Originally Posted by Aero1900 (Post 3646852)

Really doesn't work that well with the ULCC business model. When you have a business model that generates over 50% of the revenue via ancillary fees, you want to shuffle as many people on and off the plane as possible. Long haul doesn't do that. You'd make more money flying a 320 4 short legs than a 330 on just one leg. 4x the bag fees, 4x the seat fees etc.

The other problem is utilization. When the aircraft are all on monthly lease payments you need to run as many flights/ hours as possible. Again, doesn't work well easily for long haul flights.

Long haul low cost has been a major problem or a flat out failure business model. If the big, experience jet is only going to fly 1 or 2 legs a day, it needs the mega expensive 1st class revenue

Originally Posted by Aero1900 (Post 3646852)

Really doesn't work that well with the ULCC business model. When you have a business model that generates over 50% of the revenue via ancillary fees, you want to shuffle as many people on and off the plane as possible. Long haul doesn't do that. You'd make more money flying a 320 4 short legs than a 330 on just one leg. 4x the bag fees, 4x the seat fees etc.

The other problem is utilization. When the aircraft are all on monthly lease payments you need to run as many flights/ hours as possible. Again, doesn't work well easily for long haul flights.

Long haul low cost has been a major problem or a flat out failure business model. If the big, experience jet is only going to fly 1 or 2 legs a day, it needs the mega expensive 1st class revenue

Originally Posted by Aero1900 (Post 3646852)

Really doesn't work that well with the ULCC business model. When you have a business model that generates over 50% of the revenue via ancillary fees, you want to shuffle as many people on and off the plane as possible. Long haul doesn't do that. You'd make more money flying a 320 4 short legs than a 330 on just one leg. 4x the bag fees, 4x the seat fees etc.

The other problem is utilization. When the aircraft are all on monthly lease payments you need to run as many flights/ hours as possible. Again, doesn't work well easily for long haul flights.

Long haul low cost has been a major problem or a flat out failure business model. If the big, experience jet is only going to fly 1 or 2 legs a day, it needs the mega expensive 1st class revenue

Originally Posted by Aero1900 (Post 3646852)

If the big, experience jet is only going to fly 1 or 2 legs a day, it needs the mega expensive 1st class revenue

Originally Posted by spooldup (Post 3646589)

Wouldn't surprise me. However, I have a feeling it will turn into more flights there, most likely connecting across the pond when the XLRs arrive... Just a hunch.

Until then, most likely more LGA turns, and letting other airlines use our gates/slots for extra income.

Originally Posted by ToddChavez (Post 3647064)

Air Transat in Canada operates a high density config A330 with only 12 "club" seats. I did a quick check, and each seat in club is only about 300 dollars more. I think a version of long-haul ULCC exists out there, but it isn't our current product.

Originally Posted by 303flyboy (Post 3647505)

If you want to fly a 330/350 definitely do not apply here. The 321s will certainly do some interesting flying they never made a secret of that. How and what / which models is still TBD. You don’t need XLRs for Western Europe. Which from PHL is almost as long as MCO - ONT.

South America will definitely happen. I welcome all business. Just sign me up for the under 2 hour block day turns and home for dinner thanks