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  #21  
Old Posted Apr 5, 2007, 4:47 PM
brento79
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Awesome news....almost all reports coming back is that this route is doing exceptionally well.
     
     
  #22  
Old Posted Apr 5, 2007, 4:58 PM
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^how about fra then:>
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  #23  
Old Posted Apr 5, 2007, 5:27 PM
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Originally Posted by brento79 View Post
Awesome news....almost all reports coming back is that this route is doing exceptionally well.
I have to admit the numbers look real good, but I wonder how they are doing with the J class fares (business class). That is where the airlines really make their money. Remember it's the yield, not the load factor that decides the success of any route. There have been a number of routes cancelled out of YEG over the years that were used quite well by the regular pions, but could not attract enough business flyers.

Would love to see FRA, and a return to Texas from YEG. I honestly don't think there is enough demand for flights to the eastern US.
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  #24  
Old Posted Apr 5, 2007, 5:38 PM
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I disagree. The demand for the East is very strong in corporate Edmonton. Look at the main companies where are their big presences in the states? Colorado and NY for many!
     
     
  #25  
Old Posted Apr 5, 2007, 6:12 PM
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Businessedge.ca


Next time you're working out your flight plans, consider Optimair Ltd. Hundreds of corporate travellers have already done so and they've got nothing but good things to say.

An all-Canadian charter company based in Edmonton, Optimair has rapidly built a rock-solid reputation among the Western oil, gas and oilfield-service sector. It's the airline that gets you where you want to go when you need to go there - quickly, safely and comfortably.

"We're geared to optimum safety and superior customer service," says Optimair president Dave McKinstry. "We're looking to achieve quality growth with quality partners and quality customers."

It's no secret that senior and middle managers within the industry are being asked to spend more time aloft as northern oilsands and well-site operations continue to go flat out. Always on their toes, the pilots at Optimair can eliminate the blood, sweat and tears from any journey, no matter how short the notice.

"We're on perpetual standby, 24 hours a day and seven days a week," McKinstry explains.

That means Optimair's superbly maintained fleet always gets a jump on the competition.

Rig bosses and crew chiefs throughout the oilpatch have certainly learned about Optimair reliability. It's a good feeling to know that your plane will be ready and waiting to accommodate scheduled crew shifts, business meetings and other scheduled visits, no matter how remote the destination. Senior decision-makers who frequently need to move people to and from remote leases and well sites also understand that a top-flight charter service makes economic sense on a variety of levels.

Commercial flights don't always take you where you need to go. And hanging around airports for scheduled flights - not to mention driving to the jobsite from regional airports - can eat up far too much of the business day.

"That's where the real savings come in," McKinstry points out "Productivity has to be high to offset the enormous labour costs most employers are facing these days. If we can cut your travel time from eight hours to two hours, you don't have to be a mathemetician to calculate the productivity boost."

A small airline, Optimair offers customers two priceless commodities that larger outfits can't hope to match: Ready access and instant accessibility.

You can be sure that the Optimair employee on the other end of the phone line is authorized to make quick decisions and to act on your behalf. No elevator music while you wait on hold. No recorded messages. No "if you are using a phone with a keypad, press 3."

Optimair staff waste no time responding to your request.

Of course, there's more to Optimair than charter flights.

The company's "hotshot" delivery service is extremely useful for getting essential parts and pieces of equipment to and from the jobsite, FAST. Again, by saving on equipment down time, Optimair customers add real substance to their bottom line.

Optimair's affiliate Avipro Helicopters is an Approved Maintenance Organization (AMO) certificate holder. Avipro's full-time mechanics also service and repair private fleets owned by corporate customers.

"It's a service they really appreciate," McKinstry explains. "We house, maintain and even operate their aircraft for them. It enables them to get the most out of their assets."

That's an important point. Occasionally, a major energy company makes the decision to invest in its own small fleet. But the strategy seldom includes the enormous cost outlay required to develop an in-house flight-operations base. That's an expensive and tedious process.

Qualified people have to be hired and trained. Hangars must be purchased and equipped. Planes must be upgraded, repaired and maintained.

Instead, such companies seek out an expert team to take care of the hands-on work required.

By partnering with Optimair, corporate clients eliminate the hassles of ownership. They just show up at the airport and climb aboard for a trouble-free journey.

They don't have to worry about pilots or maintenance. And there's another way these clients make their airborne investments pay.

When their airplanes are not in use, Optimair flies them, paying for the privilege. That means expensive planes are rarely allowed to sit idle. Instead, they earn their keep, whether their owners are flying them or not.

It's all about intelligent asset management and time management.

Optimair General Manager Dennis Lyons is an aviation maintenance professional with more than 25 years in the business. A former member of the Canadian military, he's a stickler for doing things right and his high standards have rubbed off on everybody in the organization.

Optimair Ltd. invites you to explore the company, its values and its services by visiting its website, www.optimair.ca.

And please feel free to contact the team for more information.

Call (780) 469-7877 or inquire via email at [email protected].
     
     
  #26  
Old Posted Apr 5, 2007, 6:22 PM
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^the only one you need is:

coldrsx - 6,000,000
But Cold remember Dan and I messed you up. Hardhatdan picked 5,999,999 and I went with 6,000,001.
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  #27  
Old Posted Apr 5, 2007, 6:47 PM
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^it is going to be 6,000,000 even.
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  #28  
Old Posted Apr 5, 2007, 7:51 PM
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J class on YEG-LHR is full,for that matter YEG-LHR is almost 100% full on most days.I would say that is pretty darn good...I want to see the March numbers,reports say it was a huge increase...
     
     
  #29  
Old Posted Apr 5, 2007, 7:54 PM
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With these huge number increases one would think there would be "emergency" adjustments to schedules by the airlines? Or is there still plenty of capacity available?
     
     
  #30  
Old Posted Apr 5, 2007, 8:01 PM
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^youd hope so...if YEG does indeed have a 25% growth month, i truly hope EAA makes a nice little marketing sheet with it and mails it to every major airline in the world.
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  #31  
Old Posted Apr 5, 2007, 8:13 PM
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Try just getting CDN and US hubs and you are left just trying any more. If so many companies are starting to utlize YEG as a Hub for their employee's heading to the north, doesn't that mean they are going to be arriving from all over via air?

With WestJet receiving 7 new planes this year, and Air Canada receiving a bunch more 190's what are their growth plans for YEG?
     
     
  #32  
Old Posted Apr 5, 2007, 8:43 PM
murman murman is offline
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Originally Posted by tuffyy View Post
J class on YEG-LHR is full,for that matter YEG-LHR is almost 100% full on most days.I would say that is pretty darn good...I want to see the March numbers,reports say it was a huge increase...
Full, but are they paid seats, or seats paid with points? Not sure if that matters, but I'd heard in the past that AC was not happy with some flights out of Edmonton because the seats were paid with points.
     
     
  #33  
Old Posted Apr 5, 2007, 8:51 PM
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^yup, only Edmonton has aeroplan and airmiles.
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  #34  
Old Posted Apr 5, 2007, 10:26 PM
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^yup, only Edmonton has aeroplan and airmiles.
Wasn't the chatter awhile ago that the LAX flight got pulled because of some claim that the flight was packed with point-flyers?
     
     
  #35  
Old Posted Apr 6, 2007, 1:14 AM
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Yes, that was back in 2001 when Air Canada bought Canadian who operated the route....that was twisted pr shit if I have ever hear any.
     
     
  #36  
Old Posted Apr 6, 2007, 9:44 PM
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I was looking at the Calagary Airport stats and they have a note affixed (at the very bottom) to all of the numbers as follows:

Notes:
¹ These figures include revenue, non-revenue and connecting passengers.

The passenger statistics have been compiled by the Calgary Airport Authority from data locally provided by the air carriers at the Calgary
International Airport. The statistics may be subject to final review and revision without further notice.

http://www.calgaryairport.com/fts/getfile.cfm?FID=8450

I was wondering, do the airlines report actual passenger numbers (those that left the ground) on flights to Transport Canada? How accurate are the Airport Authority numbers - how credible? It is interesting to see where Calgary's numbers are increasing as a % - appears that International and Transborders are way up. This is happening at a time when Edmontons are as well. Where is all this traffic comming from - and with more flights from YEG - one would think "connecting" flights through YYC would be down. Is there a possibility that AC and or WJ are using flight numbers that somehow correspond to YYC?? Also what are non-revenue passengers? Does YEG count these as well - and use the same counting principals?
     
     
  #37  
Old Posted Apr 6, 2007, 11:38 PM
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  #38  
Old Posted Apr 7, 2007, 1:12 AM
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Hopefully this along with the current growth is the focus at all Airport showcase events.
     
     
  #39  
Old Posted Apr 7, 2007, 5:24 PM
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There is some discussion about airports on the 'high speed link between Calgary and Edmonton' thread. Some of you might be interested in reading that.

One of the suggestions was to have the link from Calgary airport straight to Edmonton 'city', and thus allowing for Leduc International to be retired. There are many merits to this plan.
     
     
  #40  
Old Posted Apr 7, 2007, 5:28 PM
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Quote:
Originally Posted by EdmTrekker View Post
I was looking at the Calagary Airport stats and they have a note affixed (at the very bottom) to all of the numbers as follows:

Notes:
¹ These figures include revenue, non-revenue and connecting passengers.

The passenger statistics have been compiled by the Calgary Airport Authority from data locally provided by the air carriers at the Calgary
International Airport. The statistics may be subject to final review and revision without further notice.

http://www.calgaryairport.com/fts/getfile.cfm?FID=8450

I was wondering, do the airlines report actual passenger numbers (those that left the ground) on flights to Transport Canada? How accurate are the Airport Authority numbers - how credible? It is interesting to see where Calgary's numbers are increasing as a % - appears that International and Transborders are way up. This is happening at a time when Edmontons are as well. Where is all this traffic comming from - and with more flights from YEG - one would think "connecting" flights through YYC would be down. Is there a possibility that AC and or WJ are using flight numbers that somehow correspond to YYC?? Also what are non-revenue passengers? Does YEG count these as well - and use the same counting principals?
Leduc counts the same way. Basically, it is all the passengers getting on or leaving a plane.

Non-revenue passengers are ones from whom you don't get revenue from. It doesn't really matter as it is the same method between the two anyway.
     
     
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