Does DTW's BOS schedule still look like 2x E190 and 1x A320? They could probably fit one more A320 in there that leaves BOS and RON's at DTW.

I could see JetBlue doing well in STL especially for a JFK flight, as we currently don’t have one there nonstop. That could then lead to flights to Europe through codeshares.

How about BOS-MDW instead of BOS-ORD?

flymco753 wrote:

Does DTW's BOS schedule still look like 2x E190 and 1x A320? They could probably fit one more A320 in there that leaves BOS and RON's at DTW.

Never mind, they took the A320 away.

I am surprised BOS-RDU is six daily. Where is all that demand coming from?

I noticed one of the BOS-PHL-BOS flights is a 320 for the summer. And it is a midday rotation so not really geared towards the early morning / late evening O&D traveler.

not sure about ORD/MDW. BOS-RDU seems to have a lot of O&D. B6 gets really good yield on this route. They actually do really well out of RDU in general. Wouldn't be surprised if they add more flights.

Also, some of their E-90s are having problems. So that might be why they switched to A320.

A look at the March LFs

First for the ATL market, since they entered JFK/FLL/MCO in Mar 8th. Also, keep in mind that B6 also got a push from Easter at end of this month vs that 1st week which other carriers probably had worse numbers.
LGAATL
AA 8808 10197 86.38%
DL 130150 156430 83.20%
WN 36660 39903 91.87%
YX 13031 15352 84.88%
F9 9221 10260 89.87%
EWRATL
YX 1108 1216 91.12%
DL 68330 77248 88.46%
UA 37234 52176 71.36%
JFKATL
DL 59625 68839 86.62%
B6 11813 14720 80.25%
BOSATL
NK 7206 8865 81.29%
DL 105489 118615 88.93%
B6 31593 41600 75.94%
WN 19876 24618 80.74%
MCOATL
F9 8325 9360 88.94%
DL 181409 199694 90.84%
NK 18763 22416 83.70%
B6 5757 7680 74.96%
WN 49959 56612 88.25%
FLLATL
WN 43248 47831 90.42%
NK 33456 36754 91.03%
DL 146755 163901 89.54%
B6 12471 14880 83.81%

Obviously we need the fare numbers to get a better understanding of some of this number, but JFK-ATL looks fine to start off. MCO-ATL is having a tough go at it. Not surprisingly their weakest market of the 3. FLL is below the competitors also. Would be interesting to see if FLL/MCO comes up as they mature in these markets. BOS remains a bloodbath, but the numbers are better than Jan/Feb.

Now for mint routes. As I previously posted, they had really good LF vs competitors on them in Jan/Feb. Including better numbers than DL in all of the sampled markets.
JFKLAX
VX 46385 52040 89.13%
AA 61521 69462 88.57%
B6 88825 98057 90.59%
DL 101550 113820 89.22%
EWRLAX
VX 20373 22021 92.52%
UA 106538 115145 92.53%
JFKSFO
VX 37337 43283 86.26%
AA 22622 27336 82.76%
B6 48331 54529 88.63%
DL 66639 79523 83.80%
EWRSFO
VX 22520 25562 88.10%
UA 120699 133785 90.22%
BOSSFO
VX 13644 15655 87.15%
B6 38964 43224 90.14%
UA 44081 49070 89.83%
DL 8351 10247 81.50%
BOSLAX
VX 10685 11863 90.07%
AA 43019 47036 91.46%
DL 16180 18076 89.51%
UA 8158 9346 87.29%
B6 32783 35949 91.19%
FLLLAX
VX 17404 19228 90.51%
B6 17911 20208 88.63%
NK 8135 9095 89.44%
MIALAX
AA 87143 92150 94.57%
FLLSFO
VX 12065 13777 87.57%
B6 17456 20249 86.21%
UA 9195 10344 88.89%
MIASFO
AA 38142 42542 89.66%
UA 9268 10292 90.05%
JFKSAN
AA 8072 8960 90.09%
DL 24083 27536 87.46%
B6 15874 17736 89.50%
EWRSAN
AS 7990 9664 82.68%
UA 23318 27217 85.67%
BOSSAN
B6 23624 28210 83.74%
AS 8158 9816 83.11%
BOSSEA
B6 14445 18986 76.08%
AS 17884 19822 90.22%
DL 11826 13600 86.96%
JFKLAS
AA 17063 18342 93.03%
VX 8269 9029 91.58%
DL 46984 50293 93.42%
B6 28406 30608 92.81%
BOSLAS
B6 23882 27488 86.88%
NK 8537 9500 89.86%

Looks like they did pretty well again in all the markets outside of BOS-SEA, which remains a weakness. March generally has more traffic than Jan/Feb, so would'be interested to see how this correspond when the fare data comes out.

tphuang wrote:

not sure about ORD/MDW. BOS-RDU seems to have a lot of O&D. B6 gets really good yield on this route. They actually do really well out of RDU in general. Wouldn't be surprised if they add more flights.

Also, some of their E-90s are having problems. So that might be why they switched to A320.

Correct.
3 190s are down and they are not sure for how long. They found a major issue and are working on a fix.
Expect to see more 320 substitutions.

BOSSEA
B6 14445 18986 76.08%
AS 17884 19822 90.22%
DL 11826 13600 86.96%

The BOS-SEA market is a puzzle to me.
JetBlue has the best product in this market and is often priced far below the competition. And STILL they have the lowest load factors? Huh??

Dieuwer wrote:

BOSSEA
B6 14445 18986 76.08%
AS 17884 19822 90.22%
DL 11826 13600 86.96%

The BOS-SEA market is a puzzle to me.
JetBlue has the best product in this market and is often priced far below the competition. And STILL they have the lowest load factors? Huh??

I can understand the load factors being higher on DL's BOS-SEA nonstop flights than on B6's BOS-SEA nonstop flight since SEA is a hub for DL, since BOS is a focus city for DL, and since DL can connect passengers to destinations in Alaska, Western Canada, the Pacific Northwest, and East Asia from BOS through SEA. B6 also flies bigger planes on its BOS-SEA nonstops than AS does on its BOS-SEA nonstops, and this might explain the higher load factors on AS's SEA-BOS nonstops compared to B6's SEA-BOS nonstops.

jplatts wrote:

Dieuwer wrote:

BOSSEA
B6 14445 18986 76.08%
AS 17884 19822 90.22%
DL 11826 13600 86.96%

The BOS-SEA market is a puzzle to me.
JetBlue has the best product in this market and is often priced far below the competition. And STILL they have the lowest load factors? Huh??

I can understand the load factors being higher on DL's BOS-SEA nonstop flights than on B6's BOS-SEA nonstop flight since SEA is a hub for DL, since BOS is a focus city for DL, and since DL can connect passengers to destinations in Alaska, Western Canada, the Pacific Northwest, and East Asia from BOS through SEA. B6 also flies bigger planes on its BOS-SEA nonstops than AS does on its BOS-SEA nonstops, and this might explain the higher load factors on AS's SEA-BOS nonstops compared to B6's SEA-BOS nonstops.

We were talking Mint and F load factors. I fail to see what the size of the plane has to do with that.
And why would BOS-originating pax fly to Asia via SEA. I would think those pax would prefer flying CX, JL, HU, EK, or QR.

gerstetm wrote:

I could see JetBlue doing well in STL especially for a JFK flight, as we currently don’t have one there nonstop. That could then lead to flights to Europe through codeshares.

I have to wonder how they would do on JFK-MCI as well. No flights from JFK anymore, just LGA and EWR.

Anyone have any updates on their performance in DAB?

evank516 wrote:

gerstetm wrote:

I could see JetBlue doing well in STL especially for a JFK flight, as we currently don’t have one there nonstop. That could then lead to flights to Europe through codeshares.

I have to wonder how they would do on JFK-MCI as well. No flights from JFK anymore, just LGA and EWR.

Anyone have any updates on their performance in DAB?

LF from Jan-Mar
JFKDAB
B6 20641 25980 79.45%
JFKTPA
DL 65200 79668 81.84%
9E 1431 1672 85.59%
B6 81570 101510 80.36%
JFKJAX
B6 58270 75208 77.48%
9E 26511 35562 74.55%

Seems pretty comparable to the 2 closest market. Although obviously that's with fewer flights. For previous quarters (with fare data), it was showing similar numbers. I don't think it's printing cash, but probably making money at least.

btw, after our previous discussion about B6 tardiness, I took a look at their OTP out of JFK. Just anecdotally, they've been at least average, if not above average, out of JFK. BOS is a different story. On JFK-DAB https://www.flightstats.com/v2/flight-o ... B6/393/JFK, looks like they are on-time 82% of time and excessively late 8% of time since April 1st.

We were talking Mint and F load factors. I fail to see what the size of the plane has to do with that.
And why would BOS-originating pax fly to Asia via SEA. I would think those pax would prefer flying CX, JL, HU, EK, or QR.

we've will have to wait for fare data to come out. But it may take a while for the market to come around. B6 is not a known brand in SEA.

tphuang wrote:

evank516 wrote:

gerstetm wrote:

I could see JetBlue doing well in STL especially for a JFK flight, as we currently don’t have one there nonstop. That could then lead to flights to Europe through codeshares.

I have to wonder how they would do on JFK-MCI as well. No flights from JFK anymore, just LGA and EWR.

Anyone have any updates on their performance in DAB?

LF from Jan-Mar
JFKDAB
B6 20641 25980 79.45%
JFKTPA
DL 65200 79668 81.84%
9E 1431 1672 85.59%
B6 81570 101510 80.36%
JFKJAX
B6 58270 75208 77.48%
9E 26511 35562 74.55%

Seems pretty comparable to the 2 closest market. Although obviously that's with fewer flights. For previous quarters (with fare data), it was showing similar numbers. I don't think it's printing cash, but probably making money at least.

btw, after our previous discussion about B6 tardiness, I took a look at their OTP out of JFK. Just anecdotally, they've been at least average, if not above average, out of JFK. BOS is a different story. On JFK-DAB https://www.flightstats.com/v2/flight-o ... B6/393/JFK, looks like they are on-time 82% of time and excessively late 8% of time since April 1st.

We were talking Mint and F load factors. I fail to see what the size of the plane has to do with that.
And why would BOS-originating pax fly to Asia via SEA. I would think those pax would prefer flying CX, JL, HU, EK, or QR.

we've will have to wait for fare data to come out. But it may take a while for the market to come around. B6 is not a known brand in SEA.

Thanks for the info. If it's making money, that's good. At least the route is sustainable then. Unfortunately, probably no justification for a second flight during the peak season of March through May.

How is B6 doing SJC-BOS?

When can we expect some additions in the Detroit market. DTW-MCO and DTW-JFK are long overdue. Perhaps they might try something westward like SJC-DTW

flymco753 wrote:

flymco753 wrote:

Does DTW's BOS schedule still look like 2x E190 and 1x A320? They could probably fit one more A320 in there that leaves BOS and RON's at DTW.

Never mind, they took the A320 away.

A320 still operated, it turns back to BOS from DTW as B6 #1336 7PM EST departure/arrives BOS for intl late bank at 853PM EST scheduled.

Agreed with klm an unexpected route addition from DTW by B6 such as SJC or LAX would work nicely. They are long overdue for MCO, I don't care how crowded the market is, and they need to make at least 1 slot available for an afternoon DTW-JFK for INTL connections only, it would be packed.

AirFiero wrote:

How is B6 doing SJC-BOS?

I will include JFK. Here is load factor Jan to March.
JFKSJC 2569.00
B6 19980 84.38
BOSSJC 2689.00
B6 18420 84.19

And this is from Q4 including fare numbers
CityPair Distance Carrier Boarded AvgFare LF AvgAsm PRASM
JFKSJC 2569 B6 21374 243.34 86.36% 210.14 0.0818
BOSSJC 2689 B6 17607 254.9 83.84% 213.71 0.0795

These are not bad numbers for B6. They can probably make money on that.

JFK-SJC is going to be a bloodbath once DL and AS enter.

NWADTWE16 wrote:

A320 still operated, it turns back to BOS from DTW as B6 #1336 7PM EST departure/arrives BOS for intl late bank at 853PM EST scheduled.

Agreed with klm an unexpected route addition from DTW by B6 such as SJC or LAX would work nicely. They are long overdue for MCO, I don't care how crowded the market is, and they need to make at least 1 slot available for an afternoon DTW-JFK for INTL connections only, it would be packed.

They are probably more focused on O&D even out of JFK. But I could see that happen at some point. My guess is DTW-MCO would come before DTW-JFK.

Are the flights into SEA and PDX meant to feed into ANC flights in anyway?

What other flights to ANC are possible for B6? Does anyone think that FAI might be an option or does it make no sense?

tphuang wrote:

AirFiero wrote:

How is B6 doing SJC-BOS?

I will include JFK. Here is load factor Jan to March.
JFKSJC 2569.00
B6 19980 84.38
BOSSJC 2689.00
B6 18420 84.19

And this is from Q4 including fare numbers
CityPair Distance Carrier Boarded AvgFare LF AvgAsm PRASM
JFKSJC 2569 B6 21374 243.34 86.36% 210.14 0.0818
BOSSJC 2689 B6 17607 254.9 83.84% 213.71 0.0795

These are not bad numbers for B6. They can probably make money on that.

JFK-SJC is going to be a bloodbath once DL and AS enter.

Quite possible, although I continue to hold out some hope the “drive by” traffic heading to SFO can be tapped into. How many flights on how many airlines on the SFO-BOS/JFK routes versus ONE or TWO out of SJC? I have to think not all of that traffic is exclusively SFO proximate. It would be interesting to see the numbers of passengers who drive to SFO from the South Bay.

Currently, there is only one flight SJC-BOS, and it’s a red eye. Same with JFK, with DLs flight coming online as another red eye. It would be nice to see some daytime flights.

NWADTWE16 wrote:

A320 still operated, it turns back to BOS from DTW as B6 #1336 7PM EST departure/arrives BOS for intl late bank at 853PM EST scheduled.

Agreed with klm an unexpected route addition from DTW by B6 such as SJC or LAX would work nicely. They are long overdue for MCO, I don't care how crowded the market is, and they need to make at least 1 slot available for an afternoon DTW-JFK for INTL connections only, it would be packed.

SJC-DTW on B6? Is there that much of a market, without a flight to DTW being a hub like DL?

its out of the box no doubt, airlines used to think out of the box, and many times it worked. SJC is a top, if not the top desired destination from DTW so perhaps that's why it comes to mind, to be honest I would see B6 jumping into the DTW-LAX market before SJC, and they would do well in that market. DL does well but does not come anywhere near carrying all the traffic. NK carries the bottom feeders, so B6 could come in very strong with Mint, and blow every Michiganders thoughts of them away, or just with a normal A320, either way, it would succeed. There is room for 1 more, Alaska may beat them to the punch, but some have suggested AA, and AA is falling faster than an iron meteorite at DTW.

I also add, B6 could come in 5 weekly RSW-LAX and win a lot of hearts and minds down here as well. They already have a big name, with "JetBlue park" right by the airport, and nearly 30 departures during peak season. This airport is in dire need of a west coast nonstop.

JetBlue Mint on DTW-LAX.

Now I’ve heard everything.

MAH4546 wrote:

JetBlue Mint on DTW-LAX.

Now I’ve heard everything.

Awesome isn't it

klm617 wrote:

MAH4546 wrote:

JetBlue Mint on DTW-LAX.

Now I’ve heard everything.

Awesome isn't it

Inane is more like it. LOT will fly to Detroit (also not happening) before JetBlue adds Mint on DTW-LAX.

NWADTWE16 wrote:

its out of the box no doubt, airlines used to think out of the box, and many times it worked. SJC is a top, if not the top desired destination from DTW so perhaps that's why it comes to mind, to be honest I would see B6 jumping into the DTW-LAX market before SJC, and they would do well in that market. DL does well but does not come anywhere near carrying all the traffic. NK carries the bottom feeders, so B6 could come in very strong with Mint, and blow every Michiganders thoughts of them away, or just with a normal A320, either way, it would succeed. There is room for 1 more, Alaska may beat them to the punch, but some have suggested AA, and AA is falling faster than an iron meteorite at DTW.

I also add, B6 could come in 5 weekly RSW-LAX and win a lot of hearts and minds down here as well. They already have a big name, with "JetBlue park" right by the airport, and nearly 30 departures during peak season. This airport is in dire need of a west coast nonstop.

This is interesting. Not that I’m doubting you, but where did you get the info that SJC is a top desired destination from DTW? If so, I’m wondering why DL doesn’t fly the route. They still have a hub there, right?

tphuang wrote:

AirFiero wrote:

How is B6 doing SJC-BOS?

I will include JFK. Here is load factor Jan to March.
JFKSJC 2569.00
B6 19980 84.38
BOSSJC 2689.00
B6 18420 84.19

And this is from Q4 including fare numbers
CityPair Distance Carrier Boarded AvgFare LF AvgAsm PRASM
JFKSJC 2569 B6 21374 243.34 86.36% 210.14 0.0818
BOSSJC 2689 B6 17607 254.9 83.84% 213.71 0.0795

These are not bad numbers for B6. They can probably make money on that.

JFK-SJC is going to be a bloodbath once DL and AS enter.

NWADTWE16 wrote:

A320 still operated, it turns back to BOS from DTW as B6 #1336 7PM EST departure/arrives BOS for intl late bank at 853PM EST scheduled.

Agreed with klm an unexpected route addition from DTW by B6 such as SJC or LAX would work nicely. They are long overdue for MCO, I don't care how crowded the market is, and they need to make at least 1 slot available for an afternoon DTW-JFK for INTL connections only, it would be packed.

They are probably more focused on O&D even out of JFK. But I could see that happen at some point. My guess is DTW-MCO would come before DTW-JFK.

Oh, sorry tp, I forgot to say thank you for the data.

tphuang wrote:

A look at the March LFs

First for the ATL market, since they entered JFK/FLL/MCO in Mar 8th. Also, keep in mind that B6 also got a push from Easter at end of this month vs that 1st week which other carriers probably had worse numbers.
LGAATL
AA 8808 10197 86.38%
DL 130150 156430 83.20%
WN 36660 39903 91.87%
YX 13031 15352 84.88%
F9 9221 10260 89.87%
EWRATL
YX 1108 1216 91.12%
DL 68330 77248 88.46%
UA 37234 52176 71.36%
JFKATL
DL 59625 68839 86.62%
B6 11813 14720 80.25%
BOSATL
NK 7206 8865 81.29%
DL 105489 118615 88.93%
B6 31593 41600 75.94%
WN 19876 24618 80.74%
MCOATL
F9 8325 9360 88.94%
DL 181409 199694 90.84%
NK 18763 22416 83.70%
B6 5757 7680 74.96%
WN 49959 56612 88.25%
FLLATL
WN 43248 47831 90.42%
NK 33456 36754 91.03%
DL 146755 163901 89.54%
B6 12471 14880 83.81%

Obviously we need the fare numbers to get a better understanding of some of this number, but JFK-ATL looks fine to start off. MCO-ATL is having a tough go at it. Not surprisingly their weakest market of the 3. FLL is below the competitors also. Would be interesting to see if FLL/MCO comes up as they mature in these markets. BOS remains a bloodbath, but the numbers are better than Jan/Feb.

Now for mint routes. As I previously posted, they had really good LF vs competitors on them in Jan/Feb. Including better numbers than DL in all of the sampled markets.
JFKLAX
VX 46385 52040 89.13%
AA 61521 69462 88.57%
B6 88825 98057 90.59%
DL 101550 113820 89.22%
EWRLAX
VX 20373 22021 92.52%
UA 106538 115145 92.53%
JFKSFO
VX 37337 43283 86.26%
AA 22622 27336 82.76%
B6 48331 54529 88.63%
DL 66639 79523 83.80%
EWRSFO
VX 22520 25562 88.10%
UA 120699 133785 90.22%
BOSSFO
VX 13644 15655 87.15%
B6 38964 43224 90.14%
UA 44081 49070 89.83%
DL 8351 10247 81.50%
BOSLAX
VX 10685 11863 90.07%
AA 43019 47036 91.46%
DL 16180 18076 89.51%
UA 8158 9346 87.29%
B6 32783 35949 91.19%
FLLLAX
VX 17404 19228 90.51%
B6 17911 20208 88.63%
NK 8135 9095 89.44%
MIALAX
AA 87143 92150 94.57%
FLLSFO
VX 12065 13777 87.57%
B6 17456 20249 86.21%
UA 9195 10344 88.89%
MIASFO
AA 38142 42542 89.66%
UA 9268 10292 90.05%
JFKSAN
AA 8072 8960 90.09%
DL 24083 27536 87.46%
B6 15874 17736 89.50%
EWRSAN
AS 7990 9664 82.68%
UA 23318 27217 85.67%
BOSSAN
B6 23624 28210 83.74%
AS 8158 9816 83.11%
BOSSEA
B6 14445 18986 76.08%
AS 17884 19822 90.22%
DL 11826 13600 86.96%
JFKLAS
AA 17063 18342 93.03%
VX 8269 9029 91.58%
DL 46984 50293 93.42%
B6 28406 30608 92.81%
BOSLAS
B6 23882 27488 86.88%
NK 8537 9500 89.86%

Looks like they did pretty well again in all the markets outside of BOS-SEA, which remains a weakness. March generally has more traffic than Jan/Feb, so would'be interested to see how this correspond when the fare data comes out.

Thanks for providing.

Seeing fare data will be very interesting once released for Q1 and for Q2, as the full Mint ramp-up is now complete (at least that publicly known).

BOS-SEA is almost certainly the weakest Mint market. JFK-SEA, on the other hand, appears to have had quite a strong start. Although, SEA has rather pronounced seasonal effects so it will be interesting to see how the increased capacity of 2x year-round will perform for B6. Especially with AS/DL increasing capacity.

JFK-LAX and JFK-SFO continue to way outperform the other markets, and B6 holds its own on BOS-SFO which has very high mint LF's and even high coach fares. BOS-LAX has much lower economy pricing, but Mint fares easily top out over $1k on a regular basis, which is quite good yield for B6 and makes up for some of the shortfall in the back of the bus. I don't think DL is gaining any traction in this market so far (they are in fact going down to 1x on certain days this winter), although they appear to hold their own on BOS-LAX.

In general I'd say that Mint commands higher average fares from JFK than from BOS in every market, with LAS potentially being tied. Let's see if that holds true when the data get released

It still confuses me why B6 hasn't added a third FLL-LAX flight. That market mints money (no pun intended). With B6 gaining 5 gates at FLL, they should up the ante and introduce Mint to SEA and convert SAN - and maybe even LAS - to mint. There is no doubt that competition with NK and WN will only intensify at FLL, and B6 will need to continue to differentiate itself in order to maintain its market share (and thus fare premium). A premium product on TCON and maybe even mid/deep Latin American capitals and large cities, as well as an expansive LatAm/Caribbean and domestic network, could make B6 a viable contender to AA @ MIA among the South Florida business community.

ATL - I suspect BOS will continue to be a struggle, although WN is reducing capacity this fall, which should help at the margins. JFK I suspect has decent yields, with FLL not too far behind. MCO is, as anyone would suspect, a bloodbath.

Anecdotally, it looks like MSP is off to a good start, although - much like SEA - the long off peak season will be the real test.

jetbluefan1 wrote:

tphuang wrote:

A look at the March LFs


Thanks for providing.

Seeing fare data will be very interesting once released for Q1 and for Q2, as the full Mint ramp-up is now complete (at least that publicly known).

BOS-SEA is almost certainly the weakest Mint market. JFK-SEA, on the other hand, appears to have had quite a strong start. Although, SEA has rather pronounced seasonal effects so it will be interesting to see how the increased capacity of 2x year-round will perform for B6. Especially with AS/DL increasing capacity.

JFK-LAX and JFK-SFO continue to way outperform the other markets, and B6 holds its own on BOS-SFO which has very high mint LF's and even high coach fares. BOS-LAX has much lower economy pricing, but Mint fares easily top out over $1k on a regular basis, which is quite good yield for B6 and makes up for some of the shortfall in the back of the bus. I don't think DL is gaining any traction in this market so far (they are in fact going down to 1x on certain days this winter), although they appear to hold their own on BOS-LAX.

In general I'd say that Mint commands higher average fares from JFK than from BOS in every market, with LAS potentially being tied. Let's see if that holds true when the data get released

It still confuses me why B6 hasn't added a third FLL-LAX flight. That market mints money (no pun intended). With B6 gaining 5 gates at FLL, they should up the ante and introduce Mint to SEA and convert SAN - and maybe even LAS - to mint. There is no doubt that competition with NK and WN will only intensify at FLL, and B6 will need to continue to differentiate itself in order to maintain its market share (and thus fare premium). A premium product on TCON and maybe even mid/deep Latin American capitals and large cities, as well as an expansive LatAm/Caribbean and domestic network, could make B6 a viable contender to AA @ MIA among the South Florida business community.

ATL - I suspect BOS will continue to be a struggle, although WN is reducing capacity this fall, which should help at the margins. JFK I suspect has decent yields, with FLL not too far behind. MCO is, as anyone would suspect, a bloodbath.

Anecdotally, it looks like MSP is off to a good start, although - much like SEA - the long off peak season will be the real test.

This may be anecdotal, but I looked up some random dates in October for BOS-SFO and JFK-SFO and on the dates I looked at BOS-SFO had higher coach and Mint fares than JFK-SFO.

AirFiero wrote:

Quite possible, although I continue to hold out some hope the “drive by” traffic heading to SFO can be tapped into. How many flights on how many airlines on the SFO-BOS/JFK routes versus ONE or TWO out of SJC? I have to think not all of that traffic is exclusively SFO proximate. It would be interesting to see the numbers of passengers who drive to SFO from the South Bay.

I’m sure there is some of that, but frequency on each airline matters too. When I’m doing business travel to NYC or BOS I want to know that if my schedule changed it could be an easy flight change. For leisure, though, I think people want the closest airport at the lowest price.

SFOtoORD wrote:

AirFiero wrote:

Quite possible, although I continue to hold out some hope the “drive by” traffic heading to SFO can be tapped into. How many flights on how many airlines on the SFO-BOS/JFK routes versus ONE or TWO out of SJC? I have to think not all of that traffic is exclusively SFO proximate. It would be interesting to see the numbers of passengers who drive to SFO from the South Bay.

I’m sure there is some of that, but frequency on each airline matters too. When I’m doing business travel to NYC or BOS I want to know that if my schedule changed it could be an easy flight change. For leisure, though, I think people want the closest airport at the lowest price.

Understood. There is a “critical mass” type of thing with regard to levels of service. With a dozen or more flights on multiple airlines, it’s easy for SFO to have that critical mass for travelers to have flexibility. It’s an uphill climb for a market like SJC to go from zero flights in a market (like SJC-IAD for example, zero flights) to having enough flights to serve business travelers, frequent fliers and so on.

I’m sure many travelers drive past SJC for the above reasons. Maybe one day SJC can turn the corner?

AirFiero wrote:

NWADTWE16 wrote:

its out of the box no doubt, airlines used to think out of the box, and many times it worked. SJC is a top, if not the top desired destination from DTW so perhaps that's why it comes to mind, to be honest I would see B6 jumping into the DTW-LAX market before SJC, and they would do well in that market. DL does well but does not come anywhere near carrying all the traffic. NK carries the bottom feeders, so B6 could come in very strong with Mint, and blow every Michiganders thoughts of them away, or just with a normal A320, either way, it would succeed. There is room for 1 more, Alaska may beat them to the punch, but some have suggested AA, and AA is falling faster than an iron meteorite at DTW.

I also add, B6 could come in 5 weekly RSW-LAX and win a lot of hearts and minds down here as well. They already have a big name, with "JetBlue park" right by the airport, and nearly 30 departures during peak season. This airport is in dire need of a west coast nonstop.

This is interesting. Not that I’m doubting you, but where did you get the info that SJC is a top desired destination from DTW? If so, I’m wondering why DL doesn’t fly the route. They still have a hub there, right?

Ok I couldn't find exactly what I was looking for but we have discussed this in detail many times in the DTW thread.

Largest unserved markets from DTW in order (City and Average PDEW):
-San Jose, California 180
-Sacramento, California 148
-El Paso, Texas 105
-Tuscon, Arizona 95
-Reno, Nevada 85

Why doesn't DL add it? IMO they are just not focused on DTW right now, which means a surprise carrier could come and make money. For whoever said now they've seen it all, did you overlook B6 BUF-LAX service?

Alaska/JetBlue have an opportunity here, and just to beat a dead horse, someone, I feel F9 but hey maybe also B6 needs to finally come and start DTW-SRQ. People pay a premium to fly there, and they'll pay a premium especially to go nonstop again, as everyone has been accustomed to for oh the last 20 years.

Last winter, B6 added a 2nd BOS-SRQ on weekends in March & April. Hoping for that to go daily this winter

NWADTWE16 wrote:

B6 needs to finally come and start DTW-SRQ.

Get the smelling salts ready for flymco753

you just did what our media does all the time, hence the world is so messed up when it comes to whats real and whats not. You used part of my sentence, and without the prior part about F9 it puts into different context, but hey rock on

good to see you! where have you been?

jetbluefan1 wrote:

Thanks for providing.

Seeing fare data will be very interesting once released for Q1 and for Q2, as the full Mint ramp-up is now complete (at least that publicly known).

BOS-SEA is almost certainly the weakest Mint market. JFK-SEA, on the other hand, appears to have had quite a strong start. Although, SEA has rather pronounced seasonal effects so it will be interesting to see how the increased capacity of 2x year-round will perform for B6. Especially with AS/DL increasing capacity.

JFK-LAX and JFK-SFO continue to way outperform the other markets, and B6 holds its own on BOS-SFO which has very high mint LF's and even high coach fares. BOS-LAX has much lower economy pricing, but Mint fares easily top out over $1k on a regular basis, which is quite good yield for B6 and makes up for some of the shortfall in the back of the bus. I don't think DL is gaining any traction in this market so far (they are in fact going down to 1x on certain days this winter), although they appear to hold their own on BOS-LAX.

DL is struggling on most of the new routes they added. BOS-SFO is hemorrhaging money. They have the lowest fare x LF and the highest cost. I don't see how that's sustainable. BOS-LAX D1 is not generating good yield either from what I've spot checked. But I guess we will see if I'm right about that once more data come out. With the fuel prices the way they are, not sure how DL can continue routes like BOS-BUF/PIT/JAX much longer.

In general I'd say that Mint commands higher average fares from JFK than from BOS in every market, with LAS potentially being tied. Let's see if that holds true when the data get released

It still confuses me why B6 hasn't added a third FLL-LAX flight. That market mints money (no pun intended). With B6 gaining 5 gates at FLL, they should up the ante and introduce Mint to SEA and convert SAN - and maybe even LAS - to mint. There is no doubt that competition with NK and WN will only intensify at FLL, and B6 will need to continue to differentiate itself in order to maintain its market share (and thus fare premium). A premium product on TCON and maybe even mid/deep Latin American capitals and large cities, as well as an expansive LatAm/Caribbean and domestic network, could make B6 a viable contender to AA @ MIA among the South Florida business community.

It's quite interesting. I've noticed recently WN has started cutting back a little at FLL and NK is shifting some of their international flying to MCO. While according to their Q1 earning call, B6 apparently has been improving RASM numbers at FLL. I think they've turned the corner. It's going to be hard for WN/NK to catch up. If I was B6, I'd start adding a few more international routes out of MCO soon. They will need to be the domestic international + transcon carrier of choice out of MCO, if they want to build up to 100+ flights a day to challenge WN.

NWADTWE16 wrote:

its out of the box no doubt, airlines used to think out of the box, and many times it worked. SJC is a top, if not the top desired destination from DTW so perhaps that's why it comes to mind, to be honest I would see B6 jumping into the DTW-LAX market before SJC, and they would do well in that market. DL does well but does not come anywhere near carrying all the traffic. NK carries the bottom feeders, so B6 could come in very strong with Mint, and blow every Michiganders thoughts of them away, or just with a normal A320, either way, it would succeed. There is room for 1 more, Alaska may beat them to the punch, but some have suggested AA, and AA is falling faster than an iron meteorite at DTW.

I also add, B6 could come in 5 weekly RSW-LAX and win a lot of hearts and minds down here as well. They already have a big name, with "JetBlue park" right by the airport, and nearly 30 departures during peak season. This airport is in dire need of a west coast nonstop.

I can't say I agree with the DTW stuff with DL being so dominant. But I do see RSW as a place they should add greater presence. LAX would be a long shot, but they could probably make sub daily work. I would also just like to see them add more intra-florida routes which could involve RSW.

spot on with the Intra-Florida!! and I thought the same about B6 in regards to MCO, we can see NK making a little side-step, it's time B6 put some chaulks in their way, and fortified MCO like they have FLL. In the end many Floridians given the choice know B6 all day over NK, and I think if they keep thinking "home-state carrier" for FL like they do in NY, this can only be good things for B6 and for Florida peeps.

727LOVER wrote:

Last winter, B6 added a 2nd BOS-SRQ on weekends in March & April. Hoping for that to go daily this winter

NWADTWE16 wrote:

B6 needs to finally come and start DTW-SRQ.

Get the smelling salts ready for flymco753

You know it.

NWADTWE16 wrote:

you just did what our media does all the time, hence the world is so messed up when it comes to whats real and whats not. You used part of my sentence, and without the prior part about F9 it puts into different context, but hey rock on

You realize that was just a set-up for a joke. I'm not CNN providing necessary info to the viewers.

Gimme a break !
LAWD !

NWADTWE16 wrote:

AirFiero wrote:

NWADTWE16 wrote:

its out of the box no doubt, airlines used to think out of the box, and many times it worked. SJC is a top, if not the top desired destination from DTW so perhaps that's why it comes to mind, to be honest I would see B6 jumping into the DTW-LAX market before SJC, and they would do well in that market. DL does well but does not come anywhere near carrying all the traffic. NK carries the bottom feeders, so B6 could come in very strong with Mint, and blow every Michiganders thoughts of them away, or just with a normal A320, either way, it would succeed. There is room for 1 more, Alaska may beat them to the punch, but some have suggested AA, and AA is falling faster than an iron meteorite at DTW.

I also add, B6 could come in 5 weekly RSW-LAX and win a lot of hearts and minds down here as well. They already have a big name, with "JetBlue park" right by the airport, and nearly 30 departures during peak season. This airport is in dire need of a west coast nonstop.

This is interesting. Not that I’m doubting you, but where did you get the info that SJC is a top desired destination from DTW? If so, I’m wondering why DL doesn’t fly the route. They still have a hub there, right?

Ok I couldn't find exactly what I was looking for but we have discussed this in detail many times in the DTW thread.

Largest unserved markets from DTW in order (City and Average PDEW):
-San Jose, California 180
-Sacramento, California 148
-El Paso, Texas 105
-Tuscon, Arizona 95
-Reno, Nevada 85

Why doesn't DL add it? IMO they are just not focused on DTW right now, which means a surprise carrier could come and make money. For whoever said now they've seen it all, did you overlook B6 BUF-LAX service?

Alaska/JetBlue have an opportunity here, and just to beat a dead horse, someone, I feel F9 but hey maybe also B6 needs to finally come and start DTW-SRQ. People pay a premium to fly there, and they'll pay a premium especially to go nonstop again, as everyone has been accustomed to for oh the last 20 years.

Wow. That’s 180 people per DAY trying to get between SJC and DTW? Imagine that plus connecting traffic. DL could run a widebody.

tphuang wrote:

and NK is shifting some of their international flying to MCO.

Not sure why people keep stating this blatantly false information. MCO expansion is being funded by ending some West Coast routes. FLL is not seeing any decreases this winter to fund MCO. In fact NK is adding more frequencies from FLL, as well.

So I pieced together LF for Q1 of some of the larger markets out of BOS to see B6 performance there.

Without fare data, it's hard to see how well they are doing vs competitors as a whole. But at least it gives good indication of if they are filling the planes. Based on their LF for CLT, ORD and RDU, it's not a surprise they have added frequencies to these important markets. Aside from that, their LF looks pretty good on CLE/DFW/DTW/LAX for Q1. All look like markets they can add frequency on.

I've already discussed which routes I think are not doing so hot. The other question is how they are doing in markets DL entered recently. It looks like they are performing really well on AUS/BUF/JAX/PIT/SFO/TPA and even RDU. These are all markets where average fares are comparable between them in past quarters.
BOSATL
NK 18902 24866 76.02%
DL 266666 326365 81.71%
B6 83063 121850 68.17%
WN 48052 66112 72.68%
BOSAUS
WN 17937 22926 78.24%
DL 12367 19122 64.67%
B6 22680 26670 85.04%
BOSBNA
YX 4680 6616 70.74%
B6 34470 44940 76.70%
9E 10075 13829 72.85%
WN 41810 53154 78.66%
BOSBUF
B6 40592 60550 67.04%
9E 10157 18099 56.12%
BOSCLE
EV 14629 16965 86.23%
B6 36780 43400 84.75%
BOSCLT
AA 197900 238759 82.89%
B6 25437 31220 81.48%
BOSDCA
AA 187849 258298 72.73%
YX 4577 5700 80.30%
B6 110223 145580 75.71%
BOSDFW
AA 150086 176717 84.93%
B6 35679 41700 85.56%
BOSDTW
DL 123636 159889 77.33%
B6 41320 53400 77.38%
BOSFLL
DL 35453 41297 85.85%
NK 61601 77701 79.28%
B6 140261 159570 87.90%
BOSIAD
UA 80404 105222 76.41%
B6 30840 42820 72.02%
YV 3051 3292 92.68%
BOSJAX
YX 2835 5283 53.66%
B6 40503 48900 82.83%
9E 3406 3952 86.18%
BOSLAX
VX 24739 29568 83.67%
AA 111578 140389 79.48%
DL 38480 47610 80.82%
UA 23113 28997 79.71%
B6 92872 104637 88.76%
BOSMCO
WN 2823 3464 81.50%
B6 174364 206272 84.53%
NK 58591 70881 82.66%
DL 62695 76017 82.47%
BOSORD
OO 1104 1216 90.79%
AA 156318 192960 81.01%
B6 35467 42560 83.33%
UA 153018 186494 82.05%
BOSPHL
AA 168489 215949 78.02%
PT 1216 1350 90.07%
YX 2162 2736 79.02%
B6 61069 81040 75.36%
BOSPIT
PT 3435 6050 56.78%
9E 9819 21812 45.02%
YX 6271 10260 61.12%
B6 59939 89600 66.90%
BOSRDU
OO 5307 6612 80.26%
G7 17393 24228 71.79%
DL 10074 16437 61.29%
9E 15983 20741 77.06%
B6 60335 74460 81.03%
BOSRSW
DL 16675 21402 77.91%
NK 51794 69280 74.76%
B6 153389 189130 81.10%
BOSSAN
B6 54035 63031 85.73%
AS 22816 29400 77.61%
BOSSEA
B6 37576 47822 78.57%
AS 45726 54019 84.65%
DL 25428 31949 79.59%
BOSSLC
DL 56093 64989 86.31%
B6 21843 27600 79.14%
BOSSFO
VX 39078 47833 81.70%
B6 103711 123024 84.30%
UA 120725 140514 85.92%
DL 20464 29767 68.75%
BOSTPA
DL 38801 52495 73.91%
NK 35968 50046 71.87%
B6 84012 98970 84.89%

The other thing is to look at their performance in FLL vs WN/NK. Now, I've taken out NYC/BOS/DCA flights from this, since they get much higher fares in them vs WN which is not necessarily reflected in LF.

They are certainly pretty good at filling the cabin on most of these routes. It would be interesting to examine them with fare data once that's out. I would say CLE/BUF/DTW/PHL/RDU are all places they should consider adding more frequency based on the LFs. FLL-SJU looks to be quite the battle with a lot of demand that I think they can add given their strength on both end.
FLLALB
WN 22498 24410 92.17%
B6 22034 26700 82.52%
FLLATL
DL 389190 452927 85.93%
NK 92620 103584 89.42%
WN 117314 131461 89.24%
B6 12471 14880 83.81%
FLLAUS
WN 43251 51106 84.63%
B6 21910 26270 83.40%
FLLBWI
WN 233134 275122 84.74%
B6 40856 54260 75.30%
NK 96701 122232 79.11%
FLLBUF
WN 48810 56363 86.60%
B6 23079 26400 87.42%
FLLCLE
NK 28981 32580 88.95%
B6 23387 26550 88.09%
G4 6755 9000 75.06%
UA 17819 20100 88.65%
FLLDTW
DL 152175 177906 85.54%
NK 76347 86462 88.30%
B6 23758 27460 86.52%
FLLBDL
WN 26632 29295 90.91%
B6 44421 53510 83.01%
NK 38382 51478 74.56%
FLLLAS
WN 27877 29612 94.14%
NK 27871 32448 85.89%
B6 24991 27320 91.48%
FLLBNA
WN 93678 107570 87.09%
B6 20762 26700 77.76%
FLLMSY
WN 44957 53705 83.71%
B6 22109 27820 79.47%
NK 47106 58458 80.58%
FLLPHL
AA 122919 137945 89.11%
WN 41027 44904 91.37%
NK 48572 62276 77.99%
B6 45485 52850 86.06%
FLLPIT
NK 13567 18592 72.97%
WN 37467 40677 92.11%
B6 22333 26610 83.93%
FLLPVD
WN 47949 56630 84.67%
B6 20677 25620 80.71%
FLLRDU
OO 4195 4508 93.06%
WN 24227 27774 87.23%
9E 7530 8661 86.94%
B6 30615 35700 85.76%
FLLRIC
B6 30252 34900 86.68%
NK 4260 4785 89.03%
FLLSJU
WN 64733 82830 78.15%
B6 92360 114030 81.00%
NK 35751 45448 78.66%

Really good stuff. One thing I've never understood is why out of Boston, BUF and PIT are two of the more frequently serviced cities, with 5 and 6 flights respectively. Why is this so much more than say CLE and DTW with 3 flights? None of the routes are B6 monopolies. Seeing the loads on BUF and PIT--- the mystery deepens, I don't get it.

NWADTWE16 wrote:

spot on with the Intra-Florida!! and I thought the same about B6 in regards to MCO, we can see NK making a little side-step, it's time B6 put some chaulks in their way, and fortified MCO like they have FLL. In the end many Floridians given the choice know B6 all day over NK, and I think if they keep thinking "home-state carrier" for FL like they do in NY, this can only be good things for B6 and for Florida peeps.

I think the reason B6 has held off of Intra Florida routes (besides JAX-FLL) is because of their code share with Silver. Despite the airline's reputation, B6 can feed FLL (and MCO for that matter) via Silver, who is also based in FLL without having to use their own metal to do it.

Look like BOS-MSY is missing from the list.
Also, BOS-AUS and BOS-RDU seem like disasters for DL.

Dieuwer wrote:

Look like BOS-MSY is missing from the list.
Also, BOS-AUS and BOS-RDU seem like disasters for DL.

Here you go.
BOSMSY
NK 20252 33045 61.29%
WN 1247 1400 89.07%
B6 35824 43440 82.47%

DL normally does okay on RDU. Q1 tend to make a lot of routes look really bad.

ncflyer wrote:

Really good stuff. One thing I've never understood is why out of Boston, BUF and PIT are two of the more frequently serviced cities, with 5 and 6 flights respectively. Why is this so much more than say CLE and DTW with 3 flights? None of the routes are B6 monopolies. Seeing the loads on BUF and PIT--- the mystery deepens, I don't get it.

DL added to those markets, so B6 added frequency to defend them. There really is no reason they can't have more than 3 flights a day to CLE/DTW.

SyracuseAvGeek wrote:

Are the flights into SEA and PDX meant to feed into ANC flights in anyway?

What other flights to ANC are possible for B6? Does anyone think that FAI might be an option or does it make no sense?

My experience with B6 at ANC is it is almost entirely O&D for SEA and PDX. They’re averaging about a 79% load factor at ANC year over year since 2011...not terrible but not world-beating either. For whatever reason, 2011 and 2013 were bad years for B6 at ANC. Remove those two years and they’re averaging load factors in the mid-80’s for Anchorage.

B6 was supposedly kicking some tires at FAI several years ago, but obviously never came to fruition. Lately they’ve been slowly chipping away at their seasonal ANC service. LGB-ANC is completely gone, jetBlue’s season for SEA/PDX-ANC gets shorter every year, and PDX-ANC isn’t even daily anymore for a good chunk of the summer.

The most obvious candidate for ANC expansion is to make SEA-ANC year round, but that doesn’t seem very likely given that they seem to keep shrinking the season. The A320 can’t do JFK-ANC with any kind of a decent payload, and they aren’t going to waste a minted 321 on that route anyway. They’ve already thrown in the towel on LGB-ANC, and I don’t see them trying LAX-ANC with AS and AA already on the route.

So, my $0.02 is as long as B6 has a token west coast presence, they’ll keep at least SEA-ANC around, and probably PDX-ANC too. It’s easy overnight utilization and, perhaps just as important, it’s a thorn in the side of AS.

So the 2018Q1 fare data is out. The first part that I looked at is performance on mint routes since several new routes really got partially or fully converted this quarterly.

A couple of notes about how I got to these numbers and what each column means. I got LF and distance data from BTS T100 and fare data from BTS Sample 10% of all fares. AvgFare is average of all fares between those 2 city pairs. NSFare is the non-stop fare between city pair wheres ConnFare would be itinerary including a connection in middle. So something like JFK-DFW-LAX for AA would count in ConnFare of JFK-LAX rather than JFK-DFW or DFW-LAX. I used NSFare + LF to calculate AvgAsm and PRASM for simplicity. Obviously, the connection traffic filling some of these cabins could distort data. I also use a vs B6 to see how well JetBlue does again each route.

General observations.
1) JetBlue has been surprisingly fading on JFK-LAX/SFO vs competitors over past year. Now, DL has added more wide body on them which have more premium seating (20% on 767 vs 10% on 757), but it's still doesn't fully account for their slide from about 5% worse than DL to 12%. Similarly, AA has almost as much of a yield advantage on SFO as it does on LAX, which is surprising. It may be because B6 has added some capacity on both routes, but still interesting to note

2) The general low yields from everyone out of BOS is quite surprising. I knew that some of them are turning into bloodbath, but the numbers are even worse than I thought. Much lower yields than Q4. For example, DL added lie flats this quarter on BOS-LAX and their PRASM went from 10.18 cent to 8.26 cent.

3) FLL was the top performer over even JFK. FLL-LAX yielded better than JFK-LAX. FLL-SFO yielded better JFK-SFO. Now, looking at AA's performance out of MIA, I think there is plenty of demand where they can do well even with more capacity while capturing more close-in fares. Looking at their yield on FLL-LAS/SAN, I don't think there is route for premium demand there, but I think SEA is really high yielding for AS. There is some opportunity here.

4) SAN performance was really good out of both JFK/BOS. DL was 125% of B6 yield back in Q1 of 2017 and now at 93%. And they've killed AS out of SAN. Exactly as I thought they would.

CityPair Dist Carrier Board AvgFare NSFare ConnFare % NS LF AvgAsm PRASM vs B6
JFKLAX 2475 AA 170613 615.33 628.7 333.25 95.47% 83.80% 526.87 0.2129 193.66%
JFKLAX 2475 DL 273349 389.81 387.6 506.01 98.13% 85.59% 331.73 0.134 121.94%
JFKLAX 2475 B6 238981 314.49 314.54 301.74 99.66% 86.49% 272.06 0.1099 100.00%
JFKLAX 2475 VX 125419 261.47 261.34 280.78 99.33% 83.89% 219.24 0.0886 80.59%
EWRLAX 2454 VX 62434 259.87 259.58 282.99 98.77% 83.21% 21.006 0.088 79.39%
EWRLAX 2454 UA 282036 383.3 380.91 479.26 97.57% 90.67% 345.36 0.1407 126.94%
JFKSFO 2586 AA 63810 599.96 608.83 451.71 94.36% 78.20% 476.1 0.1841 191.50%
JFKSFO 2586 DL 170374 363.08 361.28 467.99 98.31% 77.28% 279.21 0.108 112.30%
JFKSFO 2586 B6 131363 293.86 293.99 264.41 99.56% 84.57% 248.62 0.0961 100.00%
JFKSFO 2586 VX 100032 248.69 247.92 286.96 98.02% 81.22% 201.37 0.0779 81.00%
EWRSFO 2565 VX 61410 253.35 252.68 290.65 98.23% 82.76% 209.11 0.0815 84.11%
EWRSFO 2565 UA 308466 447.51 440.53 579.38 94.97% 89.74% 395.31 0.1541 159%
would be interesting here to see if they capture some of those VX premium demand in the next 2 quarters.

BOSSFO 2704 B6 103711 269.82 269.9 255.41 99.43% 84.30% 227.53 0.0841 100.00%
BOSSFO 2704 VX 39078 230.59 230.05 261.29 98.27% 81.70% 187.94 0.0695 82.60%
BOSSFO 2704 UA 120725 374.76 369.04 482.11 94.94% 85.92% 317.07 0.1173 139.35%
BOSSFO 2704 DL 20464 265.37 255.26 367.5 90.99% 68.75% 175.48 0.0649 77.13%
BOSLAX 2611 AA 111578 247.76 244.33 294.4 93.16% 79.48% 194.19 0.0744 83.61%
BOSLAX 2611 B6 92872 261.88 261.69 301.19 99.50% 88.76% 232.26 0.089 100.00%
BOSLAX 2611 VX 24739 214.31 214.18 221.62 98.19% 83.67% 179.2 0.0686 77.15%
BOSLAX 2611 UA 23113 288.59 276.21 350.93 83.42% 79.71% 220.16 0.0843 94.79%
BOSLAX 2611 DL 38480 272.19 266.89 309.77 87.64% 80.82% 215.71 0.0826 92.87%
Would a bloodbath here. I still can't believe people think DL is doing okay on BOS-SFO. Consider the high costs of D1, this has to be one of their worst performers.

FLLLAX 2343 NK 23745 117.39 116.42 148.18 96.95% 90.25% 105.07 0.0448 37.63%
FLLLAX 2343 B6 49228 326.99 325.62 868.72 99.75% 85.74% 279.19 0.1192 100.00%
FLLLAX 2343 VX 56113 280.78 279.25 502.51 99.32% 87.36% 243.97 0.1041 87.38%
MIALAX 2342 AA 244993 315.43 311.69 411.08 96.24% 92.82% 289.31 0.1235 103.62%
FLLSFO 2584 B6 49004 290.12 289.93 320.03 99.37% 84.83% 245.96 0.0952 100.00%
FLLSFO 2584 VX 26401 265.43 264.9 277.34 95.78% 83.15% 220.28 0.0852 89.56%
FLLSFO 2584 UA 27105 300.55 294.45 346.95 88.37% 83.73% 246.53 0.0954 100.23%
MIASFO 2585 AA 107527 284.32 280.32 378.67 95.93% 86.15% 241.5 0.0934 98.19%
MIASFO 2585 UA 26119 306.66 294.46 466.85 92.92% 87.52% 257.71 0.0997 104.78%
Huge performers here and room for growth if they add more capacity I think.

JFKSAN 2446 AA 22488 286.62 288.12 273.89 89.47% 78.08% 224.97 0.092 83.99%
JFKSAN 2446 DL 61231 312.56 309.28 399.63 96.37% 80.71% 249.63 0.1021 93.19%
JFKSAN 2446 B6 45369 307.55 307.49 317.62 99.36% 87.11% 267.87 0.1095 100.00%
EWRSAN 2425 AS 20343 237.09 237.08 238.19 98.75% 70.00% 165.96 0.0684 61.96%
EWRSAN 2425 UA 63525 433.77 430.99 473.62 93.48% 80.55% 347.16 0.1432 129.60%
BOSSAN 2588 B6 54035 286.29 286.47 267.17 99.06% 85.73% 245.59 0.0949 100.00%
BOSSAN 2588 AS 22816 239.45 238.62 326.98 99.06% 77.61% 185.18 0.0716 75.40%
Really good here. AS has really suffered since mint entrance

JFKSEA 2422 AA 19759 300.58 297.69 362.03 95.51% 72.64% 216.25 0.0893 141.75%
JFKSEA 2422 DL 85073 281.62 279.14 363.34 97.06% 87.78% 245.03 0.1012 160.62%
JFKSEA 2422 AS 26789 203.03 200.48 338.97 98.16% 86.09% 172.59 0.0713 113.13%
JFKSEA 2422 B6 22157 183.43 182.66 252.76 98.91% 83.52% 152.55 0.063 100.00%
BOSSEA 2496 DL 25428 244.59 231.87 301.4 81.71% 79.59% 184.54 0.0739 125.37%
BOSSEA 2496 B6 37576 187.97 187.34 258.44 99.11% 78.57% 147.2 0.059 100.00%
BOSSEA 2496 AS 45726 216.04 214.95 301.83 98.75% 84.65% 181.95 0.0729 123.60%
here is a serious sour spot. The BOS-SEA numbers are even worse than pre-mint. What a bloodbath. Of course, all of Q2 out of BOS will have mint and good chunk of JFK-SEA too. So would be interesting to see the numbers then.

JFKLAS 2248 AA 48019 253.73 254.99 246.85 84.53% 87.17% 222.29 0.0989 99.17%
JFKLAS 2248 DL 124491 313.97 312.76 353.65 97.05% 86.16% 269.47 0.1199 120.22%
JFKLAS 2248 B6 81343 252.95 252.63 286.68 99.04% 88.73% 224.15 0.0997 100.00%
JFKLAS 2248 VX 22735 221.75 218.37 317.01 96.57% 87.86% 191.85 0.0853 85.59%
BOSLAS 2381 NK 21122 98.06 97.14 127.93 97.00% 81.62% 79.28 0.0333 31.66%
BOSLAS 2381 B6 65142 301.03 300.61 336.09 98.79% 83.29% 250.38 0.1052 100.00%
BOSLAS 2381 DL 1944 320.7 331.75 311.91 44.29% 67.50% 223.93 0.094 89.44%
I would've expected them to do better vs legacies on JFK-LAS, but they only converted 2 daily to mint and one of them is a rally late departure which has had trouble selling out. So, they have managed to keep cost really low while getting higher yields than AA now.

Just to give an idea of how well mint is doing. Here is a comparison of each route's performance vs a year ago. Keep in mind that BOS transcon as mentioned is a total bloodbath.

For the new routes, keep in mind that CASM goes up 6% when moved to A321 mint from A320. So that would be the cost increase outside of JFK-LAS where only 2 out of 3/4 flights are in mint and additional A321 all core is added, so cost is probably up minimally
JFK-SAN -> up 26.6%
JFK-LAS -> up 12.7%
FLL-LAX -> up 41.4%
FLL-SFO -> up 38.4%
BOS-SAN -> up 4.8%
BOS-SEA -> down 13.1% (again, less than half of the days with mint)

On existing routes.
JFK-LAX -> up 2.3%
JFK-SFO -> up 2.5%
BOS-LAX -> down 4.7%
BOS-SFO -> down 17.4%

I will post more of the other city pairs later, but here are the results of ATL routes, which are quite interesting
CityPair Dist Carrier Board AvgFare NSFare ConnFare % NS LF AvgAsm PRASM vs B6
BOSATL 946 DL 266666 145.75 142.85 307.33 98.23% 81.71% 116.72 0.1234 167.67%
BOSATL 946 NK 18902 42.93 42.56 105.83 99.43% 76.02% 32.35 0.0342 46.48%
BOSATL 946 WN 48052 98.59 97.83 137.07 98.07% 72.68% 71.11 0.0752 102.15%
BOSATL 946 B6 83063 102.12 102.12 N/A 100.00% 68.17% 69.61 0.0736 100.00%

JFKATL 760 DL 158402 201.49 198.98 349.93 98.34% 81.42% 162.02 0.2132 141.61%
JFKATL 760 B6 11813 143.23 142.57 148.64 89.14% 80.25% 114.41 0.1505 100.00%
LGAATL 762 AA 26721 177.51 177.42 178.44 91.26% 85.00% 150.81 0.1979 N/A
LGAATL 762 DL 340431 229.1 226.26 403.91 98.40% 76.63% 173.37 0.2275 N/A
LGAATL 762 WN 102574 128.46 128.24 147.42 98.85% 84.77% 108.72 0.1427 N/A
LGAATL 762 YX 36699 187.41 184.69 312.53 97.88% 84.42% 155.92 0.2046 N/A
LGAATL 762 F9 26602 76.36 76.27 97.22 99.58% 86.93% 66.30 0.087 N/A
FLLATL 581 DL 389190 168.6 168.57 283.66 99.97% 85.93% 144.85 0.2493 149.86%
FLLATL 581 NK 92620 51.77 51.75 54.63 99.39% 89.42% 46.27 0.0796 47.88%
FLLATL 581 WN 117314 124.33 123.35 161.18 97.40% 89.24% 110.08 0.1895 113.89%
FLLATL 581 B6 12471 115.33 115.33 N/A 100.00% 83.81% 96.65 0.1664 100.00%
MCOATL 404 DL 521765 190.19 189.91 404.92 99.87% 88.92% 168.88 0.418 276.15%
MCOATL 404 NK 51285 37.26 37.25 45.02 99.86% 79.49% 29.61 0.0733 48.43%
MCOATL 404 WN 137686 123.05 122.9 193.33 99.78% 85.48% 105.05 0.26 171.78%
MCOATL 404 B6 5757 81.58 81.58 N/A 100.00% 74.96% 61.15 0.1514 100.00%
MCOATL 404 F9 23308 45.97 45.97 N/A 100.00% 85.75% 39.42 0.0976 64.46%

BOS-ATL is pretty much same as other quarters. The other thing is a little flawed because B6 entered them in March which skipped the really low period of late January and much of February. Would be interesting to see Q2. JFK-ATL is certainly doing well, even better than WN out of LGA. FLL is doing okay too, but MCO is having a hard time as expected.

Not sure why you think it's a bloodbath. F fares on e.g. BOS-SEA are skyhigh on AS, DL.
Also, maybe the reason B6 does so so on TCON is that they don't offer forward connections.
At least the legacies can send people off in J to Hawaii, Australia or Asia.