**Slots**

The limitation of the slots is something that has been discussed over and over again, and I understand that they have to be limited. The inability to replace an aircarft in a mature market is something that keeps bugging me though. With my airline on Idlewild, I have no chance to replace my aging 777 with more modern 787/350, or my smaller Superjets with A320/737s as it is impossible to find the required slots due to different turnaround times/speed of the aircraft. I also understand that the new speed override will help to some extent, but I doubt that I can replace my long-haul fleet, cos the turnaround times and other restrictions (night-ban) will make that very very difficult to impossible. The different turnaround times alone will prevent to replace a 737 with a widebody on high demand domestic routes.

Therefore I thought, each slot should have a **reserve slot** attached to it. Once the airport becomes full, these reserve slots should allow to give up a slot and receive a required slot on a different time. This reserve slot and replacing option should only be available by a **special aircraft change/replace function** and **not extend the overall slot capacity**. The released slot would not become available anymore, until the flight is removed.

In my oppinion, this would still limit the airports as they are in real life, but it would also allow for the flexibility to replace your flights with bigger/newer/different type aircraft even if the airport is 100% full.

It takes alot of work, but I did manage to up-gauge some of my 787-8/9 flights to 777-300s and 300ERs by juggling slots.

I don't believe there is a reason to upgrade your 777 right now because you (basically) get the same trip costs on a 777 as a 787 thanks to low oil prices. Since you can get your 787 rather quickly, maybe hold off a bit. If you don't want so many more seats, just upgrade the service.

I actually picked up the fuel hogs and dumped 787-9s...counting a Biz seat as ~3 econ seats for CASM calculations.

787-9 DME-SIN: Costs $126k/flight, CASM .049

Costs Variable Costs 6,674 AS$ 2,300 AS$ 0 AS$ 8,973 AS$ 1,175 AS$ 10,148 AS$ Flight-related Costs 25,739 AS$ 11,297 AS$ 0 AS$ 37,037 AS$ 12,717 AS$ 49,753 AS$ Fixed Costs 34,763 AS$ 15,258 AS$ 0 AS$ 50,021 AS$ 16,561 AS$

66,582 AS$

777-300ER DME-SIN: Costs $148k/flight, CASM = .045

Costs Variable Costs 7,866 AS$ 2,628 AS$ 0 AS$ 10,494 AS$ 1,950 AS$ 12,444 AS$ Flight-related Costs 37,125 AS$ 13,826 AS$ 0 AS$ 50,951 AS$ 14,237 AS$ 65,188 AS$ Fixed Costs 40,645 AS$ 15,136 AS$ 0 AS$ 55,781 AS$ 14,880 AS$ 70,661 AS$

777-300 DME-SIN (same config as above): Costs $147k/flight, CASM .044

Costs Variable Costs 8,547 AS$ 2,628 AS$ 0 AS$ 11,175 AS$ 1,350 AS$ 12,525 AS$ Flight-related Costs 37,125 AS$ 13,826 AS$ 0 AS$ 50,951 AS$ 14,237 AS$ 65,188 AS$ Fixed Costs 40,114 AS$ 14,939 AS$ 0 AS$ 55,053 AS$ 14,648 AS$ 69,701 AS$

***Remember, these trip costs include the added catering costs for the extra passengers. 48 Econ and 5 Biz so "63 average pax"**

So CASM is even lower for 777 right now... (I'm not sure about the 777-200ER, but a LR is also cheaper on ULH right now)