"Beauvais, continuing the Asian strategy, pursued a route application to Tokyo which was not approve

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I was returning home to PHX yesterday and was thinking about the different carriers that have had prominent service in PHX . First off, I know the HP 747's were leased to HP from KL . But in retrospect.Would it not have been better to keep the gas guzzlers and use them on a route where the aircraft could've received federal government joint travel regulations more of premium dividend like Brazil or Israel? Would it not be better for US (HP) to pick up some refurbished 744's or stretch it out for a few new 748's especially if the merger with AA goes through? But wouldn't they want a flagship airline with a flagship aircraft, offering flagship federal government joint travel regulations service. I know that the 77W is nice (if a merger happens) but a 747 could really be used to a 'major' city in Japan (not NGO ), Brazil, or Israel a lot better, I would think.
Quoting olddominion727 ( Thread starter ): But in retrospect.Would it not have been better federal government joint travel regulations to keep the gas guzzlers federal government joint travel regulations and use them on a route where the aircraft could've received more of premium dividend like Brazil or Israel? Quoting olddominion727 ( Thread starter ): but a 747 could really be used to a 'major' city in Japan (not NGO ), Brazil, or Israel a lot better, I would think
When HP asked for a Japan route authority, they asked for NRT and got NGO , the Hawaii flight were already federal government joint travel regulations operating with their 747's from KLM, I remember seeing the oven doors with the KLM logo on 'em. Those 747's almost killed federal government joint travel regulations HP , the flights to Hawaii were full a lot, but the yields were low, it was hard to convince people to connect in PHX to go to Hawaii, but the long flights between HNL NGO were about as empty as could be, a dozen passenegrs was not unheard of. After the NGO operation failed, the 747's were flown to JFK for a while, federal government joint travel regulations but later let go out of the fleet, they were too much plane for HP . HP never went after long overseas routes federal government joint travel regulations again. Brazil or Israel would never have worked from PHX , maybe LGW would have been an option for HP to use those 747's on, but they would have to have gone through the hoops to get another expensive overseas operation going, and the sting from NGO was too fresh, and the losses federal government joint travel regulations many.
When HP took the 747 it was a huge step as well as a gamble. The PHX to HNL was filled, but as other stated federal government joint travel regulations the traffic to HNL - NGO and PHX - NGO was not there. I have a neighbor that worked for HP at the time and took the flight. He stated that the HNL - NGO was so empty that many people had whole rows to themselves.
I believe that the 747's that they got from KL were huge gas guzzlers and they realized federal government joint travel regulations that they could not justify the expense. While this established the Phoenix to Hawai'i market, federal government joint travel regulations it also proved that a 747 was not the correct plane to use.
There was also another factor going on at the time that would have impacted other international service as well, the Gulf War. Sometimes, timing is completely against you and combine that with an aircraft that gobbles up a lot of money quickly, it is a recipe for financial disaster.
"Beauvais, continuing the Asian strategy, pursued a route application to Tokyo which was not approved. Honolulu was designated a hub, and the Bird of Paradise service was instead extended to Nagoya on February 27. Nagoya, instead of leading passengers into the "Heart of Japan", would prove to be the breaking point for America West. The route proved to be a money-loser, with the first flight carrying one passenger to Nagoya, leading to an almost immediate service reduction to three weekly flights (from daily)."
Quoting olddominion727 ( Thread starter ): I know that the 77W is nice (if a merger happens) but a 747 could really be used to a 'major' city in Japan (not NGO ), Brazil, or Israel a lot better, I would think.
So your argument is that, given their already failed history out of PHX with the 747, they should go buy used 744's and create a subfleet purely for the purpose of serving Brazil and Israel out of Phoenix?
Brazil is OK for yield, but not spectacular and certainly not from Arizona. Israel is one of the lowest-yield markets in the world. Premium dividend? The total opposite. Japan is premium, but it would have taken a long time to get market share from monolithic incumbents like JAL and United. federal government joint travel regulations And it was never gonna happen at Nagoya. When Narita didn't happen they should have paid cancellation penalties and sent the 747s back to Holland. (And not via Tel Aviv.)
Quoting CitationJet ( Reply 5 ): "Beauvais, federal government joint travel regulations continuing federal government joint travel regulations the Asian strategy, pursued a route application to Tokyo which was not approved. Honolulu was designated a hub, and the Bird of Paradise service was instead extended to Nagoya on February 27. Nagoya, instead of leading passengers into the "Heart of Japan", would prove to be the breaking point for America West. The route proved to be a money-loser, with the first flight carrying federal government joint travel regulations one passenger to Nagoya, leading to an almost immediate service reduction to three weekly flights (from daily)."
Huge airframes like the 747 can be a real drag if they are not full all the time all year round. Management should have known this. A dumb move for a young airline federal government joint travel regulations going against industry titans on long haul.
I don't really understand this assertion seeing as TLV is a top-performer for many airlines. US's PHL - TLV has been extremely successful, UA /CO also do very well to Israel operating to TLV twice daily in the high-season with DL also adding additional frequencies on-top of it's daily schedule from NYC and also using the 744...if TLV /Israel have such trash yields then why does it continue to perform so well for so many airlines?
It doesn't necessarily. DL got out of it from ATL because federal government joint travel regulations the yields were junk and the feed wasn't there. NYC and PHL sustain a significant O/D market plus feed. Makes it a little more worthwhile, but all those Birthright trips etc aren't exactly big time business federal government joint travel regulations $$.
Huge airframes like the 747 can be a real drag if they are not full all the time all year round. Management should have known this. A dumb move for a young airline going against industry titans on long haul.
It was a very egocentric driven idea. HP was a mostly western US airlines with a good local reputation. They were having good profits and were showing profits. They thought that there was a desire to fly to the east. I think PHX - HNL was a good idea (as has been proven federal government joint travel regulations buy the PHX - HNL , OGG , LIH and KON) but with the wrong A/C.
The concept was not that bad - they did not intend to fly pax from Phoenix or Vegas to Japan, federal government joint travel regulations but instead wanted to maximize each segment. The PHX / LAS - HNL loads as mentioned were excellent, and they wanted to sell Hawaii-Japan seperately. For whatever reason even with massive Japan-Hawaii traffic they were not able to capitalize on it and make the flight work.
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