Reply With Quote"A cabin pressurization error led to an early return to DFW, with two go around's.
Listening to the tapes, it really sounded like someone needed to focus on the "Aviate" part of flying."
http://flightaware.com/squawks/view/...rgency_Landing
For the past few months there have been many articles talking about AA and it's money problems. Other than some quoting AA press releases, none have painted a rosy picture of AA's probable future. Here is one that sums things up fairly accurately except for one important point.
While many point out that AA desperately need more efficient aircraft, the one thing they all leave out is the lack of efficiency of the AA workforce...IE how many employees they have per aircraft they operate. Just divide the number of employees an airline has, by the number of aircraft they have in their fleet. (Info can be found on most airlines websites) The lower the number, the higher the efficiency. Upgrading aircraft efficiency, is only half the answer to survival for AA.
DALLAS – American Airlines is in bad need of an upgrade.
The airline posted a $162 million loss on Wednesday, and has lost money in 14 of the last 16 quarters. Shares of parent AMR Corp. dropped 7.5%, and they have fallen 66% this year as investors worry that the company could be headed for bankruptcy protection.
AMR has nearly $5 billion in cash, more than many of its rivals and enough to avoid bankruptcy anytime soon.
But American needs to solve its labor problems, bring costs under control and provide better service to passengers if it is to pull out of a long financial nosedive that has resulted in the loss of more than $12 billion since 2001.
Here's what American must do, experts say:
—Control labor costs
AMR says its labor costs are $600 million a year more than other airlines — even more if pensions are included. Partly it's because other airlines dumped pension and other costs when they went through bankruptcy in the past decade.
American's unions hotly dispute AMR's figures and are seeking pay raises.
Management and the pilots' union recently stepped up talks and appear closer to a deal than ever — negotiations started in 2006. American wants pilots to fly more hours per month, much like they do at competitor Southwest Airlines Co.
Deals with pilots, flight attendants and ground workers could save AMR $300 million to $400 million a year, analysts estimate. That wouldn't cover an expected $1.2 billion loss this year, but it would close the gap with competitors.
"Getting competitive about labor costs is critical for them," says Michael Derchin, an analyst with CRT Capital Group. "That would be a good start."
—Improve service
American needs to improve its service to keep attracting passengers, who have many airlines to choose among. That means arriving on-time more often, which is especially important to business travelers. Its American Eagle subsidiary cancels a high number of flights.
"American used to be the industry leader," says Henry H. Harteveldt, a travel industry analyst with Atmosphere Research Group. "Now it's in the middle of the pack and falling."
Harteveldt said American must upgrade seating in coach, add lie-flat beds in business class on international flights, and expand amenities such as in-flight Internet service and power outlets.
—Dump gas-guzzling planes
American has announced plans to upgrade its fleet by buying 460 planes from Airbus and Boeing. Chairman and CEO Gerard Arpey says the new planes will transform American by reducing maintenance and fuel costs — the manufacturers claim the new jets will use 15% less fuel than current models — and giving customers a better ride.
However, those planes don't begin to arrive until 2013 and will be added gradually over several years.
American used to be a leader. It was the world's biggest airline, an innovative company whose ideas — from frequent-flier rewards to baggage fees — were loved or hated by passengers; but either way, they were copied by other airlines.
Lately, American's creativity seems to have run dry. Investors have publicly challenged Arpey and other executives to come up with fresh thinking "beyond new flights to Helsinki," as one analyst put it.
Despite such restiveness, there are no clear outward signs that a change in leadership is imminent. "That's not going to happen. This management is in charge," said Ray Neidl, an analyst with Maxim Group LLC, who only a month ago referred to management as "a caretaker of a deteriorating asset."
But some analysts think a shake-up might not be far away.
While the airline industry has enjoyed strong revenue growth and other carriers have returned to profitability in the past two years, "unfortunately AMR sticks out as an airline still generating losses," says Matthew Jacob, an analyst with ITG Investment Research. "I think it's something the board would probably consider."
It's been a terrible year for airline stocks as investors fretted about high fuel prices and a weak economy undercutting travel. The Arca index of airline stocks has dropped 30%.
AMR shares have plunged more than twice as much, reflecting fear about its string of losing quarters and high debt. A rash of American Airlines pilot retirements spooked investors, who considered it a sign of insiders bailing out, causing a 33% drop on Oct. 3.
AMR reported Wednesday that third-quarter revenue rose 9% on higher fares, but fuel spending jumped 40%, to $2.3 billion, easily topping wages and benefits as the biggest expense.
The company's loss of 48 cents per share was wider than analysts' forecast of 43 cents per share, according to FactSet. And it forecast fourth-quarter costs that were higher than some analysts had expected.
Investors were disappointed again. The company's shares fell 21 cents to close at $2.61
http://travel.usatoday.com/flights/s...ive/50836394/1
"Liberalism: Moochers Electing Looters to Steal from Producers."
"A cabin pressurization error led to an early return to DFW, with two go around's.
Listening to the tapes, it really sounded like someone needed to focus on the "Aviate" part of flying."
http://flightaware.com/squawks/view/...rgency_Landing
"Liberalism: Moochers Electing Looters to Steal from Producers."
Sounds more like the media blowing this a little more out of proportion. Most abnormal checklists for airliners are quite long, while ATC's goal is to direct the aircraft to landing as quickly as possible. The question comes whether or not they should have just landed finishing only half the checklist or finish it up, and then land. Obviously, pressurization would never be an issue, seeing how the aircraft never got above a few thousand feet.Originally Posted by TexasPlus
So...maybe I'm just a sadist, but I always love being in airports on super busy travel days like today. The crush of humanity, the frantic energy...I'd love to be able to plop down for a couple of hours at a bar at DFW today and just people watch. Granted, my opinion on days like today will likely change when/if I'm dragging kiddos through a terminal desparately trying to get to our flight
DFW website says Remote South parking is already full and part of Express North is too. Best of luck to all the travellers out there today.
By Andrea Ahles
aahles@star-telegram.com
For years, American Airlines bucked the industry trend of sending maintenance work overseas.
But that may soon end with the announcement last week that American plans to close its Alliance Fort Worth maintenance base and outsource the work performed on wide-body aircraft such as the Boeing 767 and 777.
Over the past decade, U.S. carriers have increasingly sent big planes to facilities in Singapore, China and Mexico for maintenance. Some, like Southwest Airlines, send narrow-body aircraft to maintenance bases in El Salvador and Canada.
"There is a broad and deep global marketplace for heavy maintenance work on wide-body airplanes," American CEO Tom Horton said during a meeting Thursday with the Star-Telegram Editorial Board. "And the reason for that is very simple. The airplanes fly everywhere. They can be maintained in Asia or Latin America or North America or Europe. They can be maintained anywhere."
Cost is the driving factor. It is far cheaper to have the work done overseas, said John Eakin, who owns Air Data Research in Helotes.
"So much of the work is labor-intensive that it is just hard for American shops to be competitive," Eakin said.
The move toward outsourcing is part of the airline's plan to emerge from bankruptcy as a more competitive company.
But some wonder whether maintenance done outside the U.S. isn't as safe.
The Transport Workers Union, which represents 26,000 workers at American and its regional carrier American Eagle, has raised concerns that government inspectors cannot properly inspect or oversee third-party maintenance facilities.
According to a Transportation Department inspector general report in 2010, neither the Federal Aviation Administration nor the carriers "provide regular on-site reviews of the maintenance performed at these facilities."
The report said there is a higher risk because third-party companies are usually not FAA-certified and don't have the same quality controls.
American said it still plans to have its own mechanics do a large portion of its maintenance even as it proposes to outsource 40 percent.
"We never have and never will compromise the safety and reliability of our fleet," spokeswoman Andrea Huguely said. "Even though we are proposing increasing our outsourcing, work done at any other facility will always be subject to our and the FAA's rigorous safety standards."
TWU international representative Don Videtich said American's mechanics are proud of their work and their ability to help the carrier save money by improving their productivity.
"Whether it is overseas or another [maintenance base] in the States, it is just disheartening because everybody at the company and the union was not just focused on maintaining jobs but maintaining the quality product," Videtich said.
Thousands of U.S. airline mechanics have lost their jobs in the outsourcing wave. In a March report on the issue, the TWU found that passenger airlines had a total of 42,774 mechanics in 2009, down 33 percent from 64,248 in 2000, even as the total aircraft declined only 6 percent. About 1,200 workers at Alliance would be affected by the American maintenance base closure.
But industry analysts say American needs to make the move to remain cost-competitive with other carriers.
All major U.S. carriers except American have outsourced maintenance overseas in the past decade. From 2001 to 2009, outsourcing went from 29 percent to 60 percent at US Airways and from 18 percent to 41 percent at United Airlines, according to a 2011 report from the TWU.
"We've seen the last 10 years of this trend, and this has been the safest 10 years in the airline industry," airline consultant Darryl Jenkins said.
The Aeronautical Repair Station Association, which represents aircraft maintenance companies, said that regardless of where a maintenance facility is, the regulatory requirements are the same.
"The airline continues to be responsible for the entire maintenance program put into effect by its maintenance providers," said Sarah MacLeod, the association's executive director.
American has not told the TWU whether it wants to outsource maintenance overseas or to companies in North Carolina or San Antonio.
With American's plan to buy 460 aircraft from Boeing and Airbus in the next decade, the TWU acknowledges that mechanics would have faced job cuts anyway, as the newer planes need fewer maintenance checks. But the union believes that American's proposals are overreaching and disheartening.
"The focus should have been on all the infrastructure and processes in place and utilize those facilities to their utmost," Videtich said. "We're planning on fighting for every job, and that includes Alliance."
http://www.star-telegram.com/2012/02...outsource.html
"Liberalism: Moochers Electing Looters to Steal from Producers."
Yes, I am dissappointed too with the possibilities resulting from AA's troubles. But the operative word is MAY so wait and see. But what the hell isn't what is good enough for WN not good enough for everyone else?
Last edited by PuddinHead; 06 February 2012 at 11:48 AM.
swa800firstflight1.jpg swa800firstflight2.jpg
The first SWA 737-800 ETOPS takes to the air for the first time on a test flight by Boeing today. N8301J will be delivered in a little over 2 weeks. Thirty two more 800's are scheduled for delivery by the end of this year.
Another historic moment will occur on March 1st 2012 when AirTran and Southwest Airlines surrender their current Operating Certificates to the FAA, and the FAA presents Southwest with the new Single Operating Certificate combining both airlines.
Last edited by TexasPlus; 24 February 2012 at 02:47 PM. Reason: Uploaded Pics
"Liberalism: Moochers Electing Looters to Steal from Producers."
When they operate 777's, 787's or 330's then we will be impressed.
Last edited by PuddinHead; 26 February 2012 at 09:24 PM.
Informative article, for once it does not look like the writers twisted it off base.With Fuel Costs Up, AirTran Purchase to Digest, Airline Holds Off on Expansion
By SUSAN CAREY and DOUG CAMERON
With fuel prices on the march again, Southwest Airlines Co. is taking a pause after a 41-year expansion that has taken it to the brink of the global industry's top 10 by traffic.
A year ago, the airline and its rivals faced the worrisome prospect of jet fuel rising to $3.30 a gallon, but the industry successfully managed to pass on most of the increases through higher fares.
We prepared for $3.30, and now we're going to have to be prepared for $3.50," said Chief Executive Gary Kelly in an interview in Chicago, where he was attending an employee event at what is now the airline's busiest market.
Southwest is keeping its aircraft fleet flat at around 700 planes until it reaches its investment-return target of 15%, though it will boost capacity by introducing larger planes and adding extra seats on existing aircraft.
While demand remains robust, Mr. Kelly concedes that Southwest will have to look at "schedule adjustments" if it fails to secure cost savings and push through higher fares to counter fuel costs.
The fuel challenge comes as Mr. Kelly continues to assimilate discounter AirTran Airways and face off against larger legacy airlines that restructured and then merged. The AirTran deal boosted Southwest's scale by around 20% in one swoop, and also gave it access for the first time to international markets.
Southwest has been limited to domestic routes because of an outdated reservations system that Mr. Kelly says it is still "years away" from replacing, as well as union contracts that kept it focused on the Lower 48 states.
Meanwhile, new rivals such as JetBlue Airways Corp. and Spirit Airlines Inc. have grown quickly into markets from the U.S. to Mexico and the Caribbean.
But Mr. Kelly seems unhurried about shifting his focus from domestic routes, where he sees potential to add "hundreds of planes"—though not as many as 500—before it runs out of growth opportunities in the Lower 48. Services to Hawaii, Alaska, Canada, Mexico and the Caribbean are all seen as on the horizon, but Mr. Kelly views the core domestic market as far from saturated.
The big prize from AirTran was access to Atlanta, the busiest airport in the U.S., and it is also expanding its presence in the New York area, and eyeing further expansion in Washington, D.C.
AirTran, which Southwest acquired last May, is expected to generate $400 million to $500 million in revenue synergies, with much of that sum coming from the smaller carrier's extensive network out of Atlanta. Mr. Kelly said the deal is adding 22 cities to the 72 that Southwest already serves and is moving the strictly domestic airline into some overseas destinations in Mexico and the Caribbean.
It is one of several strategic cards in hand that Mr. Kelly hopes will boost revenue by nearly $500 million over the next few years.
In April, the first of 100 larger, more fuel-efficient Boeing Co. 737-800s will arrive, and Southwest is also the launch customer for the revamped Max version of the airplane, part of a $19 billion order announced last December.
The Max jets are due to start arriving in 2017, and though Boeing and rival Airbus have seen recent new aircraft programs running several years late, Mr. Kelly believes the U.S. company may even come in ahead of time after learning from past mistakes.
Beyond that, Mr. Kelly said, Southwest will have opportunities to grow from Dallas Love Field in 2014 upon the expiration of a federal law that limited the carrier to serving only Texas and eight nearby states nonstop with flights from its home airport.
Mr. Kelly said the company also has many opportunities to improve its labor productivity, although many of those potential changes would need to take place within the confines of union labor negotiations.
One piece of AirTran he wants to jettison is that airline's 88 smaller Boeing 717 planes.
"We tried to look for a purpose for the 717s that was different than for the 737s," Mr. Kelly said. "We couldn't find one."
But AirTran's leases on those planes don't begin expiring until 2017 and run to 2024. So Southwest has reached agreement with Boeing—from whom it leases the aircraft—to try to place the planes elsewhere.
"If we can't find a home for them, we'll fly them and pay for them, or not fly them and pay for them," he said.
http://online.wsj.com/article/SB1000...762138048.html
"Liberalism: Moochers Electing Looters to Steal from Producers."
This is par for the course for you. You'll only be impressed when they fly a plane they will never fly. Okay.
"Liberalism: Moochers Electing Looters to Steal from Producers."
And a really great article to go with the cover....Since the late eighties, every major airline in the country has gone bankrupt—except one. How on earth did scrappy, lovable, cut-rate Southwest hunt down its competition and emerge from all of the turbulence as the nation’s largest domestic carrier? And can its celebrated culture survive its success?
http://www.texasmonthly.com/2012-03-01/feature.php
"Liberalism: Moochers Electing Looters to Steal from Producers."
Don't worry TP it is only just a matter of time before WN will end up in the same situation as AA and the other airlines that preceded AA into bankruptcy.
You are hilarious, and I think you are a troll doing a bit. This statement is so far detached from reality that there is no other explanation. I can give you 5 reasons off the top of my head why this is patently false.
Why the insults Alex?
Since you convinced that WN is infallible and will never file for bankruptcy then by all means quote your reasons and when the time comes we will see how clairvoyant you are. Remember the old saw, never say never?
Troll is not necessarily an insult, its what you do. You put statements out there that have no basis, nothing factual, just blanket statements about how horrible SWA is, etc etc, looking to draw out a response, probably mostly for kicks. I think since SWA has 35 consecutive years of profitability under its belt, it would have to be you who actually has to quote some facts to support your statement. Care to provide something to backup your claim that they will see bankruptcy just like everyone else?
But my guess is you will just ask me more trolling questions.
Alex I found a great way to deal with trolls, this message board has an option to ignore individuals, that way you never have to see any of her messages unless someone else quotes them in a response. Just a thought.
"Liberalism: Moochers Electing Looters to Steal from Producers."
An interesting contrast to the above: http://www.farecompare.com/news/sout...ssenger-space/American Airlines to remove one flight attendant when it removes one row from Boeing 737s
ByTerry Maxon/Reporter
7:26 PM on Thu., Mar. 1, 2012
An interesting side note to the Main Cabin Extra announcement by American Airlines is that the carrier will reduce its staffing on many Boeing 737 flights from four flight attendants to three.
The Federal Aviation Administration requires airlines to put one flight attendant for every 50 seats. Right now, American Airlines has 160 seats on its Boeing 737-800s. That means four flight attendants.
However, with Main Cabin Extra, it'll eliminate a row to provide more leg room for the premium coach seats.
Flight attendants got this internal notice Thursday:
"As the new configuration of the 737 is anticipated to be sold at 150 customers, there will be an impact to the number of flight attendants required on certain domestic flights operated by 737s. The requirement for domestic flying is one flight attendant per every 50 customers; therefore American will staff three flight attendants on domestic flights operated by a 737 after the reconfiguration."
The logical question is that the math doesn't seem to add up. If one row of seats is removed, that leaves 154 seats, right?
American apparently intends to block off enough seats and not sell them to stay within 150 seats. The presumption, we presume, is that any loss in revenues will be more than offset by the lower costs of staffing the flights.
It already has to block off a few seats on 737-800 that operate over the water on international flights to make room for life rafts, I understand.
Of course, when American first started taking the 737-800s in 1999, they had 146 seats. Seating dropped to 134 when American introduced "More Room Throughout Coach" in February 2000.
After American abandoned MRTC in October 2004, the 737-800s were changed to 148 seats. Then, with the introduction of new interiors with thinner seats, it went to 160 in 2009. (I don't think American has finished converting them all from 148, though.)
Therefore, the 150-seat configuration will be the fifth seating layout in American's Boeing 737-800 fleet, of which there were 167 airplanes as of Dec. 31 and a lot more coming over the next decade.
American has proposed eliminating the jobs of 2,300 flight attendants as part of its bankruptcy reorganization. I'm told that the potential impact of removing one flight attendant from a lot of 737-800 flights is not included in those numbers.
But I've not been told of what the impact might be, only that the airline will address that issue when all the 737s are modified sometime in 2013.
http://aviationblog.dallasnews.com/a...remove-on.html
And this: http://www.spiritmag.com/gary_kelly/
Oh, and I don't think just blocking seats from being sold would meet the FAA rules, the seats would have to be physically blocked so that no one could occupy them. In either case, why haul that extra dead weight around?
"Liberalism: Moochers Electing Looters to Steal from Producers."
My quick and dirty read of the FAA regulations that govern this area lead me to believe that seats that are dedicated solely to dead heading crew members are NOT counted for purposes of flight attendant requirements.
Here's the general rule:
(a) Except as specified in Sec. 121.393 and Sec. 121.394, each certificate holder must provide at least the following flight attendants on board each passenger-carrying airplane when passengers are on board:]
[...]
(4) For airplanes having a seating capacity of more than 100 passengers--two flight attendants plus one additional flight attendant for each unit (or part of a unit) of 50 passenger seats above a seating capacity of 100 passengers.
Source: http://rgl.faa.gov/Regulatory_and_Gu...ment#_Section1
But elsewhere, I think non-rev dead heading crew members (and certain others) are exempted from being counted under 121.391. So, if my initial reading is correct, seats that are always set aside for this purpose would be excluded from the calculations. I'll check with a friend at FAA and see if this is on the mark.
Source for exemption: http://rgl.faa.gov/Regulatory_and_Gu...1!OpenDocument
Why must you always include personal attacks in your responses? Remember you popped off and said that you had 5 reasons why Southwest would never go bankrupt well then let’s hear them.
Just remember even Southwest is not immune to change or fate. For the first time in Southwest’s history when AA emerges from bankruptcy all of the old legacy carriers will be on a better than even footing with Southwest most have or will have lower operating costs than Southwest.
Last edited by PuddinHead; 04 March 2012 at 10:45 PM.
chicagotribune.com
American attendant disrupts flight to Chicago
By Gregory Karp
Tribune reporter
12:36 PM CST, March 9, 2012
An American Airlines flight attendant reportedly disrupted a flight Friday morning as it was about to take off from Dallas Fort/Worth en route to Chicago, saying over the aircraft intercom system that the plane was going to crash and ranting about the airline's bankruptcy reorganization.
The flight attendant was reportedly subdued by passengers until Dallas police arrived.
Two flight attendants were injured in the incident and were taken to the hospital. No passengers were injured and were never in danger, an airline spokeswoman said.
The Federal Aviation Administration confirmed there was an "altercation" involving American Airlines Flight 2332, which eventually landed at Chicago O'Hare at 11:46 a.m. "The plane taxied for departure and then returned to an airport gate and was met by the Dallas Police Department," an FAA spokesman said. "Dallas police advised the FAA that there had apparently been an altercation on the aircraft and as a result, the pilot requested to return."
The Dallas Morning News quoted someone claiming to be the sister of a passenger saying the flight attendant "came on the PA system ranting about AA bankruptcy and then telling them the plane was going to crash."
"She was addressing the captain, telling him not to take off, that it would not be her responsibility when the plane crashes and that it was going to crash. Then she was tackled by first-class passengers, who threw her against the wall."
An American Airlines spokeswoman confirmed "an incident occurred involving some of the cabin crew."
"The aircraft returned to the gate, where it was met by DFW Airport police. Two flight attendants were taken to local hospitals for treatment. We continue to investigate the details and circumstances and will have no further comment at this time," said spokeswoman Mary Frances Fagan.
"We will ensure that the affected flight attendants receive proper care, and we commend our other crew members for their assistance in quickly getting the aircraft back to the gate so that customers could be re-accommodated. Our customers were not in danger at any time," Fagan said, adding that the cabin crew was replaced. "We apologize for any inconvenience to our customers, and we appreciate their patience and understanding."
The Transportation Security Administration also said it was aware of the incident but referred questions to American Airlines and local police.
The flight was originally scheduled to take off from Dallas at 8:25 a.m. and arrive in Chicago at 9:46 a.m. But the flight didn't leave until 10:40 a.m. and arrived at 11:46 a.m., according to the American Airlines website.
The incident somewhat similar to a famous flight attendant freak-out in August 2010, when JetBlue flight attendant Steven Slater used the plane's intercom system to curse out an unruly passenger. Then he grabbed a two beers from the beverage cart and deployed an inflatable emergency escape slide on the runway of New York's John F. Kennedy International Airport. He jumped onto the slide, only to be arrested shortly after.
American Airlines filed for Chapter 11 bankruptcy reorganization on Nov. 29 but has continued flying, as many airlines have during their reorganizations
http://www.chicagotribune.com/busine...49,print.story
"Liberalism: Moochers Electing Looters to Steal from Producers."
I am really glad that I wasn't on that flight. I wish I could say that I was surprised...
Either she was off her meds or this was a informal labor action/disruption. When she started yelling about the bankruptcy and labor issues it changed the situation from a nut in public experience to nut in public with a protest message experience.
This makes the JetBlue guy looked like he sighed loudly when someone asked him about his day.The flight attendant was reportedly subdued by passengers until Dallas police arrived.
Two flight attendants were injured in the incident and were taken to the hospital.
Even on a day when SWA announces no profit for the first quarter due to fuel price increases, great things continue at SWA.~~~
"The 'Southwest effect' has been great for Charleston International Airport, the Lowcountry and South Carolina," Charleston County Aviation Authority Airports Director Sue Stevens said. "In the year since they started service, our passenger traffic has increased year-to-date by 28 percent. Southwest has offered our passengers service to four nonstop destinations with competitive fares."
~~~
Economic impact
An economic impact analysis of Southwest Airlines on the Charleston region has not been conducted, but it's estimated to be in the millions of dollars, said Mary Graham, senior vice president of Charleston Metro Chamber of Commerce.
"AirTran had an $80 million economic impact annually when it was here," she said. "I have no question that Southwest has had at least that impact. The price of tickets in and out of Charleston has dropped dramatically, and we are hearing from businesses that are looking here because Southwest is here."
Southwest Airlines is happy with its decision to fly out of Charleston.
"We have been pleased with our bookings and the response from the community," Southwest Airlines spokeswoman Ashley Dillon said. "It's obvious Charleston likes our low fares, our bags-fly-free policy and our customer service. There haven't been any negatives with our service to Charleston."
http://www.postandcourier.com/news/2...dends-locally/
"Liberalism: Moochers Electing Looters to Steal from Producers."
BySheryl Jean/Reporter
sjean@dallasnews.com
Southwest Airlines CFO predicts no 1Q profit due to high fuel prices
Southwest Airlines chief financial officer Laura Wright said today that the carrier does not expect to post a profit in the first quarter because of higher-than-expected fuel prices.
The Dallas-based carrier is estimating $3.50 per gallon of fuel, which is 15 cents higher than previous guidance, Wright said today at JPMorgan Aviation, Transportation and Defense Conference in New York.
"Fuel, unfortunately, is the story of the quarter," Wright said in a webcast from the conference. "We had planned for stable, albeit high fuel prices. That has not held true."
Southwest said it saw gains in traffic (passenger revenue per available seat mile) in January and February, up 7 percent and 4 percent, respectively, from a year earlier. But the airline saw some weakness in late February.
March bookings "look good," but the airline remains cautious, Wright said. She said it was too early to tell if February's weakness was "a sign of something going on in the economy."
SWA is enticing me more and more to switch. I would substitute a 30 minute flight to Austin over a 30 minute drive to DFW any day for this...
http://aviationblog.dallasnews.com/a...plies-for.html
Southwest Airlines applies for slots at Washington National airport
By
Sheryl Jean/Reporter
sjean@dallasnews.com | Bio
7:57 AM on Tue., Mar. 13, 2012 | Permalink
Southwest Airlines today filed an application with the U.S. Department of Transportation for slots to fly nonstop between Ronald Reagan Washington National Airport and Austin-Bergstrom International Airport.
Southwest's application to the DOT also includes plans to provide one-stop, same-plane service between Washington National and San Diego via Austin. The Dallas-based airline plans to fly Boeing 737-800 aircraft, with 175 seats, for the proposed daily Washington, D.C.-Austin-San Diego service...
The carrier also would provide new nonstop service connecting Washington National customers with other Southwest destinations, such as Dallas Love Field and Houston Hobby Airport.
American Airlines loses $1 billion in fourth quarter
AMR Corp., the parent of American Airlines, which filed for bankruptcy in November, lost $1.1 billion in the fourth quarter and $2 billion for 2011, the airline said Wednesday.
American, which recently said it wants to cut some 13,000 jobs, said much of its fourth-quarter loss was due to one-time charges and costs of reorganizing the company. Excluding those, it would have lost $209 million, compared with a loss of $69 million in the same quarter of 2010.
Wow take a 30 minute flight to Austin over a 30 minute drive to DFW so you can waste an hour or more waiting for a connecting flight. Good Thinking!
Old news, most of that loss in the 4th quarter was non cash expense dealing with airplane write downs i.e. aircraft value and rejected leases and other expenses related to the bankruptcy filing.
It is for me. It may not be the choice for everyone, but it is definitely something that I would consider. The trade-offs of better customer service and the ability to be home in 7 minutes is definitely worth it in my book. I spend enough time on planes and in airports that I am pretty sure that I am qualified to make that judgment.
Based on past exchanges, about the only thing that you and I have in common is that we post on this board.It doesn't surprise me that we don't agree on this.
A layover is fine with me. It's almost like riding public transit as opposed to driving. There is plenty of work that I can do sitting at ABIA while waiting for my connection to DC.
FYI, Southwest has also applied to serve DCA from Oklahoma City.
Southwest Airlines proposes nonstop service between Washington National and Oklahoma City
Terry Maxon
March 6, 2012
Southwest proposes a morning flight that begins at Dallas Love Field, stops in Oklahoma City and flies nonstop from there to Washington National. An afternoon flight would reverse the routing.
Tangentially related; this could get interesting:
http://www.chron.com/news/houston-te...on-3414923.php
A proposal by Southwest Airlines to offer international flights from Hobby Airport has triggered an intense lobbying duel with United Airlines, which still wields considerable local clout as the successor to Houston-based Continental.
If it gets city approval, Southwest says it would spend an estimated $75 million to $100 million to build a new international terminal equipped with full-scale Customs facilities, as well as to improve the aging airport's domestic terminals. Southwest flights would depart from the new terminal to destinations such as Cancun and the Caribbean.
But United has already broken ground on what may become another international terminal, a $700 million investment piled on top of an additional billion it has pumped into Bush Intercontinental Airport since the late 1990s.
I really don't think United has much of an argument here (it'd be different if the corporate HQ was still here). There is nothing they can do to stop Southwest. With the amount of gates and flights that Southwest plans to operate daily, it shouldn't hurt the international businesses at IAH much. With growth in the Houston region, United is still going to have to go through expansion plans at IAH anyway. This will only create cheaper airfare to Latin America and the Caribbean for Houston area travelers. I'm all for it. For screwing with Houston and moving both the corporate AND operational HQ to Chicago, the terrible service they have brought to IAH, as well as the higher airfare prices, United deserves this piece of karma. Even the Mayor down in Houston has commented on the "service" of United.
Wiki shows Delta has 174 DC-9s/MD-88s/MD-90s. When Boeing acquired McDonald Douglass they renamed the last of the MD series the B717. Delta is already operating older versions of this aircraft. Replacing some of their older ones with the newer, more fuel efficient 717s might be a good move and get them out of Southwest's fleet before the last lease expires in 2024.Gary Kelly won't discuss rumors that Delta will take its Boeing 717s
By Terry Maxon/Reporter 5:11 PM on Wed., Mar. 21, 2012
Southwest Airlines picked up a fleet of 88 Boeing 717s when it acquired AirTran Airways last May. Chairman and chief executive officer Gary Kelly a few months later allowed that the 117-seat 717s didn't fit into Southwest's fleet type and that he'd rather fly only the bigger Boeing 737.
A rumor out of an industry meeting in Phoenix has Delta Air Lines as an interested acquirer of the AirTran aircraft. So we took the opportunity to ask Kelly during a media scrum Wednesday after Southwest's celebration of its first Boeing 737-800:
Us: Are you close to deal to send the Boeing 717s to Delta?
Kelly: "It's a rumor, so I don't comment on rumors."
Us: How about speculation?
Kelly: "I can't speculate, either."
Us: When do you think you might have closure on that rumor?
Kelly: "I can't comment. What I would say is that 717 is a fine airplane. We would be better suited with all 737s. If anything, we think our future is with bigger airplanes, not smaller. There's no secret that we're looking for a way to accelerate the retirement of the 717s out of our fleet. But in any event, we're going to operate the 717s for years. Otherwise, I'm aware of the rumors and I can't comment."
Last week at an investment conference, Delta president Ed Bastian carefully answered a question about Delta's possible interest in the AirTran 717s.
"We are looking at all arrangements, and we've taken note that Southwest has indicated a desire to exit the fleet," Bastian said at the J.P. Morgan conference. "I can't tell you whether that's going to be a decision Delta can take or not."
http://aviationblog.dallasnews.com/a...ss-rumors.html
Here is another story on this from last year. http://aviationblog.dallasnews.com/a...717s-wind.html
"Liberalism: Moochers Electing Looters to Steal from Producers."
I just read over the last few threads of this board and I love how its Good news for Southwest and Bad News for American.
To throw in my 2 cents. I have recently flown both American and Southwest, the comparison is night and day. Southwest is better and more comfortable. The open seating allowed me to sit next to the token in flight hot girl and get my flirt on and the leg room (im 6'1) didnt make me feel crammed in. The flight attendants will give you extra peanuts and pretzels and another coke if you ask. The only downside was no WIFI, but not a deal breaker. Caught up on allot of reading.
Flying American was like being crammed into a sardine can where i was ignored for a few hours and I would have slept if the sound of the engine could not be heard throughout the cabin. The flight attendant balked at the idea of getting me another coke and it was just all around uncomfortable. Also the @%*$! bag fees made what I thought was a cheaper flight more expensive. American needs to take a page out of Southwests game plan.
Southwest has shown that keeping your prices low and giving people the freedom to sit where they want and service with a smile is always better the squeezing every last dime out of ever flight. Public opinion is always better than just claiming to be the best.
RAIN! To....much.....rain.....
Have to say that sounds about right, was on a SW flight last week and it was obviously a newer plane, very nice, clean, quiet and as always good service. AA is a crapshoot, never know what youre going to get.
Get 50 years younger; dump its pension obligations; quit flying international routes; eliminate first class; transform its fleet; ditch Eagle?
I'm not saying AA should at least try some of those things. But other than that they're both locally run, the comparison is fairly "apples-to-oranges."
As I understand it, SWA is already the leader in domestic air travel. How much room does it have to grow in that space? (And shareholders will demand that earnings grow.) So without offering (and charging for) premiums like first-class or going to international, I'm not sure how they'll be able to do it. Put another: I'm not sure issue is how much more American can be like Southwest, as it is a challenge to Southwest to continue to improve.
^They are going to use those 737-800's to fly Hawaii routes and more than likely Mexico routes. The new plane is a game changer for them.
Very interesting. And certainly plausible and believable.
I could see SWA's "all economy" model working just fine for the Mexican flights, given the number of Mexican nationals and American tourists who'd be looking for (another) affordable way to travel there.
The Hawaiian situation is more complicated. Certainly there is a large population of folks who "just want to go" and don't much care for the method. But seven-ish hours is a long time in airplane. Think SWA will offer additional perks (if not another class of service) for those long-haul flights to the islands?
If you fly direct from CA or AZ it wouldn't be that long. Flying direct from Dallas........I don't know, 8 hours on a 737 seems long but I understand these new planes are pretty sweet and much more comfortable than what we are used to now.
^American currently operates the 737-800.
According to the unspoken rules governing this thread it does not matter since
Southwest 737-800 Good Airplane
American 737-800 Bad Airplane
You will like the new “Evolve" interior even better. Last Tuesday I had the opportunity to try out the “Evolve" interior on the new 800. Having heard how comfortable others had said it is, I sat in several different areas, it truly is much nicer than the older seats. The new seat pads are notably thinner giving more room even though they squeezed an additional six seat row into the existing 700s. Because they are made with new material, they are as comfortable as the existing seats. Sitting lower gives more knee room and more room under the seat for carryons. All the 700s will get the new interior over the next 1 1/2 years along with WiFi. Allso tried out the Capt. seat, poor guys, nothing new there.
Here is a link with lots of pictures of the “Evolve" interior.
http://www.airlinereporter.com/2012/...their-interior
"Liberalism: Moochers Electing Looters to Steal from Producers."
Correct except I am not sure about the Mexico routes. They will have 74 of them in the fleet by the end of 2013. Don't recall the number coming in 2014 and beyond. The 737Max will be added in 2017 (or sooner), my bet it will also be in the 800 configuration. The best use of these 800s will be on longer flights and slot restricted airports in addiction to longer over water routes taking advantage of the ETOPS capabilities. Note AirTran currently operate 700s in the Caribbean from the east coast without needing the ETOPS configuration.
"Liberalism: Moochers Electing Looters to Steal from Producers."
Hawaii will be from the west coast. One example, the distance between LAX to HNL is about the same as the distance from LAX to JFK (roughly 2,500 miles, 5:30 hr. duration).
One thing to note, the WIFI being delivered on all the 800s and retrofitted to the rest of the fleet is Satellite based, vs the terrestrial based systems used by most other airlines. This means it should be available either over land or ocean.
"Liberalism: Moochers Electing Looters to Steal from Producers."
Yes they do.
Last December my AA return flight from Panama was aboard one of their new 737-800s with the new interior derived from the 787. Very nice, gave the feeling of a bigger cabin, love the new variable color LED lighting, the new larger overhead bins are great, adding just enough space that carryons that are a tight fit in previous cabins slid easily into the new bins.
SWA's 800s with this same interior coupled with the "Evolve" seats are a real winner.
"Liberalism: Moochers Electing Looters to Steal from Producers."
bingo!
RAIN! To....much.....rain.....
Did TP actually admit to flying on AA and even give AA a compliment in his post?
Guess the world really is going to end in 2012!
From letters to the editor:2 Houston-area congressmen oppose global flights at Hobby
By Chris Moran and Kiah Collier Updated 09:09 p.m., Thursday, March 22, 2012
International ties
Southwest Airlines approached the city about international travel out of Hobby last year after its merger with AirTran Airways so it can start service to destinations including Cancun and the Caribbean, which AirTran had flown to before the merger.
The Houston Airport System has commissioned reports to forecast the economic impact an international Hobby would have on the airport itself, as well as the region.
If those reports are favorable, Houston Airport System Director Mario Diaz said, the system will study the customs staffing issue.
In his annual State of the Airports address Thursday, Diaz lamented what he described as persistently low customs staffing at Bush Intercontinental.
Last week, Diaz told the Houston Chronicle that if council approved an international Hobby, "the city could make a very, very good argument that those (customs) services should be enhanced." Several times on Thursday, Diaz acknowledged the challenge in lobbying for federal funding.
"If we can make the correct understanding to the Appropriations Committee that (we need more) Customs and Border Protection ... staffing, they'll have to find something else that they may be able to cut, but that's a budget problem," Diaz said.
Based on demand
Making Hobby an international airport likely would mean bringing new customs officers in because the federal government staffs each of its field offices based on demand, said Jack Stelzer, president and CEO of Worldwide Transportation Group, a Houston-based consulting company.
"The reality is that the number of customs agents that will be assigned to a particular airport are based upon the level of demand for international passengers coming into that particular airport," Stelzer said. "If that demand remains the same, then all that's going to happen is that additional agents will be brought into Hobby. They will not be taken away from (Bush) Intercontinental."
The Houston Airport System is expected to released the two studies on Monday.
Diaz said he expects to issue a recommendation on the project to the mayor by April 9.
http://www.chron.com/default/article...ts-3428456.php
If that is the best opposition argument United can come up with, I can't see the city turning it down.Against Hobby
Regarding "Lawmakers: Keep Hobby domestic" (Page B2, Friday), it is amazing that two lawmakers, U.S. Reps. Kevin Brady, R-Woodlands, and Al Green, D-Houston, would be against expanding Hobby Airport into an international airport. The obvious increase in jobs and, in turn, tax revenues to the city is just what we need.
Their fear that it will divert customs officers from Bush Intercontinental is absurd. United's argument that it will cause international passengers to book flights through another hub is equally absurd. The paying public will fly from any airport that offers the most economic benefits.
It occurs to me that United simply wishes not to have a healthy capitalistic competition. In today's economy, I am appalled and suspicious of lawmakers who stifle economic growth, knowing that it will only be good for the paying public.
Sandra DiPalermo, Houston
"Liberalism: Moochers Electing Looters to Steal from Producers."
I've also flown on an AA 800. It is a HUGE upgrade from the Mad Dog, but the flight attendants did not use the lighting correctly. The setting that they had it on resembled the fluorescent lights in my office. It was a night flight from DFW to NYC and was probably the most uncomfortable one (visually) that I have ever taken. I happened to be traveling with a Southwest flight attendant at the time who asked the lead FA to change the setting and he just refused. AA's problem is not the equipment, it's their culture.
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