyc.bsky.social) December 4, 2024 at 3:29 PM
JetBlue explains that these routes didn’t meet the carrier’s financial expectations. In the summer of 2024, JetBlue operated 13 daily flights across the Atlantic, and the airline expects that number to remain the same next summer. The company plans to announce new transatlantic routes next week, so we’ll soon find out what they are.
JetBlue cuts Miami, San Jose, Seattle, and more
JetBlue has also made the decision to cut several other routes within the Americas, all due to lack of profitability:
- JetBlue will exit San Jose, California (SJC), altogether; the airline flies there seasonally from Boston (BOS)
- JetBlue will discontinue its New York (JFK) to Miami (MIA) route, as it’s just too competitive, and the airline can’t compete with American or Delta, the carrier’s only remaining service to Miami will be from Boston (BOS)
- JetBlue will discontinue flights from New York (JFK) to Austin (AUS), Houston (IAH), and Milwaukee (MKE)
- JetBlue will discontinue flights from Fort Lauderdale (FLL) to Jacksonville (JAX) and from Westchester (HPN) to Charleston (CHS)
- JetBlue will transition several routes to being winter seasonal, including those from Boston (BOS) to Grenada (GND), Boston (BOS) to Phoenix (PHX), and New York (JFK) to Tulum (TQO)
- JetBlue will end Mint service to Seattle from both Boston (BOS) and New York (JFK), and those routes will be operated by planes without premium cabins
new transatlantic offerings to announce next week end of service to San Jose, CA, end Fort Lauderdale – Jacksonville New York/JFK – Austin, Houston, Miami, Milwaukee (overall JFK departures will remain flat) end Westchester County – Charleston (replaced by more HPN-RSW flights)
— JonNYC (@xjonnyc.bsky.social) December 4, 2024 at 3:32 PM
will continue to serve BOS-MIA The following routes will now be offered as winter seasonal Boston – Grenada, Phoenix New York/JFK – Tulum end of April, end Mint service in Seattle will continue to serve Seattle with all-core flights year-round from Boston and seasonally from JFK
— JonNYC (@xjonnyc.bsky.social) December 4, 2024 at 3:34 PM
JetBlue plans to announce new routes in the coming weeks, since obviously canceling the above routes frees up some additional capacity.
Bottom line
JetBlue is continuing to optimize its network, cutting unprofitable routes, and instead deploying capacity in markets where the airline thinks it can make more money. We’ll see the airline cut some London and Paris flights in the summer of 2025, and JetBlue is also pulling out of the New York to Miami market, as it can’t compete with the legacies.
Obviously JetBlue management has access to the numbers, so there’s a reason these services are being cut.
What do you make of JetBlue’s latest network updates?
Another route cut from AUS. If Austin gets many more service cuts, they may as well shut the airport down.
Slightly surprised they ever started Dublin (let alone keeping it) given their code sharing with Aer Lingus and even using the same terminal at BOS & JFK for years (though EI moved recently at JFK) and flight times that almost mirror EI rather than supplement. Meanwhile they aren't pulling down Transatlantic service per se, they're about to launch another route so will just be redeploying the slots for that. My guess would be LIS/MAD or...
Slightly surprised they ever started Dublin (let alone keeping it) given their code sharing with Aer Lingus and even using the same terminal at BOS & JFK for years (though EI moved recently at JFK) and flight times that almost mirror EI rather than supplement. Meanwhile they aren't pulling down Transatlantic service per se, they're about to launch another route so will just be redeploying the slots for that. My guess would be LIS/MAD or maybe they'll serve MAN instead of LGW given several airlines pulled out of MAN - NYC. Additionally with the P&W engine issue many of the 321neo/LRs are going to be out for maintenance during 2025
1) Interesting that carriers all seem to have taken away flat beds from JFK to SEA. That’s a long flight, it would make sense for there to be some flat bed capacity.
2) JetBlue desperately needs lounges at JFK. At Delta’s Terminal 4 at JFK, Delta flyers have access to as many as six lounges depending on their class of service and credit cards (two SkyClubs, a Delta One Lounge, Centirion Lounge, Chase Sapphire...
1) Interesting that carriers all seem to have taken away flat beds from JFK to SEA. That’s a long flight, it would make sense for there to be some flat bed capacity.
2) JetBlue desperately needs lounges at JFK. At Delta’s Terminal 4 at JFK, Delta flyers have access to as many as six lounges depending on their class of service and credit cards (two SkyClubs, a Delta One Lounge, Centirion Lounge, Chase Sapphire lounge, Virgin Clubhouse). That has to be impacting JetBlue’s competitive positioning there
AS doesn't offer a lie flat product and does well on the route since it is to their hub.
It is a hub to hub route for DL which does not see a need to put in a higher cost product since AS can't match it
B6 tried to use a higher quality product but is faced with the reality that it does not have market share leadership so got no benefit from...
AS doesn't offer a lie flat product and does well on the route since it is to their hub.
It is a hub to hub route for DL which does not see a need to put in a higher cost product since AS can't match it
B6 tried to use a higher quality product but is faced with the reality that it does not have market share leadership so got no benefit from the product.
B6' decision probably says alot about where they can successfully deploy Mint - only in markets which are highly fragmented or where other carriers also offer lie flat products - LAX and SFO. It is precisely because AS doesn't offer a lie flat product while every other carrier does that AS has not done well in JFK-LAX and SFO while B6 has
You're over complicating it, once again.
The only markets that can support the fare premium of lie flat transcon service are, NYC, SFO, and LAX. End of story.
BOS also has it though. BOS gets it on LAX from AA, DL, and B6. BOS to SFO tends to be 757s on UA as well. LAX to DCA is also a D1 marketed route.
SEA is now a larger airport than SFO and is growing faster, the market will be there eventually. LAX/SFO are big, but their CSAs are declining. It's myopic to think that it will always only be NYC, SFO, and LAX.
...BOS also has it though. BOS gets it on LAX from AA, DL, and B6. BOS to SFO tends to be 757s on UA as well. LAX to DCA is also a D1 marketed route.
SEA is now a larger airport than SFO and is growing faster, the market will be there eventually. LAX/SFO are big, but their CSAs are declining. It's myopic to think that it will always only be NYC, SFO, and LAX.
If Delta actually manages to start doing better in SEA, it makes sense to do it on the hub to hub routes of JFK and BOS. Especially if they want SEA to become a TPAC hub. It's not ideal to have to sit through basic domestic F for 6 hours each way. LAX/SFO are successful TPAC hubs because they support premium transcon as well.
Not too surprising about SJC. I've booked a flight to SJC several times in my life, and every time, the airline canceled the route before my travel date. Every single time. The closest I've ever come to that airport was driving by it on 101.
‘We saw JetBlue launch transatlantic flights, though unfortunately this hasn’t turned out to be the gold mine that the airline hoped.’
That made me smile; any airline CEO who believes that North Atlantic routes are a gold mine should have his head examined and start looking somewhere else for underserved, yet profitable niches.
JFK or BOS to LHR or LGW?
Oh, that’s shrewd; no one else flies there, or do they?
B.
B6 should go the Ryanair way, or similar...Orly instead of CDG, Stansted instead of LHR, Manchester or Birmingham, Belfast, etc etc...
That wouldn't work much for longhaul where the airport fees make up much lower share of costs. Besides, ORY??? Isn't that even more expensive than CDG, since it's sort of the LCY equivalent for Paris with a limited capacity? The low-cost airport in Paris is BVA and most pax don't fancy a two hours bus ride after their TATL flight.
They are doing the opposite for a good reason, I imagine. They have a codeshares on some routes with BA. It makes sense to focus on LHR, where you can get more connections for your customers, rather than LGW. I'm sure the Paris decision is informed by the same calculus -- they don't have much in the way of onward options (though I think I saw that Easyjet regionals are sold on the B6 website).
...They are doing the opposite for a good reason, I imagine. They have a codeshares on some routes with BA. It makes sense to focus on LHR, where you can get more connections for your customers, rather than LGW. I'm sure the Paris decision is informed by the same calculus -- they don't have much in the way of onward options (though I think I saw that Easyjet regionals are sold on the B6 website).
I am looking forward to seeing the new routes they offer. I would like Madrid would make sense, since they seem to be building relationships with OneWorld.
Mint is just such a weird product. Amazing onboard but not even a lounge to use at the ground. In the JFK B6 terminal, you can't even have other options like Amex/Chase.
Maybe B6 needs to knock on Alaska's door while the direction of the wind at the DOJ is changing. Alaska is focused on the west coast, Hawaii is transPacific, and JetBlue takes care of the east coast. They could develop a mid-west footprint as time progresses.
The window of opportunity is only four years long with no guarantee of a renewal...and could be shorter with an mid-term impeachment!!
Call it Pan Pacific, or...
Maybe B6 needs to knock on Alaska's door while the direction of the wind at the DOJ is changing. Alaska is focused on the west coast, Hawaii is transPacific, and JetBlue takes care of the east coast. They could develop a mid-west footprint as time progresses.
The window of opportunity is only four years long with no guarantee of a renewal...and could be shorter with an mid-term impeachment!!
Call it Pan Pacific, or TransPacific, North American, or InterContinental, or TransContinental, or Columbia Air, or .......??
The clock is ticking!!
When they tightened the pitch in economy and started charging for bags I stopped flying with them. Clearly I wasn't the only one
Who did you start flying instead?
What can one say… B6 NK F9 WN are all doing things to ensure a path to greater profitably and capitalize upon the niche they think they know best. Let’s hope their parachute protected upper management gambles are the right ones for their frontline dependents.
This ain’t Amtrak chicas!
I would think B6 if they really wanted to do TATL would be better off going to secondary cities in Europe where they can compete better. Maybe when they get XLRs they can fly deeper into Europe where a better coach product matters more. Marginally better meals and space matters less on short TATL hops.
How they thought they could compete going to London or Paris, with a sub-par schedule, without good feed in both...
I would think B6 if they really wanted to do TATL would be better off going to secondary cities in Europe where they can compete better. Maybe when they get XLRs they can fly deeper into Europe where a better coach product matters more. Marginally better meals and space matters less on short TATL hops.
How they thought they could compete going to London or Paris, with a sub-par schedule, without good feed in both directions when the competition has both (AF+DL or AA+BA or UA's big EWR) is hard to imagine.
NYC-IAH is a sad example of post-NEA ... it went from 2-3x AA (LGA-IAH) + 1-2 B6 I think (JFK-IAH) and now both are gone. I'm sure UA especially is thrilled with that.
Delta and United both fly LGA to IAH. It is hard to compete from JFK to destinations inside the LGA perimeter which Houston is.
Austin is not inside the perimeter so is JFK and EWR only
Wait so with these cuts JFK-IAH is no longer flown by anyone? Am aware of other two NYC airports served, tho that's kinda insane to think abt. Could DL get back on this route?
Why would they need to? They could, but delta flies lga-iah. The local traffic prefers lga. Why waste it at jfk?
It's interesting to me that B6 will stop flying between JFK and MIA. I flew that route with B6 a few times throughout 2022, and the flight was fully booked each time (and sometimes that route was operated by aircraft with Mint, and some lucky passengers would get those seats assigned at the gate if all other seats were taken).
Cutting Mint from Seattle makes sense, given how that has typically been the cheapest...
It's interesting to me that B6 will stop flying between JFK and MIA. I flew that route with B6 a few times throughout 2022, and the flight was fully booked each time (and sometimes that route was operated by aircraft with Mint, and some lucky passengers would get those seats assigned at the gate if all other seats were taken).
Cutting Mint from Seattle makes sense, given how that has typically been the cheapest route to fly JetBlue Mint in terms of the cost vs flying time.
I did not see how they were going to make transatlantic work. That was doomed to failure. If I were them, I would throw more services at Central/South America and the Caribbean.
I believe TATL is their most profitable flying as a whole, according to their commercial team.
So, I’d be careful to rubber stamp it as unsuccessful because they are choosing not to bring back LGW and a second CDG.
They don't seem to think like that, they retreated from south america completely, well almost, as they'll still serve Cartagena in Colombia, their demise is sad, but it seems US airlines only get good coin on their domestic market. Its seems LatAm is not a priority for any US carrier much less Low cost carriers, since most of them are retreating and canceling service in that market. I think JetBlue was a very good choice...
They don't seem to think like that, they retreated from south america completely, well almost, as they'll still serve Cartagena in Colombia, their demise is sad, but it seems US airlines only get good coin on their domestic market. Its seems LatAm is not a priority for any US carrier much less Low cost carriers, since most of them are retreating and canceling service in that market. I think JetBlue was a very good choice to travel from/to Colombia, Ecuador and Peru. I'ts a shame they didn't find the success they intended on a lot of markets.
Sounds like they are going to have far too many Mint aircraft with all these cuts, especially in the winter. Will they park some Mint aircraft or refurbish some into normal domestic configuration.
I would imagine they will redeploy them on other routes. I think their experiment with ski destinations (BZN, YVR) getting Mint in the winter was a smart move... they should extend that to other underserved ski cities (Jackson Hole, MTJ for Telluride, maybe Spokane or Boise). JFK-based flyers who are spending thousands on a ski vacation will pay extra for Mint.
What'll happen to the JFK slots - and the DCA slots from an earlier article - that B6 is abandoning? Given how many pixels are usually lit up over DCA slots, you'd think there'd be a bidding war by now...
B6 might redeploy them for other routes but DL is growing at JFK in the number of passengers carried - by 7% compared to B6 which is down 4% and AA is down 10%.
In NYC as a whole, DL is up 8% while B6 is down 8%, AA is down 3% and UA is down 4%
Someone's loss is almost always someone else's gain
And UA still has the largest single hub in NYC, serving the local market while also providing connections around the country and world.
As you said when discussing split hubs in London and Tokyo hubs, single airport hubs are better than split airport hubs.
This is also evidenced with Delta operating more flights while carrying less passengers. They are more RJ heavy on the flying since they don’t have the need for the...
And UA still has the largest single hub in NYC, serving the local market while also providing connections around the country and world.
As you said when discussing split hubs in London and Tokyo hubs, single airport hubs are better than split airport hubs.
This is also evidenced with Delta operating more flights while carrying less passengers. They are more RJ heavy on the flying since they don’t have the need for the mainline capacity on as many routes as UA does.
And yes, Tim, as others have said, you should start your own blog.
First, Mark, it is not a surprise that you don’t want to hear or read the truth.
Second, LaGuardia is a domestic, perimeter limited airport. That is not true of the two largest airports in London, Paris, or Tokyo.
Three. Delta iscarrying 98% of the passengers from the three New York City airports that United carries even though LaGuardia is Delta‘s largest regional jet operation.
Fourth, Scott Kirby just said that ATC...
First, Mark, it is not a surprise that you don’t want to hear or read the truth.
Second, LaGuardia is a domestic, perimeter limited airport. That is not true of the two largest airports in London, Paris, or Tokyo.
Three. Delta iscarrying 98% of the passengers from the three New York City airports that United carries even though LaGuardia is Delta‘s largest regional jet operation.
Fourth, Scott Kirby just said that ATC restrictions at Newark are part of the reason why he is pushing for development of Dulles as a larger hub.
For years we have heard that united is New York City’s airline and yet Delta is on the verge of overtaking United in total passengers and it already carries more local New York City passengers
And the clear relation of all of this to JetBlue is that Delta continues to grow in New York City, while American, JetBlue, and United are all shrinking
Delta is JetBlue‘s most direct and largest competitor. Their re-strategizing helps Delta continue to grow further.
I am sorry if that uncomfortable news bothers you
Why do you hate UAL so much? You have points occasionally but the constant hate just swallows it. I’m curious as to why you have the distain you do for UAL.
He doesn’t hate UA. He is very insecure about DL’s performance and, the same way an insecure person in life constantly butts himself into unrelated conversations, self-aggrandizes himself, and cuts others down to make himself feel better, Tim does that about DL. He’ll bring up DL all the time, no matter how unrelated the topic. He manifests informations and twists data to cut down other airlines, no matter how much hypocrisy and transparency is involved....
He doesn’t hate UA. He is very insecure about DL’s performance and, the same way an insecure person in life constantly butts himself into unrelated conversations, self-aggrandizes himself, and cuts others down to make himself feel better, Tim does that about DL. He’ll bring up DL all the time, no matter how unrelated the topic. He manifests informations and twists data to cut down other airlines, no matter how much hypocrisy and transparency is involved.
The other half of that question is why would an individual be so insecure about a corporation, to the point he manifests such strange and abnormal behavior. I have absolutely no idea what the answer to that question is. None of us do. His behavior is completely predictable, but we don’t know the reason behind it.
First Tim, it is not a surprise that you don’t want to read or hear the truth. (see how condescending and off-putting that sounds?)
The FAA move that separates some of the EWR TRACON to PHL will bear fruit. Yes there are teething pains with the recent moves but UA is already seeing operational gains in EWR.
The hub still is and will remain the largest single hub airport in the NE. No other...
First Tim, it is not a surprise that you don’t want to read or hear the truth. (see how condescending and off-putting that sounds?)
The FAA move that separates some of the EWR TRACON to PHL will bear fruit. Yes there are teething pains with the recent moves but UA is already seeing operational gains in EWR.
The hub still is and will remain the largest single hub airport in the NE. No other airline or hub comes close. That is why UA operates a much larger gauge, on average, than DL, and is able to offer a more comprehensive schedules and choice of destinations. DL offers more flights, but they’re on higher cost RJs so DL carries less passengers and 50% less cargo than UA.
UA’s mainline deliveries are really picking up, with more A321s and MAXes, along with more 787s and A321XLRs just around the corner. With an upgraded Polaris cabin about to be rolled out, IGW 787s, and three brand new and large United Clubs (along with the well-reviewed and expanded Polaris lounge) in EWR, you should see what UA has in store for NYC.
I’m sorry if that uncomfortable news bothers you. (Do see how that also sounds so condescending and off-putting?)
Please start your own blog. You have so much to say. You don’t need to worry that your blog won’t be as popular or well-read as the others out there.
Mark,
as to your comments above, if I was wrong, then there would be no reason for angst.
But I am right. and not only do you know it but so does UA execs.
CO did an incredible job in building EWR into a truly global hub in the NE when no one had really done that at any airport. Problem is that it was essentially a 2 runway operation. EWR was slot...
Mark,
as to your comments above, if I was wrong, then there would be no reason for angst.
But I am right. and not only do you know it but so does UA execs.
CO did an incredible job in building EWR into a truly global hub in the NE when no one had really done that at any airport. Problem is that it was essentially a 2 runway operation. EWR was slot controlled but UA screwed up handling of slot controls, underutilized them, and tried to bribe the Port Authority and the FAA stripped EWR of slot controls.
AA also has underutilized its slots.
DL is the only major airline in the NYC airline that has used its NYC slots (now just LGA and JFK) per FAA regulations and grew the market when other carriers like AA were asking the FAA to remove slots; instead DL added them.
LGA and JFK have 5 effective runways between them. LGA is perimeter restricted but DL has just under 50% of the slots. LGA is the preferred airport by local NYC traffic for destinations inside the LGA perimeter. DL has about 1/3 of all JFK slots and JFK is the preferred airport for destinations outside of the LGA perimeter.
UA has a higher percentage of traffic (no longer slots at EWR) but it is not the primary airport for most destinations from NYC's 3 airports.
UA's meltdown in 2023 was because UA overscheduled EWR; they have pulled back schedules and that is why EWR is shrinking.
ATC likely will figure out all of NYC's airspace but that will also allow more flights at LGA and JFK which DL is certain to use for its benefit. They are already growing while AA, B6 and UA are shrinking in NYC.
Telling you and others that reality is not butting into the conversation or harping on DL.
That is simply the competitive dynamic that is a big part of why B6 repeatedly cannot succeed from NYC and also why UA is being forced to shift more and more flying to IAD.
However, IAD comes much closer to competing with ATL where DL has virtually unlimited space to expand.
The DL lineup of ATL, LGA/JFK, and BOS creates a wall of hubs along the east coast that no other airline can match.
The only piece missing in DL's east coast strategy is its own flights from Florida to Latin America and they get a piece of that with the JV with Latam.
DL will re-add JFK to Asia - both East and South Asia.
As for aircraft, all of the new aircraft in the world on order mean nothing given that Boeing can't deliver what is promised to UA - UA will get just 3 787s this year compared to somewhere in the teens on order.
UA's fleet continues to be the oldest in the world among large global carriers. They will have to use large portions of their widebody orders to replace their 777-200A/ERs and 767s which are no younger than DL's.
and the 787 is still smaller than any new generation widebody in DL's fleet in terms of seats.
UA has shown an incredible turnaround and I respect the fighting spirit that you and Kirby and all of the UA fan kids have but you simply don't want to accept reality and belittle DL because it is easier to do that than to admit that DL just might have outsmarted UA at its own game - or at least produced strategies that are as strong if not stronger than UA's.
I said years ago that if UA could really make money flying as much international as it does, DL would figure out how to get a piece of that action - and that is exactly what is happening.
DL flies the most domestic ASMs on its own aircraft of any US airline; DL is not giving that up position and will grow its domestic network including where B6 retreats as well as in new hubs such as AUS.
Hoping that I will go someplace else so you don't have to face those facts is not going to happen, Mark.
Mark,
since you love to explain and defend UA, can you tell us why UA decided to add hourly service DCA to EWR on CRJ 550s?
When they talk about capacity restrictions at EWR, it seems more than a little "off" to add hourly service on the smallest jet in their combined mainline/RJ fleet when they could use a mainline aircraft for just 1/3 of the flights and then add about a dozen additional flights.
Man, SJC has really taken it on the chin, in the last few years:
they've lost British Airways, Lufthansa, Air China, Hainan, All Nippon, AeroMexico, Air Canada, and now today JetBlue.
It's really unfortunate. It's a good airport and more people live in San Jose than San Francisco. I was particularly surprised that VN chose to operate out of SFO given that SJC has the third largest community of Vietnamese in the US.
Does Jetblue have any agrement with TAP?
I can sense Portugal and maybe Spain?
When I was a corporate travel Manager in San Francisco our South Bay / South East Bay travelers were more than happy to drive up 101 to SFO for better flight options and bigger aircraft. It's just not THAT far....
Certainly no one minds as long as the company covers the Uber. I mind very much when I have to shell out $100-150 for a round trip Uber from San Jose to SFO. I've started driving and parking at one of the off-airport lots for any trips shorter than a week.
I am selfishly (and probably unrealistically) rooting for more PBI flying with the growing population in the area and the fact that B6 current routes out of there (including seasonal LAX) seem to do well. PBI-NAS would be a fun short haul to try for next winter and the Caribbean is a strength for B6. PWM to SE Florida seems like a missing link too (JetBlue, Frontier and Breeze all fly PWM-MCO and Breeze flies...
I am selfishly (and probably unrealistically) rooting for more PBI flying with the growing population in the area and the fact that B6 current routes out of there (including seasonal LAX) seem to do well. PBI-NAS would be a fun short haul to try for next winter and the Caribbean is a strength for B6. PWM to SE Florida seems like a missing link too (JetBlue, Frontier and Breeze all fly PWM-MCO and Breeze flies PWM-RSW), so maybe PWM-FLL? FLL-AVL might make sense in the summer and allow people to avoid Allegiant. The long-haul situation seems bad and you wonder what they do with the A321LRs if there's not enough demand to Europe. Fly them between FLL and GRU/GIG for New Year's and Carnival?
in other industry news, McKinney National airport in Texas has approved building a new terminal, which all but guarantees that WN will start service there.
Restrictions that go all the way back to the Wright Amendment limiting AA and WN's service at DFW and DAL end next year.
Holy Christ just start your own blog already
in the midst of cutbacks, it is always good to see green shoots.
Why do you post “in other industry news” on a completely unrelated story?
Serious question, why don’t you start your own blog?
Because I went to see Ben thrive as much as possible and keep every possible story on the radar.
And since this story has absolutely no connection to Delta, it is hard to understand why you find it objectionable
Mark, Tim never directly answers direct questions. Good effort, though.
I most certainly did. You just don’t like the answer
As much as some believe otherwise, I want Ben to win the internet
You not starting your own blog “because you want Ben to succeed” isn’t really an answer, considering you regularly take potshots at his content, ridicule him for the stories he chooses to publish, and have made jokes about his ability to feed his family in the past.
Ben will have a successful blog with or without you.
I’m sorry if those facts make you uncomfortable.
Tim Dunn needs to insert his penis into a wet vagina.
Ben's blog succeeds because it draws more reader responses than just about any aviation chat related site other than a.net where a handful of people argue incessantly about stuff that will ever happen and topics never die but are continually resurrected.
Ben does cover a pretty broad range of topics with a focus on int'l which is what he likes the most.
I don't have to start a separate blog because you don't like...
Ben's blog succeeds because it draws more reader responses than just about any aviation chat related site other than a.net where a handful of people argue incessantly about stuff that will ever happen and topics never die but are continually resurrected.
Ben does cover a pretty broad range of topics with a focus on int'l which is what he likes the most.
I don't have to start a separate blog because you don't like the fact that I throw in topics that are important to the industry even if Ben doesn't start them.
and your statement about my focus on DL exclusively is patently wrong. DL is almost certainly not going to start service to McKinney in N. Texas. The city is not adding the terminal because DL is asking them.
Ben might or might not write an article about TKI but you do more to elevate my position by arguing incessantly about what I write than just ignore what I say if you don't like it.
Loser
It is clear that B6 was doing a whole lot that didn't make money. When you get to this point, you have to get serious about cutting what does not work -and that has clearly been alot. They have a slide in their investor presentation today that shows all of the routes that they have cut so far.
It is beyond ironic that they are having to pull out of markets where AA needed B6...
It is clear that B6 was doing a whole lot that didn't make money. When you get to this point, you have to get serious about cutting what does not work -and that has clearly been alot. They have a slide in their investor presentation today that shows all of the routes that they have cut so far.
It is beyond ironic that they are having to pull out of markets where AA needed B6 to add muscle. Given that the DOJ said "no" AA is really competing and B6 cannot.
Delta is the big winner in all of this. B6 is a weaker, smaller carrier where DL is the largest carrier at JFK and BOS and the largest legacy at FLL.
There are diminishing returns when it comes to cutting your way to success. Sure, the umprofitable fat needs to go - but once you run out of that you start gutting the muscle too. Not saying JetBlue is at that point, but they're getting there quickly. No more JFK-MIA or JFK-MKE flights? You may argue that they aren;'t competitive, but how competitive are you when you can't offer flights to pretty routine destination in your...
There are diminishing returns when it comes to cutting your way to success. Sure, the umprofitable fat needs to go - but once you run out of that you start gutting the muscle too. Not saying JetBlue is at that point, but they're getting there quickly. No more JFK-MIA or JFK-MKE flights? You may argue that they aren;'t competitive, but how competitive are you when you can't offer flights to pretty routine destination in your supposed home market? Bad enough that they're behind DL in BOS and basically irrelevant anywhere else in the world. But even JFK isn't looking great.
These are bad signs, folks. Playing the short term while ignoring the bigger picture.
Airline networks are tricky because certain flights exist to fuel other flights.
Slashing a part of your network just because it doesn't make as much money can have downstream impacts to the customers that are connecting onto the more profitable legs.
I find it hard to believe that cutting MIA/SEA service, two of the top 8 O&D destinations from JFK is beneficial in the long-term.
JetBlue needs to figure out what it's trying to do....
Airline networks are tricky because certain flights exist to fuel other flights.
Slashing a part of your network just because it doesn't make as much money can have downstream impacts to the customers that are connecting onto the more profitable legs.
I find it hard to believe that cutting MIA/SEA service, two of the top 8 O&D destinations from JFK is beneficial in the long-term.
JetBlue needs to figure out what it's trying to do. Simply put, a lot of its flying is not competitive in terms of frequencies and schedule for domestic business travelers.
They're not cutting sea, just not flying mint cabins.
Wow crazy they can't make Seattle work, as one of the top domestic O&D markets from NYC and they're even cutting Mint making them basically completely undesirable on this very long transcon market.
Great point! Without Mint they’re forced to compete in economy where there product isn’t well differentiated from AS and DL’s product. Good luck to B6!
To be fair, that's more an Seattle thing, than a Jetblue thing. Delta tried twice to offer international business on from there to New York, and discontinued that service as well.
Seattle is a decent and large west coast market, but it's just not on L.A. and San Francisco's level, and this is another circumstance that proves that.
I think that has more to do with Alaska than Seattle specifically. If Delta had a dominant market position instead of getting clapped by Alaska domestically, there would be premium transcon service to JFK and BOS, I suspect.
SEA has comparable levels of O&D as SFO (yes it does have other airports in the region that siphon off traffic), while also being a larger airport in terms of passenger traffic already. In the long term,...
I think that has more to do with Alaska than Seattle specifically. If Delta had a dominant market position instead of getting clapped by Alaska domestically, there would be premium transcon service to JFK and BOS, I suspect.
SEA has comparable levels of O&D as SFO (yes it does have other airports in the region that siphon off traffic), while also being a larger airport in terms of passenger traffic already. In the long term, I can see it happening simply because SEA continues to grow as a market, meanwhile the SF and LA CSAs continue to decline.
"If Delta had a dominant market position instead of getting clapped by Alaska domestically, there would be premium transcon service to JFK and BOS, I suspect."
Not really sure how you come to that conclusion, seeing as lie-flat transcontinental business is one of the few things Delta can differentiate itself from Alaska, in a way that Alaska cannot duplicate. And yet, not only did they fail (twice), but another carrier trying the same thing failed....
"If Delta had a dominant market position instead of getting clapped by Alaska domestically, there would be premium transcon service to JFK and BOS, I suspect."
Not really sure how you come to that conclusion, seeing as lie-flat transcontinental business is one of the few things Delta can differentiate itself from Alaska, in a way that Alaska cannot duplicate. And yet, not only did they fail (twice), but another carrier trying the same thing failed. That's more indicative of the market than the airline.
You're in agreement with what I said then.
Alaska's dominant market position lead to Delta failing. It's pretty simple.
except Delta gets and has gotten a higher average fare not just on SEA-JFK but in other transcons.
DL either has to use a widebody or one of its 757 transcon aircraft - which are being phased out in favor of the A321NEO transcons which are awaiting certification of the Delta One seat.
Just because airlines switch between products hardly means they have failed.
AA and UA also regularly move international aircraft on and off...
except Delta gets and has gotten a higher average fare not just on SEA-JFK but in other transcons.
DL either has to use a widebody or one of its 757 transcon aircraft - which are being phased out in favor of the A321NEO transcons which are awaiting certification of the Delta One seat.
Just because airlines switch between products hardly means they have failed.
AA and UA also regularly move international aircraft on and off of routes within N. America; when they revert to standard domestic aircraft, they have not failed but simply chosen to use their more premium configured aircraft elsewhere.
I know it is hard for you to objective but please just fake it.
Looks like more and more JetBlue needs to be acquired. Couldn't make MIA work.
If I was JetBlue, i would go all in on Latin/Caribbean flying the AA has a monopoly on many routes and there is too little competition. JetBlue can't compete transatlantically, but they can in Latin America.