Is there real profit potential here, considering we are essentially dedicating one aircraft to do these daily flights and paying to RON a crew in SNA (and hotels in Orange County ain't cheap, BTW!)? There seems to be a flaw in their logic. Am I wrong? SNA is neither a UAL hub nor a focus city.
SNA and LGB were "grandfathered" in and allowed to retain existing local controls (aka slots). The local controls were settlements from noise lawsuits before control of airport noise was made a federal not local function.
These are local 'slots' after a fashion, I think. California is always different, and the FAA let them get away with it. IIRC, it is the result of a lawsuit. I can't remember if it's some kind of gate slot program, but I think it is restrained.
However, it doesn't matter because this "new" PHL-SNA isn't really new. If you'll notice PIT-SNA, which is currently 2x daily, goes to 1x daily in June. All US is doing is shifting the flight from PIT to PHL. Given the stronger O+D of PHL, this move might make sense. However, the move also serves to weaken the connecting power to PIT.
No more 737's out West please. The winter they closed the LAX crew base the PHL red-eye was a 737-300, down from a 757. Talk about ouch. We think that Wolf was trying to teach those LAX based F/A's who didn't move to PHL a lesson. The last 737 at LAX was a 400 for the 1st summer they had the 3pm to PHL, which was strictly O&D traffic.