this question goes more to the people who operate a rather strict HUB-system, meaning they have fixed ARR/DEP times and stick to them.
Let's say you have a destination in your flight plan that is connected to all your HUB-waves, creates a very good amount of transfer PAX but even when you use an A321 with standard seats (Eco) and EcoPlus seats (Business) it is fully loaded.
How do you solve this? The A310s/A300s are an option but they are somewhat old and cannot be ordered new. However, anything above and it get's difficult with the turnaround times.
this question goes more to the people who operate a rather strict HUB-system, meaning they have fixed ARR/DEP times and stick to them.
Let's say you have a destination in your flight plan that is connected to all your HUB-waves, creates a very good amount of transfer PAX but even when you use an A321 with standard seats (Eco) and EcoPlus seats (Business) it is fully loaded.
How do you solve this? The A310s/A300s are an option but they are somewhat old and cannot be ordered new. However, anything above and it get's difficult with the turnaround times.
How do you solve this?
Not sure if I understood your question correctly. But if you have a full plane and want to expand why not add another daily route with the same plane to the destination?
If A321 gives you good profit margin you do not need to change plane to bigger one to satisfy demand. This also saves you a maintenance category getting another same plane.
add additional A321s. Its the best way. If you add a larger aircraft, it doesnt always mean profits. In fact if you add a larger aircraft, you could end up losing money. If the A321 works great, keep using it.
shawn_855 shows the direction. I have my share of experience too because I made several attempts to operate the Airbus A300/310 as a big short haul feeder but my experiences were not that good. Bigger aircraft do not result automatically in lower costs per seat at AS and/or higher profits.
My main airline operates a mix of Airbus A321s and Boeing 757s in the category of 170 to 190 seats. I also tend to increase frequencies rather than switching equipment to a larger aeroplane. AS-passengers really love a high frequency. This results in advantages and disadvantages. The major advantage of high frequencies with rather small planes (= no widebodies) is that you can adapt your network in case of a slump in business by removing frequencies. A big airline often results in heavy losses per flight when half-empty.
My experience with the A321-100/-200 is very positive. So just add an additional A321 and you can offer an even better tmetale for your passengers.
Bigger aircraft do not result automatically in lower costs per seat at AS and/or higher profits.
So just add an additional A321 and you can offer an even better tmetale for your passengers.
The thing is, it's not primarily for money reasons. I've seen that A300s/310s are not easy to operate with great profits but this is more about the connecting passengers. Of course I could add another frequency but I run into a problem with that. If I add another frequency that means I have to make a new HUB-wave. Until I have added a whole lot of other flights for connections I may not even be able to fill an A319. So "just add another frequency" is not exactly that easy and it bears a lot of risk.
If I add another frequency that means I have to make a new HUB-wave.
Hm...
I tend to say that a an additional flight does not make a new hub wave but makes your network even more attractive for your passengers. Passengers will be pleased to see a second flight departing two hours later. Aircraft are also flying between hub waves in real world. As long as you experience very high load factors on your A321, the demand for capacity is evident. See this as a positive indication that your business is doing fine.
I have hub waves which are automatically generated due to the nature of my schedule. Many aircraft depart in the early morning hours but others are also departing later because there is demand.