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Marriott Bonvoy: 2,000 Bonus Points per day & up to 20% off for stays in Orlando

Offer details:
2,000 Bonus Bonvoy Points PER NIGHT and save 20% when you stay 2 nights Thursday-Sunday (Friday or Saturday required) at any one of 16 Marriott Hotels & Resorts in the Orlando area. Full Details and online Booking Until Sep 30, 19

Can’t make use of this offer? Here are some other offers that might work for you!

Find many more Marriott Bonvoy bonus points offers here!

The post Marriott Bonvoy: 2,000 Bonus Points per day & up to 20% off for stays in Orlando appeared first on Frequent Flyer Bonuses.

Which Marriott Bonvoy Credit Card Is Right for You?

The merger of Marriott Rewards and Starwood Preferred Guest into a single combined loyalty program — dubbed Marriott Bonvoy — has felt more like a piecemeal process than a single fell swoop. First, the points currencies and status levels were combined. Next, the legacy SPG properties were migrated over to Marriott’s reservation system. Then Marriott unified its cobranded credit card offerings under the new Marriott Bonvoy branding and finally announced the introduction of peak and off-peak pricing.

Both Chase and Amex continue to issue different versions of Marriott Bonvoy credit cards. There are now a total of six different options, with Amex and Chase each issuing three, although each issuer closed one of its products to new applicants, leaving only two Amex cards and two Chase cards that you can still apply for.

Given all these changes, which include new welcome bonuses, new perks and updated annual fees, we felt it was time to look at which Bonvoy credit card is right for you.

Before we dive into the details, here’s a quick refresher on how the old Amex and Chase cards convert to the new Bonvoy branding:

In addition to these changes, Chase recently launched a Bonvoy credit card with no annual fee called the Marriott Bonvoy Bold Credit Card.  As you would expect from a no-annual-fee product, it offers some, but not all, of the benefits of the other Bonvoy cards.

Eligibility

Unfortunately, many experienced award travel experts will not be eligible to earn the welcome offers on these Bonvoy cards for one reason or another. Each issuer has its own specific rules that restrict welcome bonus eligibility.

For Amex, the rule is one bonus per card per lifetime, and while the Bonvoy cards feature a new design, they aren’t technically counted as new products. That means you won’t be able to earn the 75,000-point welcome bonus after you spend $3,000 in the first three months on the Marriott Bonvoy Business™ American Express® Card from Amex if you ever earned a welcome bonus on the Starwood Preferred Guest® Business Credit Card from American Express (no longer available), since they’re considered to be the same product. With Chase, you have to deal with the infamous “5/24” rule, which says that in most cases, if you’ve opened five or more credit cards in the last 24 months, you’ll be automatically rejected when applying for new Chase cards.

In addition to these rules that apply, respectively, to nearly every Amex and Chase credit card, the two issuers took a worrisome step after the 2018 merger and began sharing customer data to further limit bonus eligibility. The terms and conditions of Chase’s entry-level Marriott Bonvoy Boundless Credit Card (previously known as the Marriott Rewards Premier Plus Credit Card) say the following:

“The bonus is not available to you if you:

  1. are a current card member, or were a previous card member within the last 30 days, of The Starwood Preferred Guest® Credit Card from American Express;
  2. are a current or previous card member of either The Starwood Preferred Guest® Business Credit Card from American Express or the Starwood Preferred Guest® American Express Luxury Card, and received a new card member bonus or upgrade bonus in the last 24 months; or
  3. applied and were approved for The Starwood Preferred Guest® Business Credit Card from American Express or the Starwood Preferred Guest® American Express Luxury Card within the last 90 days.”

As you can see, you’ll have to clear several hurdles to make sure you’re eligible before applying for any of the Bonvoy credit cards. The first step is to make sure you’re on the right side of issuer-specific rules (like 5/24), but then you still need to double-check the terms and conditions of each individual credit card.

Cards Closed to New Applicants

Two Bonvoy cards are no longer available to you if you don’t already have them in your wallet. The first is the Marriott Bonvoy Amex, previously known as the SPG Amex, one of the most iconic and well-loved cards in the history of travel rewards. It comes with a $95 annual fee, which you can more than recoup through the card’s annual free night certificate, valid at hotels that cost up to 35,000 points.

The second is the Marriott Bonvoy Premier Plus Business Visa Signature Card (previously the Marriott Premier Plus Business Credit Card from Chase). This card’s annual fee was raised and cardholders gained the ability to earn a second 35,000-point free night certificate after spending $60,000 in a year.

Current holders of both of these products will be able to keep using their cards, but you’re no longer able to sign up for either.

Premium vs. Entry Level

When deciding which cobranded card in a certain family is right for you, the first question to ask is whether you want the premium card or the entry-level version. Much of this boils down to whether the increased annual fee of the premium card is worth the extra perks it comes with. In this case, the Marriott Bonvoy Brilliant™ American Express® Card (previously the SPG Luxury Amex) comes with a $450 annual fee (see rates and fees), while the entry-level personal cards — the Marriott Bonvoy Card from American Express (previously the SPG Amex and no longer available) and the Marriott Bonvoy Boundless Card from Chase (previously the Marriott Premier Plus) — each have a $95 annual fee.

So how can we justify that extra $355 ($450-$95)? For starters, the premium Marriott Bonvoy Brilliant card from Amex comes with an annual $300 Marriott statement credit, valid on room rates as well as property charges such as dining and spa treatments. If you’re considering a premium cobranded credit card, I’ll assume that a room rate credit is as good as cash, essentially dropping the out-of-pocket cost for the Bonvoy Brilliant card to $150.

That extra $55 a year ($150 vs. $95) gets you an anniversary free night certificate worth up to 50,000 points, versus the 35,000-point free nights on the lower-fee Marriott Amex cards. This can get you into some real fancy hotels around the world, including the The Royal at Atlantis, the Ritz-Carlton, Amelia Island, the Ritz-Carlton Bali and more. TPG values that 15,000-point difference at $120, but if you redeem this free night certificate in peak season, the extra value can be even greater. The Bonvoy Brilliant card also gives you the option to spend your way to Marriott Platinum status by charging $75,000 in a year, though that comes with a pretty high opportunity cost. Last but not least, the Bonvoy Brilliant now offers a $100 property credit (not valid on room rates) on select cash bookings of two nights or more at Ritz-Carlton and St. Regis hotels.

While the math on the luxury Bonvoy Brilliant card is pretty compelling, there’s no way around the fact that you have to front the $450 annual fee in order to start receiving its benefits. If you’re not prepared to do that but want the perks of an annual fee card, which entry-level card is right for you?

Since the Bonvoy Amex and Marriott Bonvoy Premier Plus Business cards are now closed to new applicants, you’ll have the choice of an Amex-issued Bonvoy business card or a Chase-issued Bonvoy personal card. Assuming you’re eligible to apply for both of these products, there are pros and cons to each.

With the Marriott Bonvoy Business card, you pay a higher annual fee ($125, see rates and fees). You have the ability to earn a second 35,000-point annual free night certificate after you spend $60,000 a year. You also will get access to money-saving Amex Offers, which can completely offset your annual fee if you use them frequently.

The Chase Marriott Bonvoy Boundless Credit Card offers a lower annual fee of only $95, and still comes with an anniversary free night. With the closure of two cards to new applicants, this Bonvoy Boundless card is now your lowest-cost way to get your hands on a Marriott free night certificate. If you don’t qualify for a business credit card (though you might be surprised to learn that you do), this is the way to go. The card is currently offering a 75,000-point welcome bonus after you spend $3,000 in the first three months.

How About a No-Annual-Fee Card?

Whether it’s the premium Bonvoy Brilliant or the entry level Bonvoy Boundless, one theme keeps repeating itself: much of the value of the Bonvoy credit cards comes from the anniversary free night certificate they offer. While the new Marriott Bonvoy Bold Credit Card from Chase might be appealing because it doesn’t charge an annual fee, it also doesn’t offer any type of free night certificate, meaning you miss out on a perk worth as much as several hundred dollars.

The Bonvoy Bold is currently offering a sign-up bonus of 50,000 points after you spend $2,000 in the first three months, worth $400 based on TPG’s valuations. That’s a pretty low return from a card that will take up one of your 5/24 slots, and the bonus categories aren’t great either. You’ll earn 3x points per dollar at participating Marriott hotels (vs. 6x on every other Bonvoy credit card), 2x on other travel purchases and 1x everywhere else (vs. 2x with other Bonvoy credit cards).

The bottom line with the Bonvoy Bold is that it doesn’t pack a strong enough punch for most serious Marriott travelers who are willing to pay $95 a year (or more) to lock in a valuable free night certificate and better bonus categories. Some people who don’t want to worry about forgetting to use a free night certificate before it expires may be tempted by a Marriott card with no annual fee, but if you don’t stay in Marriott hotels frequently, you should pause and ask yourself whether this is really the best use of one of your valuable 5/24 slots.

Which Card Should I Use to Pay for Marriott Stays?

I happily carry four different Bonvoy credit cards for the annual free night certificates they offer, so a common question I get is which one should I use for Marriott stays. Outside of the Bonvoy Bold with its lowly 3x points per dollar on Marriott purchases, all the other Bonvoy cards offer an identical 6x points per dollar. In my case I keep the Bonvoy Business card at the front of my wallet so that I’ll earn an additional 35,000 point free night certificate after spending $60,000 in a calendar year.

TPG values Marriott points at .8 cents each, meaning that 6x earning is equivalent to a 4.8% return. That’s very respectable — but if you’re not set on earning Marriott points, you can potentially do much better. The ever-popular Chase Sapphire Reserve earns 3x Ultimate Rewards points per dollar spent on travel, including hotels. Based on TPG’s valuations this comes out to a nice 6% return, plus you get 50% more value for the points you earn when you redeem them for travel in the Chase Ultimate Rewards portal.

The Citi Prestige® Card also earns 3x points on hotels, although TPG values ThankYou Points slightly lower, at 1.7 cents each, for a 5.1% return. If you have The Platinum Card® from American Express, you can earn 5x points per dollar (10% return) if you make prepaid hotel bookings through Amex Travel or Amex Fine Hotels & Resorts. The downside is that these bookings are unlikely to earn you any Marriott points or elite benefits, so you have to weigh that cost against the additional Membership Rewards points and property amenities if booking through FHR.

At the end of the day, I opt to use my Bonvoy Business card for all my Marriott purchases, even though it isn’t the highest return based solely on point valuations. I spend my Marriott points faster than I can earn them and the high bonus multiplier on hotel purchases means I always have enough points in my account for a last-minute trip. I also find that the perks associated with my Titanium elite status help me consistently score a higher redemption value.

Bottom Line

With six cards across two issuers getting new names, designs and features, picking the right Bonvoy card for you is a real challenge. Heck, even remembering which card is which is going to require a cheat sheet for days and weeks to come.

Despite these changes, the premium Marriott Bonvoy Brilliant Amex still makes an excellent case for itself with a valuable up-to-50,000-point anniversary free night, a $100 luxury property credit on select cash bookings at Ritz-Carlton and St. Regis hotels and more. Just be sure to double-check the rules before applying for any of these cards to make sure you are, in fact, eligible for the welcome bonus.

For rates and fees of the Marriott Bonvoy Brilliant Amex, please click here.
For rates and fees of the Marriott Bonvoy Business American Express Card, please click here.

HOT!! New York to Athens, Greece for only $277 roundtrip

Super cheap flights from New York to Athens, Greece for only $277 roundtrip with Swiss International Air Lines.

 

DEPART:
New York, USA

 

ARRIVE:
Athens, Greece

 

RETURN:
New York, USA

 

DATES:
Availability from November 2019 to March 2020 (excluding Christmas/New Year)

Example dates: <a href="javascript:void(0);" data-toggle="tooltip" data-html="true" data-placement="right" class="example-dates-tooltip" title="Our example dates are exactly that…examples.
You can play around with the dates to suit your plans.”>jQuery(document).ready(function(){ jQuery(‘[data-toggle=”tooltip”]’).tooltip(); jQuery(document).on(“touchstart”,function(evt){var st1=”hide”; if(evt.target.getAttribute(“class”)==”glyphicon glyphicon-question-sign”){st1=”show”;} setTimeout(function(){jQuery(“.example-dates-tooltip”).tooltip(st1);},100);}); });.example-dates-tooltip + .tooltip > .tooltip-inner {background-color: #FFFFB5;color:black;padding:8px;text-align:left;max-width:320px;}
3rd-13th Nov
15th-26th Nov
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17th-27th Nov
24th Nov – 6th Dec
25th Nov – 5th Dec
29th Nov – 9th Dec
29th Nov – 10th Dec
29th Nov – 11th Dec
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4th-16th Dec
5th-15th Dec
5th-16th Dec
5th-17th Dec
11th-21st Jan
11th-22nd Jan
15th-25th Jan
24th Jan – 3rd Feb
24th Jan – 4th Feb
28th Jan – 8th Feb
28th Jan – 9th Feb
29th Jan – 8th Feb
8th-20th Feb
9th-19th Feb
9th-20th Feb
13th-25th Feb
15th-25th Feb
22nd Feb – 5th Mar
23rd Feb – 4th Mar
26th Feb – 7th Mar
26th Feb – 8th Mar
29th Feb – 11th Mar
29th Feb – 12th Mar
7th-19th Mar
9th-20th Mar
10th-21st Mar

and more…

 

STOPS:
Zurich

 

AIRLINES:
Swiss International Air Lines

 

 

 

Allow the search to complete, then click an OTA to view the advertised price:

 

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Please note, all the information on this page is accurate at the time of publication.
If you are viewing this deal at a later date, the price and availability may no longer be as advertised.

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Delta / Air France – $745: Los Angeles – Mahe Island, Seychelles. Roundtrip, including all Taxes

Delta / Air France – $745: Los Angeles – Mahe Island, Seychelles. Roundtrip, including all Taxes

A good sale to the Seychelles. Only downside, will require an overnight layover in Paris on the return if you select the single connection options. Sample Travel Date: November 6th – 13th This is just ONE SAMPLE travel date, for more availability, please follow the “Fare Availability” and “How to Search for Availability” instructions below […]

United Airlines and AirlineGeeks Celebrate National Aviation Day with Behind-the-Scenes Tour

Aug. 19, known to most AvGeeks as National Aviation Day, celebrated its 80th anniversary this year. Continuing its yearly tradition, AirlineGeeks once again offered aviation enthusiasts a behind-the-scenes look at airline operations across the country,

Me and my Man Bod

Am I most body confident person you’ll ever come across? Probably not. What once was a rugby player’s physique has all but faded away after years and years of beige foods, craft ales and ‘I’ll go to the gym tomorrow’s. Whereas a younger me flirted with the idea of a 6-pack and pecs, early 30’s me has begrudgingly welcomed in the early signs of a beer belly and moobs. And so – as my metabolism slows, and keeping off the extra pounds becomes more of a challenge – it’s fair to say that accepting my evolution towards a ‘Man Bod’ has not been easy.

So, this week, there was nobody more surprised than me when I found myself – in the middle of Manchester city centre – stood in just my swim shorts, surrounded by a dozen other similarly-dressed (or undressed?) fellas. We were there to celebrate the different shapes and sizes our bodies come in, and I wouldn’t say it was the most comfortable I’ve ever been – a situation not helped in the least by the (predictable) torrential rains the Manchester skies decided to unleash upon us.

Why was I there in first place? At On the Beach we wanted to find out how men feel about their bodies, and to try to break down some of the barriers preventing us from being completely happy and healthy. Our #ThisBikiniCan campaign was a huge success in highlighting the ridiculous of ‘beach body readiness’ and similar tropes aimed at women; our aim this time was to get the mens’ perspective on things.

#TheManBod

The research for this campaign – #TheManBod – showed that 93% of men admitted to wanting to change their bodies, which to me wasn’t particularly surprising. Social media, adverts, television – they constantly project this idea of what the ideal man should look like, and for those of us who are a bit more Tyson than Tommy Fury it’s only natural to want to make the odd improvement here and there.

What’s quite shocking, however, is the 53% of men who suggested that their perception of their own body has a negative impact on their mental health, causing them anxiety and damaging their confidence. Scrolling through unrealistic, airbrushed images online or – in my case – memorializing past versions of ourselves can be incredibly harmful. Instead, with #TheManBod we’re trying to get men to embrace their bodies – whatever the size or shape – and to accept that as long as we’re healthy, it shouldn’t matter how we look.

I’m really beginning to appreciate body I have, and think we men need to just focus on ourselves and what makes us happy. For me, that means a cheeky extra portion of chips, or sometimes swapping out an intense gym session for an intense Netflix session. And you know what? If that means the rugby player is benched for #TheManBod, so be it.

Get involved with our #TheManBod campaign and start feeling more body confident today!

The post Me and my Man Bod appeared first on Beach Holiday Blog | On the Beach.

Hilton Wants to Attract More Low-Tier Loyalty Members

Although top-tier loyalty members often make up the most business for any hotel, its the Silver and Gold members that Hilton wants to see more. During an investor call, the hotel giant’s chief executive officer said they have plans to attract more low-tier members to their properties.

How do you determine the worth of a loyalty program’s base and silver members? By how much they stay with any given hotel chain’s properties. And Hilton Honors wants to see a lot more of them at their affiliated hotels. Travel Weekly reports company president and CEO Chris Nassetta is setting his sights on getting more activity from lower-tier members.

Hilton Honors currently has 94 million members around the world in their program, reflecting an increase of over 20% compared to last year. The hotel chain has boosted this number in many different ways, from advertising campaigns featuring Hollywood stars to offering incentives to hotel owners who sign up new members. And while more high-tier elite members are staying more at Hilton properties, it’s the lower-tier members that could make up more of their business.

“The more that can be a direct source of business rather than indirect, obviously it adds to our RevPAR [revenue per available room] premiums,” Nassetta told the call, according to Travel Weekly. “And it does so in an incrementally efficient way in terms of distribution costs.”

Overall, around 50% of Hilton Honors members are actively engaged in the hotel rewards program—and more Gold and Diamond members are choosing to make Hilton their primary hotel chain. The hotel company credits the increase in part on their partnerships with Amazon and Lyft. However, Nassetta and company are focusing in on Blue and Silver members in the program to improve their bottom line.

“You will continue to see more of this [engagement] from us, both for higher-level members and lower-level members,” Nassetta told the call, as quoted by Travel Weekly. “I think really what it’s focused on is getting greater engagement from our customer base and having more direct relationships.”

As part of its growth plan, Hilton is focused on growing its luxury footprint. In July, the company announced they will open three new luxury hotels this year and a total of 25 additional properties through 2025.

 

[Featured Image: Hilton]

How Hawaiian Competes on Mainland Flying (Across the Aisle)

Next week I’m off to the Boyd Conference in Las Vegas. I look forward to seeing some of you there. As I prepare for a whole bunch of interviews, I’ve decided this is a great time to post my lengthy interview with Hawaiian’s CEO Peter Ingram. I met him at the airline’s headquarters on August 1 while I was on O’ahu. I’ll break this into three parts. Today we talk about mainland flying (along with a small Guam tangent). Monday we’ll talk about interisland and then Tuesday, international.

Brett Snyder, Cranky Flier: Let’s start with capacity. It has flooded into the market, actually, I guess in all your markets. You have mainland with Southwest and others, then neighbor island is Southwest, and then internationally you’ve got those ANA A380s coming.

Peter Ingram, CEO, Hawaiian Airlines: North America has seen a significant amount of capacity come in really since the beginning of 2018. A lot of it predated Southwest adding capacity. I think almost all of the airlines serving Hawai’i grew last year. United which has got the most seats between U.S. mainland and Hawai’i was part of that. We were growing as we took the A321s which are a West Coast-focused airplane for our fleet. American, Delta, and Alaska had a little bit of growth. Most of that growth from that group of carriers leveled off a little bit this year — didn’t go down but has leveled off. Then we’ve seen Southwest growing starting middle of March with Oakland and San Jose added. And our expectation is a little bit more to come.

Cranky: So on the mainland side, we saw on United’s earnings that did not go well for them in this quarter — sounds like it really put quite a dent in their numbers there. Do you think this is a lag issue of just demand catching up to capacity or…

Peter: Some of it is that the market was performing very well. If you go back to 2016-2017, we had [unit revenue] growth that exceeded what other airlines were producing and a big part of that was driven by our North America performance. So it was a strong market. Strong markets tend to attract more capacity and that’s what happened. The numbers have come down a little bit… doesn’t mean that all of a sudden everyone’s losing money. We reported lower margins in the last few quarters relative to where we were. We’re still profitable and performing in line with the industry, and frankly we’re not happy about reporting declining margins, but we’re still profitable and North America is obviously a big component of that. It’s about half our revenue.

Cranky: And the A321neos seemed to be living up to the hopes and dreams here.

Peter: Yeah. The neo really does a number of important things for us. One it’s incredibly fuel efficient and you heard I had some of the stats on that. I think our capacity was up 2.6 percent year over year this quarter. Our fuel consumption was down 1.6 to 1.7 percent.

Cranky: And that was systemwide?

Peter: Yeah, that’s systemwide but it is it is really driven by adding capacity with the neo and reducing 767 capacity year over year.

Cranky: That’s an incredible number. I guess the biggest problem is just getting Airbus to give you the airplanes on time.

Peter: Yeah. Well, that’s been that’s been a little bit of a challenge. We’re getting towards the end of our firm orders. We’ve got 13 of 18 delivered now.

The other thing that that airplane does for us is previously all our long-haul flying was operated by widebody equipment. We had the A330 that are configured with 278 seats, our 767s had a range of different configurations but they averaged about 260. We’ve got 189 seats on the neo. Not having connecting opportunities of the same scale that our competitors have on the mainland, that limited some of the O&Ds [origins and destinations] we could serve. So now with a smaller-gauge airplane it’s more economic for us to serve LA – Lihu’e year-round as opposed to just seasonally, LA – Kona year-round, Oakland – Lihu’e year-round, and we’ve also built up our Maui flying. A few years ago we had three flights from Maui to the US mainland. Today we’re operating 8 daily services to the US mainland. [Ed Note: This interview happened before Hawaiian announced the reintroduction of Maui to Las Vegas service.] So most of our western U.S. gateways now have a Maui option as well as a Honolulu option.

Cranky: With that airplane, a lot of what you’ve done is right-sizing capacity, getting a better cost airplane on routes. But the big outlier here in that strategy was the Long Beach startup which is a new station that just couldn’t have been served with a widebody, or I assume profitably. Are there more of those in the pipeline? Because we haven’t seen any other new station startups; it’s been mostly either replacing capacity or connecting neighbor islands to mainland cities that you already serve right?

Peter: We haven’t certainly announced any other new cities with the neo besides Long Beach. The other new city we’ve launched in the last year was Boston [which] obviously because of the range is a widebody. There are things we’re looking at. There’s not an endless list of them as you look at what O&Ds are that aren’t served, and Long Beach was a little difficult. Long Beach wouldn’t have shown up on that that O&D list because it wasn’t connecting. There are a few opportunities but it’s not dozens.

Cranky: Are there opportunities going the other way? I mean is Guam too far? Are there other things you can do around the Pacific with that airplane?

Peter: There are a couple of things we’re looking at. Guam I think is is likely to be outside the range for that but there are some other things as you look so that may be possible.

Cranky: Guam is one that I find really interesting. I know United’s in there but it seems like a market that might be something that would work for you. Is that just not really on the radar or is there a reason that you guys aren’t in there?

Peter: It’s something we’ve looked at from time to time. A lot of the the inbound lift into Guam is coming from Asia. You can reach it from Japan and Korea with a single-aisle aircraft and there’s a fair amount of low-cost carrier capacity into Guam now. We don’t have any immediate plans in there, but we’re certainly aware of of islands in the Pacific… being based on an island in the Pacific.

Cranky: Yeah I mean fares are pretty high on United and they’re flying 777s.

Peter: We hear that from people in the community that have business interests in Guam and have to travel there. There is certainly some interest in that.

Cranky: It’s just a matter of if the market is big enough I guess. But yeah.

Cranky: OK, so back to mainland. If we look at a market like Oakland-Honolulu, Southwest is up there, and I’m just taking that as an example, but you know you’re going to see Southwest in more of these. Alaska has been there for awhile and you guys have been there but are also ramping up, especially connecting neighbor islands. Considering the competition increasing capacity, how do you look at that compared to a San Francisco or an LA?

Peter: Oakland and San Francisco have a lot of overlap in their catchment area. Depending on where you are in San Francisco, it may be more convenient for you to get to the Oakland Airport than San Francisco Airport. I think as services build up in Oakland people are becoming increasingly aware of that. The reflex to go and look just for San Francisco changes once there’s more options out of Oakland. As we think of all those airports, we feel like we are very well-positioned to be competitive.

We’ve got a very good cost structure. We are the the only airline that can deliver authentic Hawaiian hospitality, which is a phrase I use a lot. And it’s not just a slogan. It is a function of 90 percent of our employees living here in Hawai’i, understanding that culture of hospitality and caring for guests. Leisure is not a byproduct that comes from having a business-oriented network. Leisure is the core purpose of what we’re doing and so we configure the airplanes with that in mind. We design products with that in mind. So I think we feel — and it’s reflected in the fact that we look at the DOT stats every quarter when they come out — we are able to generate a revenue premium that is a function of all of those things. That’s a function of good service. It’s a function of how the airplane is configured. It’s a function of how we sell tickets. So if you can deliver a revenue premium and you can maintain a competitive cost structure and you’ve got the fleet that is ideal for the market, we think that positions us well to compete in every environment. And over time as capacity settles out we think that means we should be able to operate profitably and continue to grow.

Cranky: When Southwest started, it just threw in low fares to fill the planes but then summer, I assume it’s almost like a cease fire because everyone can fill planes in the summer.

Peter: Well, I think as far as North America went, there were some very very low promotional fares when Southwest launched service that were available for a matter of hours. And you know I don’t have insight into what amount of inventory was sold on that. All we know was that the fares were there and the lowest of those fares were gone very quickly. We really haven’t seen the sort of ambient pricing environment change from when Southwest launched in March to today relative to what it was starting in the third quarter, fourth quarter of last year and continuing into the first quarter where fares were already down a little bit year over year on the basis of some of the capacity that had come into the market.

Cranky: I guess we’ll see what their ultimate plans are. It’s not a huge amount of capacity yet, but it sounds like they’re about to start adding more again soon. [Ed note: This was just before Southwest announced Lihu’e and Hilo service.]

Peter: But you know, one of the things I remind people is this is not the first time that we’ve been in a spot where people say “oh my goodness how is how is Hawaiian going to compete with this new airline?” We heard it when Virgin America started flying. “Oh my goodness. How is Hawaiian going to compete with Virgin America? Oh my goodness. How is Hawaiian going to compete with Allegiant?” And the fact is all these markets from the Western US are very competitive today. I’m not sure there are more carriers flying a single O&D than there are in LA-Honolulu. American, Delta, United, and Alaska are all tough competitors too and we’ve been able to compete with them and we expect to be able to compete with Southwest.

Cranky: I don’t know if people are still saying “how can Hawaiian compete?” I guess they do say it, but it seems like you’ve built the airline in a way that it’s not really a question of how can you compete. You can compete. It’s more how do you decide to compete and what’s the best way for Hawaiian to deal with these types of things? Because I look at a market like LA… I mean even Sun Country’s there. It’s just madness.

Peter: And Allegiant was there before.

Cranky: Right. But when you start looking at some of these like Oakland, you get people in San Francisco starting to look more at Oakland. A lot of these more secondary cities it seems like they’re getting a lot more capacity than they had before. So it’s just a matter of how does it settle out and who decides how they’re going to do that. So it sounds like for now for you guys pricing hasn’t changed all that much compared to what you saw. You’re continuing to execute on the plan and you haven’t had to make any adjustments, capacity-related adjustments based on what’s happening competitively.

Peter: That’s our approach. You know we have not exited any markets in North America and are not planning to exit any markets anytime soon.

Come back Monday for our discussion about interisland flying now that Southwest has entered the market.

Sun Country discontinues Minneapolis/St. Paul – St. Louis service in Jan 2020

Sun Country Airlines in January 2020 is discontinuing Minneapolis/St. Paul – St. Louis service, which sees last flight scheduled on 06JAN20. This route is currently served by Boeing 737-800 aircraft, 4 times a week.

Following schedule is effective 10NOV19 – 01DEC19.

SY275 MSP1610 – 1735STL 738 x236
SY276 STL1830 – 2002MSP 738 x236

JetBlue increases New York – Antigua service in W19

JetBlue Airways in the first-half of winter 2019/20 season is increasing New York JFK – Antigua service, offering 5 weekly flights, instead of 3. Planned frequency increase is scheduled from 27OCT19 to 08JAN20, on board Airbus A320 aircraft.

B6743 JFK1107 – 1614ANU 320 x15
B6740 ANU1721 – 2055JFK 320 x15

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