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Southwest to sell off 717s.
If you're looking for a deal on a well-maintained Boeing 717, you may be in luck. (www.aero-news.net) Más...Sort type: [Top] [Newest]
Don't foget the 737 delivery orders from Airtrans.......those 85 or so slots pay back the buy cost.
Hawaiian and Midwest will eat up some 717's, mayby even allegiant to upgrade their md83's
SW isn't bailing on small markets. They will not start selling off 716s until the leases start to expire in a few years. By the time that starts to happen their plans to handle the small markets with 73s or smaller a/c will be fleshed out.
It'll 2017 before they start sellin them off. SW is not bailing out on the small market concept.
will SWA fly the Caribbean routes like air tran did? that would be pretty interesting!
@Forrest,
AAY is trying to pick up the market LAS-HNL market that ATA lost when it folded (funnily enough, bought by SWA). With AAH also gone, HAL is the only airline that has that market directly from LAS. Every other airline either makes a stop at SFO or LAX (and AAH had to stop at BUR or OAK). AAY isn't much of a threat, since a lot of their scheduled service is to airports SWA really doesn't see a market for their model in. RFI, FCL, and BLI really don't present a good market for SWA.
SWA could compete in that market if their 737s were ETOPs compliant, which they aren't, until they either get the -700s certified, or their -800s come certified. the -800s they'll be getting from TRS would be going to the MMUN runs.
As far as getting into ATL, for the longest time, SWA wanted nothing to do with ATL. If they wanted to they would have started some service near there, like SFO via OAK, or Miami via MCO. BHM, nor JAX are really close. It will be interesting to see how SWA fares here.
AAY is trying to pick up the market LAS-HNL market that ATA lost when it folded (funnily enough, bought by SWA). With AAH also gone, HAL is the only airline that has that market directly from LAS. Every other airline either makes a stop at SFO or LAX (and AAH had to stop at BUR or OAK). AAY isn't much of a threat, since a lot of their scheduled service is to airports SWA really doesn't see a market for their model in. RFI, FCL, and BLI really don't present a good market for SWA.
SWA could compete in that market if their 737s were ETOPs compliant, which they aren't, until they either get the -700s certified, or their -800s come certified. the -800s they'll be getting from TRS would be going to the MMUN runs.
As far as getting into ATL, for the longest time, SWA wanted nothing to do with ATL. If they wanted to they would have started some service near there, like SFO via OAK, or Miami via MCO. BHM, nor JAX are really close. It will be interesting to see how SWA fares here.
Southwest's business model has proven that ONE aircraft type, with identical training requirements for all pilots, flight attendants, mechanics, etc. is most efficient. It's one of the things that keeps their overall overhead low and gives them the breathing room to serve otherwise-expensive airports.
If Southwest keeps the 717's, then their pilots, F/A's, mechanics, etc. will all have to be trained (and regularly re-trained), certified (and re-certified) for TWO mostly-unrelated aircraft types. Also, spares for two aircraft types have to be stocked at every medium-to-large airport Southwest serves.
Those requirements impose costs which will have to be borne by every Southwest customer.