Hello JP. I do not know if you can remember me from your last explainer video on ULCCs. I have learn a couple of things I absolutely did not think about when it comes to Low Cost Long Haul. And if I may, allow me to point out a couple more things that these airlines must overcome. In short order, they are; premium, baggage, cargo, speed and lounges & Other Airport Considerations. Premium: While using narrow body aircraft for the long haul is cheaper per passenger than equivalent in the wide body category, you are going to be limited in your ability to add very premium seats. While you can add business class seats, like JetBlue has, you do not have much ability to add first class seating. And it gets worse: Per aircraft you can add more distinct classes for every single aircraft eg You can only add two in a narrowbody...at best three (Business + Economy & maybe Economy+), You can add up to five in a widebody (First Class, Business, Economy Plus, Economy, Basic Economy). This gives you a lot breadth in variations of clientele. The presence of First Class and large number of business seats also improves the premium look of an airline, which is worth a lot, as well as subsidize the lower margin seats. Baggage: Narrowbodies were targeted at shorter trips. This means the baggage requirements are lower compare to long haul passengers. This is the reason why a lot of long haul carriers have to find a way to reduce the number of passengers in the aircraft, necessitating premium seating that is less dense so that you do not have more luggage that you have space for. Cargo: One of the biggest income earner for long haul widebodies is air cargo. Per passenger seat, widebodies just have a lot more cargo space, some of which is used to carry passenger luggage, a lot of which is used to carry cargo that earn airlines more income. Speed: This might be a minor point but; Narrow body aircraft travel at a lower top speed than widebodies. And the time difference is exaggerated the longer the distance. If you consider that business class and first class passengers will be on a tighter time crunch than leisure, student, families, you can see how the premium offering might be tempered just a little bit. Lounges & Other Airport Considerations: It is a challenge for low cost carrier to create and maintain lounges at airports. By their very nature, LCCs & ULCCs try not to add operational expenses whenever they can. This cuts a lot of appeal from the business types, which LCCs will have to appease by either lowering business class fares or building lounges. You have to also realize that LCCs operating in airports such as Heathrow comes with a lot of additional expenses such as higher landing and handling fees due to limited slots. WELL, I know I have rumbled on for quite a bit, and I know that I did address LCCs as if offering business class is a necessity. But it almost is due to luggage and weight constrictions on narrowbodies and if conversely they use widebodies in a one class configuration, they will earn less per square foot of available seat space giving up a chunk of the large and well monied business class. I'll stop now. Cheers mate!
Thank you for your support! These are really important points, if it’s alright with you, could I make a video using some of this? It’s important stuff that should have been talked about in this video
@@kevikiru hey there, ich usually don't comment on this kind of video, but as your original comment seemed to be in the spirit of actual knowledge, i'd like to ad some things here. Having worked in the Industry for a number of years now, I know where you are coming from, but there are a couple of misconceptions i'd like to adress. 1. Baggage and air freight: The amount of space available on a narrowbody vs. a Widebody (going on 2 pieces per YPAX) is pretty much the same. You can get 439 PAX with one Bag each on an A330 Widebodies have inherently more space for freight, but air freight on Passengerflights isn't that lucrative. You can make more per m^2 with extra baggage than with freight. 2. PAX Capacity: The PAX Count per Cabin is only named on what you can fill on a daily basis. Premium seating makes more money, but only eco+ and biz are realy worte it. (There is an old wendover video on why, that pretty much has it all). Your Point on Top speed is true, but largely unimportant, the A340-200/300 travels st narrowbody speeds due to it being powered cfm56s. But still this wasn't a for most sectorlengths. People don't care about 20 mins on an atlantic crossing. In the end i'd like to say that is like the Engagement on this topic. It is a pitty that all companies keep their operational numbers close to their chest. No one realy knows the dynamics of the last 20 years. Cheers
i think we should point out how Singapore Airlines handles their low cost "sister" Scoot. They really dont offer anything regarding service and comfort. but it might seem as a functional business model.
Could Southwest do MHT to Stansted or Southampton? The latter would be particularly amusing, and would have been even amusing if South West Trains still ran. Especially if there are announcements for there are announcements for “gate 10 for the Southwest service to Manchester”, “platform 1 for the CrossCountry service to Manchester Piccadilly” and “platform 2 for the South Western Railway service to London Waterloo”.
If you are wondering who does this in East Asia and Oceania, look no further than these countries Scoot owned by SQ🇸🇬 Air Asia🇲🇾 Cebu Pacific🇵🇭 and Jetstar Owned by QF 🇦🇺. 5J has the 459 seater A330-941 typically used by overseas Filipino workers in Australia in the Middle East by taking advantage of the Piso Fare. However in East Asia the Filipinos will take it on the other hand singaporeans Malaysians Hong kongers and South Koreans do avoid Piso fares and fly their own LCCs
The A321 LR/XLR have the exact same wing as all other A320Neo family aircraft. Primer back in tje day went bankrupt before they even startet their longhaul operations
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Hello JP. I do not know if you can remember me from your last explainer video on ULCCs.
I have learn a couple of things I absolutely did not think about when it comes to Low Cost Long Haul. And if I may, allow me to point out a couple more things that these airlines must overcome. In short order, they are; premium, baggage, cargo, speed and lounges & Other Airport Considerations.
Premium: While using narrow body aircraft for the long haul is cheaper per passenger than equivalent in the wide body category, you are going to be limited in your ability to add very premium seats. While you can add business class seats, like JetBlue has, you do not have much ability to add first class seating. And it gets worse: Per aircraft you can add more distinct classes for every single aircraft eg You can only add two in a narrowbody...at best three (Business + Economy & maybe Economy+), You can add up to five in a widebody (First Class, Business, Economy Plus, Economy, Basic Economy). This gives you a lot breadth in variations of clientele. The presence of First Class and large number of business seats also improves the premium look of an airline, which is worth a lot, as well as subsidize the lower margin seats.
Baggage: Narrowbodies were targeted at shorter trips. This means the baggage requirements are lower compare to long haul passengers. This is the reason why a lot of long haul carriers have to find a way to reduce the number of passengers in the aircraft, necessitating premium seating that is less dense so that you do not have more luggage that you have space for.
Cargo: One of the biggest income earner for long haul widebodies is air cargo. Per passenger seat, widebodies just have a lot more cargo space, some of which is used to carry passenger luggage, a lot of which is used to carry cargo that earn airlines more income.
Speed: This might be a minor point but; Narrow body aircraft travel at a lower top speed than widebodies. And the time difference is exaggerated the longer the distance. If you consider that business class and first class passengers will be on a tighter time crunch than leisure, student, families, you can see how the premium offering might be tempered just a little bit.
Lounges & Other Airport Considerations: It is a challenge for low cost carrier to create and maintain lounges at airports. By their very nature, LCCs & ULCCs try not to add operational expenses whenever they can. This cuts a lot of appeal from the business types, which LCCs will have to appease by either lowering business class fares or building lounges. You have to also realize that LCCs operating in airports such as Heathrow comes with a lot of additional expenses such as higher landing and handling fees due to limited slots.
WELL, I know I have rumbled on for quite a bit, and I know that I did address LCCs as if offering business class is a necessity. But it almost is due to luggage and weight constrictions on narrowbodies and if conversely they use widebodies in a one class configuration, they will earn less per square foot of available seat space giving up a chunk of the large and well monied business class.
I'll stop now.
Cheers mate!
Thank you for your support! These are really important points, if it’s alright with you, could I make a video using some of this? It’s important stuff that should have been talked about in this video
@@JPsAviation Absolutely you can. That is why I commented with so many words on this and the previous video.
Thank you!
@@kevikiru hey there, ich usually don't comment on this kind of video, but as your original comment seemed to be in the spirit of actual knowledge, i'd like to ad some things here. Having worked in the Industry for a number of years now, I know where you are coming from, but there are a couple of misconceptions i'd like to adress.
1. Baggage and air freight:
The amount of space available on a narrowbody vs. a Widebody (going on 2 pieces per YPAX) is pretty much the same. You can get 439 PAX with one Bag each on an A330
Widebodies have inherently more space for freight, but air freight on Passengerflights isn't that lucrative. You can make more per m^2 with extra baggage than with freight.
2. PAX Capacity:
The PAX Count per Cabin is only named on what you can fill on a daily basis.
Premium seating makes more money, but only eco+ and biz are realy worte it. (There is an old wendover video on why, that pretty much has it all).
Your Point on Top speed is true, but largely unimportant, the A340-200/300 travels st narrowbody speeds due to it being powered cfm56s.
But still this wasn't a for most sectorlengths. People don't care about 20 mins on an atlantic crossing.
In the end i'd like to say that is like the Engagement on this topic. It is a pitty that all companies keep their operational numbers close to their chest. No one realy knows the dynamics of the last 20 years.
Cheers
God damn man your sound is so calming I almost slept while watching great. Vid
Thanks!
LCC and ULCC carriers in Canada are looking to expand transatlantic routes as well out of YYZ, YHZ and YOW
Yeah! I look forward to seeing how successful they are
Very informative video! Some of those airlines I’ve never heard of.
Glad you enjoyed!
i think we should point out how Singapore Airlines handles their low cost "sister" Scoot. They really dont offer anything regarding service and comfort. but it might seem as a functional business model.
You’re right! They definitely run a good operation
Should have mentioned Level, Icelandair.
Level definitely, I’d consider Iceland air more of a legacy carrier, than llc like the new airlines featured in this video
Could Southwest do MHT to Stansted or Southampton?
The latter would be particularly amusing, and would have been even amusing if South West Trains still ran. Especially if there are announcements for there are announcements for “gate 10 for the Southwest service to Manchester”, “platform 1 for the CrossCountry service to Manchester Piccadilly” and “platform 2 for the South Western Railway service to London Waterloo”.
They technically could as the max could fly that far but it’s a stretch, that would be funny
If you are wondering who does this in East Asia and Oceania, look no further than these countries Scoot owned by SQ🇸🇬 Air Asia🇲🇾 Cebu Pacific🇵🇭 and Jetstar Owned by QF 🇦🇺. 5J has the 459 seater A330-941 typically used by overseas Filipino workers in Australia in the Middle East by taking advantage of the Piso Fare. However in East Asia the Filipinos will take it on the other hand singaporeans Malaysians Hong kongers and South Koreans do avoid Piso fares and fly their own LCCs
Have you ever flown on one of these airlines? ✈
I flew on Iberia this year from Boston to Madrid! Now that route is being operated by the XLR 🫨
Excellent video!! 👍
@@krystalgonzalez3028whoa! Thats so cool, I wonder if you were on an a350 or a330
The A321 LR/XLR have the exact same wing as all other A320Neo family aircraft. Primer back in tje day went bankrupt before they even startet their longhaul operations
@@robinmorgenstern9927 your right about the wings but I was referring to the a320 ceo family. Primera did fly long haul so that information is wrong