Den756
06-19-2017, 12:49 PM
#71
Gets Weekends Off
Joined APC: Sep 2013
Posts: 869
i'll just leave this here
In 2016, DEN saw a record-setting 58.3 million passengers
This ranks DEN as the third-fastest growing airport in the world, behind only Kuala Lumpur and Delhi
DEN as the sixth busiest airport in the U.S. and 19th busiest in the world (according to 2015 numbers. 2016 figures have yet to be released)
Approximately 65 percent of travelers at DEN are origination and destination (O&D) passengers, and 35 percent are connecting
Approximately 35 million annual domestic passengers are O&D passengers, making DEN the fourth-largest domestic O&D hub in the U.S.
International traffic at DEN accounts for approximately 2.2 million passengers annually – approximately 4 percent of the airport’s total passenger traffic
A total of 22 airlines provide approximately 1,500 daily scheduled commercial flights to 180 nonstop destinations from DEN:
DEN is United Airlines’ fourth largest hub by capacity, serving nearly 140 destinations from DEN
United makes up just over 40 percent of DEN’s total seat market share
60 percent of United’s traffic at DEN is made up of connecting/transfer passengers
DEN is also the fourth largest hub in Southwest Airlines’ network by flights and capacity
Southwest serves over 60 destinations from DEN and makes up 30 percent of DEN’s seat market share
About three-fourths of Southwest’s traffic at DEN is O&D traffic
The Airport is also the largest base for Frontier Airlines with over 50 destinations from DEN
Frontier makes up over 11 percent of DEN’s total seat market share
Frontier’s traffic is nearly 90 percent O&D traffic at DEN
DEN is also served by American Airlines, with seven destinations from DEN, as well as Delta Air Lines, with nine destinations
In 2016, DEN saw a record-setting 58.3 million passengers
This ranks DEN as the third-fastest growing airport in the world, behind only Kuala Lumpur and Delhi
DEN as the sixth busiest airport in the U.S. and 19th busiest in the world (according to 2015 numbers. 2016 figures have yet to be released)
Approximately 65 percent of travelers at DEN are origination and destination (O&D) passengers, and 35 percent are connecting
Approximately 35 million annual domestic passengers are O&D passengers, making DEN the fourth-largest domestic O&D hub in the U.S.
International traffic at DEN accounts for approximately 2.2 million passengers annually – approximately 4 percent of the airport’s total passenger traffic
A total of 22 airlines provide approximately 1,500 daily scheduled commercial flights to 180 nonstop destinations from DEN:
DEN is United Airlines’ fourth largest hub by capacity, serving nearly 140 destinations from DEN
United makes up just over 40 percent of DEN’s total seat market share
60 percent of United’s traffic at DEN is made up of connecting/transfer passengers
DEN is also the fourth largest hub in Southwest Airlines’ network by flights and capacity
Southwest serves over 60 destinations from DEN and makes up 30 percent of DEN’s seat market share
About three-fourths of Southwest’s traffic at DEN is O&D traffic
The Airport is also the largest base for Frontier Airlines with over 50 destinations from DEN
Frontier makes up over 11 percent of DEN’s total seat market share
Frontier’s traffic is nearly 90 percent O&D traffic at DEN
DEN is also served by American Airlines, with seven destinations from DEN, as well as Delta Air Lines, with nine destinations
Unfortunately, as much as United might like to follow Southwest's success, they cannot adapt their business model. That is why Denver hub has been a consistent looser for both UA and CO.
Sounds like someone looked at SWA in DEN and said " gee, we can do that too". History has proven otherwise.
Certainly an old United 757 can't do what a SWA 737 will produce in RASM's. We will have to learn it the hard way, just like the old days.
Sounds like someone looked at SWA in DEN and said " gee, we can do that too". History has proven otherwise.
Certainly an old United 757 can't do what a SWA 737 will produce in RASM's. We will have to learn it the hard way, just like the old days.
"Highest percentage connecting?hub. That is the antithesis of the SWA business model, so likely our results will vary.
For years I've listened to airline execs whine abut the inefficiency of the hub and spoke system, while coveting the SWA model.
Yet here we are, expanding a hub based on "connecting traffic", where the SWA model has thrived.
Good thing I get paid to fly these things and not decide where they fly- despite 40 years watching the business cycles and failed bright ideas.
For years I've listened to airline execs whine abut the inefficiency of the hub and spoke system, while coveting the SWA model.
Yet here we are, expanding a hub based on "connecting traffic", where the SWA model has thrived.
Good thing I get paid to fly these things and not decide where they fly- despite 40 years watching the business cycles and failed bright ideas.
06-19-2017, 07:10 PM
#72
Banned
Joined APC: Apr 2012
Posts: 216
so, RASM is dependent on aircraft type? the revenue management department actually charges higher fares for guppy flights than for 757 flights? do you have docs that support this? just a cursory scan thru the UA app and i can't find fare differences based on the type of jet on the route.
because rasm is revenue per available seat mile. revenue is sales. so ....
Last edited by UAL T38 Phlyer; 06-20-2017 at 04:34 PM.
06-19-2017, 07:28 PM
#73
Squawking 2000
Joined APC: Jul 2015
Position: Skeptical
Posts: 737
so, RASM is dependent on aircraft type? the revenue management department actually charges higher fares for guppy flights than for 757 flights? do you have docs that support this? just a cursory scan thru the UA app and i can't find fare differences based on the type of jet on the route.
because rasm is revenue per available seat mile. revenue is sales. so ....
because rasm is revenue per available seat mile. revenue is sales. so ....
No need to be a dick.
06-19-2017, 07:36 PM
#74
Gets Weekends Off
Joined APC: Sep 2008
Position: 737 FO
Posts: 163
so, RASM is dependent on aircraft type? the revenue management department actually charges higher fares for guppy flights than for 757 flights? do you have docs that support this? just a cursory scan thru the UA app and i can't find fare differences based on the type of jet on the route.
because rasm is revenue per available seat mile. revenue is sales. so ....
because rasm is revenue per available seat mile. revenue is sales. so ....
06-20-2017, 05:50 AM
#75
Banned
Joined APC: Apr 2012
Posts: 216
as to the other two posters saying that 757's can't "produce" rasms like guppies, i don't know that either of those jets have been shown to "produce" higher revenues. casms (costs) aren't produced, they're incurred. i think the orig poster meant margins or profits - not rasms. and even there I'm not aware that guppies produce higher margins or profits. i know the guppies taxi sideways and need to land at 286 knots. but not sure about profits... if there are 200 people wanting to leave the west coast for Maui any given evening, and i can take 170 of them in a guppy or 200 of them in a 757, I might make more profits in the 757. but we'd need more data and more number crunching, i think...
blast away boyz...
06-20-2017, 05:58 AM
#76
Guppy reserve EWR
Joined APC: Feb 2013
Position: 737 FO
Posts: 501
well, that is a good point. totally agree.
as to the other two posters saying that 757's can't "produce" rasms like guppies, i don't know that either of those jets have been shown to "produce" higher revenues. casms (costs) aren't produced, they're incurred. i think the orig poster meant margins or profits - not rasms. and even there I'm not aware that guppies produce higher margins or profits. i know the guppies taxi sideways and need to land at 286 knots. but not sure about profits... if there are 200 people wanting to leave the west coast for Maui any given evening, and i can take 170 of them in a guppy or 200 of them in a 757, I might make more profits in the 757. but we'd need more data and more number crunching, i think...
blast away boyz...
as to the other two posters saying that 757's can't "produce" rasms like guppies, i don't know that either of those jets have been shown to "produce" higher revenues. casms (costs) aren't produced, they're incurred. i think the orig poster meant margins or profits - not rasms. and even there I'm not aware that guppies produce higher margins or profits. i know the guppies taxi sideways and need to land at 286 knots. but not sure about profits... if there are 200 people wanting to leave the west coast for Maui any given evening, and i can take 170 of them in a guppy or 200 of them in a 757, I might make more profits in the 757. but we'd need more data and more number crunching, i think...
blast away boyz...
06-20-2017, 07:15 AM
#78
Gets Weekends Off
Joined APC: Mar 2008
Posts: 1,083
Wow, you ought to tell Willis Tower about your idea. Maybe they could open a department that actually analyzes fleet plans and costs. I wonder if any other airlines have one.
06-20-2017, 06:44 PM
#79
Banned
Joined APC: Apr 2012
Posts: 216
))). at first i thought you were actually amazed at my idea, tailhooker..then i reread and got your sarcasm (which is spelled with casm in it)
yes, most airlines like united have a staff of analysts. for one thing, just bc the management has analysts doesn't mean the labor can't discuss the economics on an internet forum. that's kinda the idea of internet forums..
more, and second, if you wanna accept what the 27 yr old wharton kids (who've never even worked at an airport or around jets) come up with in their analyses, that's totally up to you. i still think at least half the pilots at a place like ua understand how airplanes and airlines work better than the analysts hired by the airlines...
just my opinion ... but based on observations over many years
06-20-2017, 07:31 PM
#80
Gets Weekends Off
Joined APC: Sep 2012
Posts: 510
))). at first i thought you were actually amazed at my idea, tailhooker..then i reread and got your sarcasm (which is spelled with casm in it)
yes, most airlines like united have a staff of analysts. for one thing, just bc the management has analysts doesn't mean the labor can't discuss the economics on an internet forum. that's kinda the idea of internet forums..
more, and second, if you wanna accept what the 27 yr old wharton kids (who've never even worked at an airport or around jets) come up with in their analyses, that's totally up to you. i still think at least half the pilots at a place like ua understand how airplanes and airlines work better than the analysts hired by the airlines...
just my opinion ... but based on observations over many years
Perhaps you would like to head a startup airline with a fleet of beat up 757s and see how that pans out....
