FL was Frontier Airlines long before the code was recycled and the name was reused in the 90's.
I know that post WW-II to 1986 is probably long before you were trolling the Internet reading annual reports or press releases, but they most certainly had a hub operation at DEN. It was the core of their system.
My, my, my, we are back in the saddle with guns ablazing. I mean after a blunder as big as you just made we have to move into hyperdrive to repair our tattered reputation.
Yes, I know that the FL code was not unique... but since you haven't posted any data relevant to the industry with regard to network or schedules regarding THIS CENTURY, let alone the past two decades, then it is highly relevant that you threw in a code that is actually used by another carrier and has been for nearly a decade, esp. when talking about a conversation involving DEN where that new carrier uses that code.
The FL code has not been used to refer to Frontier Airlines for more than 20 years, Eric. This discussion isn't a stroll down memory lane. It is about understanding the dynamics of the airline industry. Talking about airlines from more than 20 years ago without being able to provide any sense of context or data won't cut it - but then it is precisely because you shoot from the hip with anecdotes from history that you can't speak accurately about much that actually goes on in the airline industry TODAY.
There are codes like EA, WA, and PA that are not currently used but people who want to communicate clearly and accurately about the industry take the time to explain those codes since those carriers no longer fly, but all the moreso since FL is now used by other carriers.
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But since you have so much experience in the industry that dates back decades and decades, why don't you tell us how big FRONTIER's hub operation (the OLD Frontier) at its peak, the market share of DEN they had compared with UA and CO, and the number of routes on which their actually existed 3 carriers nonstop.
You see, Eric, because it was you who wanted to bring up the 3 way competition that has existed in DEN for decades so you should be capable of providing some basis of comparing FRONTIER's operation to the rest of the industry.
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A true knowledge of airline history would show that Frontier (of old) actually operated interchange operations with other carriers and thus did not directly compete with other DEN carriers; but all of that stuff went out the window with airline deregulation in 1978 (which would be like over 30 years ago). Which also explains why FRONTIER of old never was viable in DEN post deregulation... which would be the current era of aviation, the one in which WN would presumably compete with DL in ATL
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I'm betting (I actually know) that you will find that DEN was not a three airline town meaning competition on multiple routes by all three carriers, which is actually the situation that exists today.
There are no examples of three hubs existing at the same airport simultaneously and sustainably. The ORD/MDW AA/UA/WN 3 hub situation spread over 3 airports in the largest interior city in the US is the best example - and it still requires a lot of space between ORD and MDW for those three hub operations to work.
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You might also remember that the Frontier of yesterday went kaput, reorganized, and is back - and even the F9 (that would be the current Frontier) STILL can't make it in DEN... that's why WN is beating the crap out of them and isn't about to let up until they retreat to some little island off the coast of Mexico with their order book of new A319neos.
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What you proved to us in your little slip up is that you don't have any factual basis to support what you say..... which is why you make the errors you do on multiple subjects.
You could not possibly have pulled any data about F9 or FL when you are incorrectly using the codes and not providing the context in which you are using them -because every automated system other than front end GUIs require that you input actual codes in order to pull data - whether it be schedules, fares, CRS bookings, or historical DOT data.
Doesn't matter, though - you have yet to quote any relevant airline specific data in any discussion.
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There are things in life that are based on facts. Economics, pricing, and network management actually do have facts that support the conclusions that are drawn; they aren't creative guesses and they aren't random numbers pulled out of the hat. You have yet to demonstrate that you understand the concepts of revenue management or network planning or economics because if you did you couldn't possibly come up with the wild-a78 numbers you do.
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The fact that you all of a sudden agree with QA4 that 300 is perhaps a bit high shows that you have no scientific basis for your guess - nor do you understand the reasons behind the current FL flight level, the level of flights that DL has in ATL, or the level of ops that WN has at any station. You couldn't be throwing ANY numbers out randomly if you understood the science of revenue management and network planning.
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BTW, do you mind sharing your academic credentials? (education)... that might help us understand your knowledge base.
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Your comment about WN network guys finding flows that only legacy guys dream about shows how little you actually know about airline networks. The network carriers created hub and spoke operations and know how to carry connecting and transit traffic, not the low cost carriers who built their business models on point to point traffic.
Most people don't realize how much connecting traffic WN carries and WN tries to downplay how much flow and connecting traffic it carries- but the smallest network carrier in the USA, US, carries more connecting traffic than WN - and US is a fraction of the size of AA, DL, or UA.
WN has a great pricing model but saying that they are better than their network peers at finding flow traffic is just off the board, Eric. You really do shoot from the hip - and your accuracy is frighteningly inaccurate.
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For people like QA4 who demonstrate some interest in understanding the basis behind the size of the potential WN hub and don't try to tell everyone he/she has all the answers, I'll lay out the facts. Since I write what I do based on facts, I can't whip that post out (and two more in quick succession after it) without thinking or without without looking up the data that supports the conclusions I make.
This conversation about the size of WN's hub size has been going on for weeks... it's time to demonstrate once and for all what they are capable of doing - and leave the prognostication of hub size to people 1. like WN who actually will execute the plans and who have never quoted a flight number larger than 250 for ATL and 2. people who understand the science of network planning and revenue mgmt.
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I also won't move my answer just because some poster comes along a couple hours later and says that my number is a tad too high - which you apparently don't have any problem quickly agreeing to do.
