Site Admin

Joined: 15 Jun 2005
Posts: 2316
Location: Indianapolis, IN

This is a basic analysis of AirTran data for IND. These numbers are not exact. This is based on the number of daily departures from IND, the type of jets used, and the reported enplaned passengers for November 2005.

For all 30 days of November AirTran had 6 daily nonstop flights on the 717. Each jet carries a maximum of 117 passengers.

For 23 days of November AirTran had 5 additional nonstop flights on the 717. As is the case above each jet carries a maximum of 117 passengers.

30 x 6 x 117 = 21,060
23 x 5 x 117 = 13,155

Total maximum passengers 34,215

This assumes that no extra flights were run at any time, no flights were canceled and that there was no reduction in schedule for Thanksgiving Day.

According to the Indianapolis International Airport Authority report (http://www.indianapolisairport...eports/airlineactivity1105.pdf) AirTran enplaned 22,335. This would equate to a load of 65%. Not too bad for a brand new airline in IND and even better when you consider that of the 5 daily departures added in November that 2 of them were additional capacity.

Site Admin

Joined: 15 Jun 2005
Posts: 2316
Location: Indianapolis, IN

To get a better idea how AirTran is doing at IND just look at October 2005 numbers where no route changes were made. Assuming no canceled flights you have 31 days x 6 daily departures x 117 seats per flight. Total departing seats would be 21,762. Total enplaned passengers for October 2005 for AirTran was 18,872 for a load of 87%. That is outstanding for an airline just 6 months in to the new market.

Member

Joined: 27 Jun 2005
Posts: 333
Location: St. Louis, MO

Fuckin' cool stat sheet!

If you have the time, it'd be interesting to do a comparison between AirTran and the Northwest operation.

And also, do a comparison between the ATA operation as well. By the looks of it, ATA was running near 100% load factors. Unflippinbelievable.

Site Admin

Joined: 15 Jun 2005
Posts: 2316
Location: Indianapolis, IN

I have no idea what kind of equipment ATA was using and on that routes. NW would be a major chore. They have such a crazy schedule it would take quite a while for me to just figure out how many seats they had going out in November. Its easy with AirTran when they have 6 departures using all the same equipment and they add 5 new flights at the same time using the same equipment. NW had 40 some flights a day. They use the CRJ, A319, DC9 and 757. They have some routes 7 days a week and some routes running 6 days a week. If you can tell me how many seats they had going out in November I can tell you the load

Member

Joined: 27 Jun 2005
Posts: 333
Location: St. Louis, MO

When I get moved and can find my timetables, perhaps I'll come up with a rough estimate.

ATA was using the 757's I believe, which seat right over 200 or something of that nature. Their 737-800s seat somewhere in the neighborhood of 180, if I am not mistaken.

If the 757's were used, ATA would have been running 95-100% average load factors. If they were using a 737 on the route, then they would have been pretty much running 100% the entire time.

Absolutely amazing that 100% load factors could still = shitty route performance. Absolutely amazing.

Site Admin

Joined: 15 Jun 2005
Posts: 2316
Location: Indianapolis, IN

It was sad but I had seen someone post somewhere that ATA would have to have been running like at 105% or more to break even. Just not possible. One news report showed that ATA was charging less per mile than it was costing them to fly. Just not smart management.

Member

Joined: 27 Jun 2005
Posts: 333
Location: St. Louis, MO

ATA could have afforded to raise fares a good 50% and they still would have been "dirt cheap" standards. They were doing $49 or $59 each way to Orlando for the last couple of months, nothing more than $130 roundtrip. They still totally could have gone $170 or so roundtrip and I would have found that to be a bargain as well. I am sure the other carriers would have followed suit and welcomed such a price increase by ATA.