Newark Crisis And JetBlue Deal Boost United Airlines In New York
In the New York area, United Airlines has turned a crisis into a benefit at Newark and, taking advantage of American's misfortune, has aligned with JetBlue at Kennedy.
It's far too much to say that United has become New York's airline. United has little presence at La Guardia and, for now, none at Kennedy. Nevertheless, United CEO Scott Kirby took a New York victory lap on Thursday, extolling the improved slot control at Newark and the increased presence at Kennedy.
Kirby appeared on CNBC in the morning. In the afternoon, he spoke at an investor conference and a Wall Street Journal conference. United announced a deal with JetBlue on Thursday.
Last week, the Federal Aviation Administration said it would limit Newark flight operations to 56 hourly, rising to 68 hourly on June 15, when runway construction is complete. The unregulated total had been in the 80s during peak departure times.
The Newark crisis reflected a breakdown in air traffic control, ongoing runway construction and a chronic shortage of air traffic controllers. More broadly, it reflected decades of congested air space and frequent weather issues.
The crisis enabled Kirby to emerge as the face of the airline industry in the country's largest media market. United took a magnanimous approach to Newark flight limitations, taking the lead in reducing flights.
Reliability at Newark benefits everyone, of course, but it most benefits the hub carrier. Kirby has called Newark 'a crown jewel,' noting Thursday that 'The United hub there has more international flights gateway to Europe than any other hub in the United States. It's great. It's great for customers. It's great for the country.'
Newark congestion is not a recent problem. The airport 'shares airspace with Kennedy and La Guardia and also Teterboro and even facilities like Islip and Westchester and just 90 miles to the south is Philadelphia, more crowded airspace,' said veteran travel writer Joe Brancatelli. 'So as Newark grew, first with People Express, then Continental and now United, the skies continued to grow more and more crowded. It wasn't too bad when all three of the key airports were slot-controlled.' But slot controls were lifted at Newark in 2016.
Weather is also a bigger problem for Newark than for Kennedy. The airport often gets storms before they pass over water, while Kennedy get them afterwards. Also, Brancatelli said, 'Two of Newark's three runways are oriented southwest to northeast. But the winds are often blowing west to northwest. That plays havoc with landings. Even on crystal-clear days, Newark can have substantial delays just because of the wind.'
As for Kennedy, the deal with JetBlue includes reciprocal frequent flyer benefits and, starting as early as 2027, United gets access to slots for up to seven daily round-trip flights a day. The arrangement, called 'Blue Sky,' also means that United join a JetBlue program that markets hotels, rental cars and other travel accoutrements.
In July 2020 American and JetBlue announced a strategic alliance that came to be known as 'the Northeast Alliance.' It ended due to a federal judge's ruling that it violated anti-trust protections. This year the American/JetBlue relationship became so troubled that American sued JetBlue.
The Northeast Alliance enhanced competition in New York among the three major airlines. Blue Sky seems to reduce American s potential. 'We are interested to see how the competitive dynamic shifts in the New York and Boston markets as a result of this relationship,' said Cowen analyst Tom Fitzgerald, in a report issued Thursday. 'We view this as negative for both Delta and American, but more so the latter given it was already challenged in the Northeast corridor and this was the last inorganic option.'
Dennis Tajer, spokesman for Allied Pilots Association, which represents American pilots, said that in New York, where it was once the number one airline, 'American took its eye off the ball.'
Tajer noted that American CEO Robert Isom, speaking at a 2019 investor conference, referred to New York as 'a boutique-type operation for us in which we run it to serve the corporate clients and high yielding customers that demand access to New York,' especially on the profitable JFK-London Heathrow route. The problem for American, Tajer said, is that New York has become a 'bodega-type' operation, providing limited options to a small group of customers.
Kirby 'wants a major presence in the New York area and he's constructing it with this announcement,' Tajer said. 'Where it goes is anybody's guess: we all know they are dating, but we are waiting to see if they will move in together.'
At LaGuardia, Delta is the number one carrier with 43% of year-to-date passengers through March, according to airport statistics. American is second with 24%: Southwest third with 9%: Spirit fourth with 7.7% and United fifth with 7.4%. (At JFK, Delta has 30%: JetBlue has 24%, American has 12%, while Avianca ranks fourth with 2%.)
Looking at National Hockey League sponsorships, United has the New Jersey Devils; JetBlue has the New York Islanders, who play on Long Island and Delta has the New York Rangers, who play in Manhattan.
Perhaps hockey provides the best measure of the regional realities of the New York market.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
%3Amax_bytes(150000)%3Astrip_icc()%2FTAL-ronald-reagan-airport-AVOIDTHISAIRPORT0625-abb6b9e783d449a9b031e557e7a2c5b5.jpg&w=3840&q=100)
Travel + Leisure
20 minutes ago
- Travel + Leisure
FAA Warns About Washington, D.C.-area Flight Disruptions in June—What Travelers Should Know
Travelers might want to look closely at their airline itineraries along the East Coast in the coming weeks, as a major airport is planning to restrict flights later this month. On June 14, officials will restrict airspace at Ronald Regan Washington National Airport (DCA) due to a special military parade taking place in the nation's capital. Ground traffic in Washington, D.C., is also expected to be impacted due to road closures and military flight paths. 'To accommodate aircraft flyovers along the parade route, followed by a fireworks display, the Federal Aviation Administration is expected to suspend airline operations at DCA, affecting scheduled flights,' a representative for Ronald Reagan Washington National Airport shared on its website. Even if Washington, D.C., isn't a traveler's final destination, airline passengers should keep in mind that connections at Reagan Airport could also be disrupted due to the flight restrictions. A senior government official reportedly told NBC News that the ground stop is expected to impact 116 flights. Reagan Airport encourages passengers to reach out to their individual airlines and make accommodations to rebook if they are flying to the airport on the evening of June 14. For people traveling by car, the airport provides guidance to utilize public transportation if they need to get to the airport amid the road closures. "There could be some disruption to the airspace at times," D.C. Mayor Muriel Bowser said in a statement. "We don't know when that is, but that could affect, for short periods of time, air travel." There were no published advisories for other nearby airports, such as Washington Dulles International Airport (IAD). Dulles is located farther away from Downtown D.C. than Regan Airport, which is less than three miles from the National Mall. The parade is in recognition of the 250th Anniversary of the Army, which was founded on June 14, 1775. 'Attendees will experience 250 years of Army heritage through historical U.S. Army personnel reenactors, period-accurate equipment, vehicles, impressive flyovers, and military bands participating in this landmark event,' the event website shares. The programming is scheduled to run from 6:30 p.m. EDT through 9:30 p.m. EDT. The parade takes place in Washington, along Constitution Avenue between 15th Street and 23rd Street.
Forbes
22 minutes ago
- Forbes
More Musk-Trump Fallout: Tesla Sales Will Shrink At Historic Pace, Goldman Says
A pessimistic prediction for Tesla sales from Goldman Sachs added further fuel to the Tesla fire, as the unraveling relationship between Tesla CEO Elon Musk and his former close ally President Donald Trump plays out publicly, accelerating Wall Street's concerns about the increasing exposure of Tesla to Musk's outspoken politics. Elon Musk has alienated 'multiple sides of the political spectrum' from Tesla, according to one ... More prominent Wall Street analyst. In a late Thursday note to clients, Goldman Sachs analysts led by Mark Delaney slashed their forecast for second-quarter Tesla vehicle deliveries to 365,000, far below consensus analyst forecasts of 405,000, according to FactSet. That would be an 18% decline from the same period last year, equating to by far the weakest quarterly deliveries growth since at least 2015, the extent of quarterly delivery data available on Tesla's investor relations website. It's another knock for Tesla as analysts warn this week's quarrel between Musk and the president, who Musk donated $288 million last year to help elect alongside other Republican candidates, could further weigh on Tesla, which is already grappling with declining brand sentiment on the left, historically the base for EV purchasers. This disagreement 'could potentially (temporarily) alienate multiple sides of the political spectrum," warned Morgan Stanley analyst Adam Jonas in a Friday note. Tesla stock bounced back Friday, gaining 6% by early afternoon as part of a broader rally. That only recovered a small portion of Thursday's historic loss, as the Musk-led firm's share price is down 9% since Wednesday. The Musk-Trump division "clearly raises the degree of [near-term' uncertainty' for Tesla, according to TD Cowen analyst Itay Michaeli. Amid the kerfuffle, Trump threatened to cancel all of the federal government's contracts with Musk's portfolio of companies. That would likely impact the private aerospace and communications firm SpaceX far more than Tesla, which does not rely on government contracts for a significant portion of its revenues, but there is a way Trump could target Tesla's bottom line directly. Trump could restrict Tesla's ability to sell its automotive regulatory credits, according to Morningstar strategist Seth Goldstein, referring to the essentially free profit Tesla gets from selling its emissions credits to gas-powered automakers. That could dramatically reduce Tesla profits, as it reported $595 million in those regulatory credits compared to a $934 million net income during 2025's first quarter, meaning the credits directly contributed about two-thirds of its net profit. Since Musk announced his purchase of Twitter (now X) in 2022, Tesla stock has frequently faced downward pressure as its top decisionmaker and shareholder Musk became increasingly outspoken on politics to much controversy. Musk endorsed Trump in July and rose to become perhaps the most prominent and powerful figure in the early days of Trump's second administration, though the perceived impact of Musk's buddying up to Trump turned negative this year as sales globally for the automaker tumbled. In a further sign of fray in the relationship between Musk and Trump, the president has decided to sell his Tesla Model S, according to the New York Times. Tesla is expected to report its Q2 delivery numbers July 2.
Washington Post
22 minutes ago
- Washington Post
Do you have what it takes to become a flight attendant?
ATLANTA — The worst-case scenarios kept coming: lavatory fires, turbulence that propelled oxygen masks from the ceiling, baby CPR. By the time we got to ditching — aviation terminology for an emergency water landing — my nerves were wrecked. But this was a normal day at the Delta Air Lines flight attendant training center, where current and future crew members prepare for disaster scenarios you hope to never encounter while flying. I've spent years reporting on the world of flight attendants: how they dealt with the rise of unruly passengers during and after the pandemic, how they've faced low pay and homelessness. But I'd never seen the extent of what it takes to become one, so I flew to Atlanta with video producer Monica Rodman to learn about their training firsthand. What we saw at Delta shattered all notions of the 'waitress in the sky' stereotype. Instead, we found something more akin to basic training: physical, technical and designed to save lives. Flight attendant training isn't about service; it's about safety, which has been amplified after recent high-profile aviation accidents. Inside a sprawling brick corporate campus near Hartsfield-Jackson Atlanta International Airport, trainees — freshly accepted from a cutthroat application process — spend seven weeks learning everything from pre-takeoff safety demonstrations to self-defense tactics; they commit the mechanics of Boeing doors to memory and run drills on handling medical emergencies. Very little time is spent on in-flight service, the part of the job with which they're most associated — that is, if they get the job. Before they can join Delta's fleet, they first have to pass their final tests. From what we saw, that's a lot harder than you'd think. Our day started with an outfit change. A team of Delta representatives — communications people, program managers and flight attendant instructors — serving as tour guides escorted us into the maze of building hallways. We wound up in a room full of jackets. Delta trainees are given branded navy zip-ups that feel both sporty and professional, like a British soccer coach or a Silicon Valley exec on casual Friday. The jacket means a lot; Delta's flight attendant program is said to be the most difficult to get into among the domestic airlines, allegedly harder than getting into an Ivy League school. When I asked what Delta looks for in a candidate, Rachel McCarthy, the vice president of in-flight service for Atlanta operations, said it wants people who are resilient and adaptable, people who can take care of their mental and physical well-being while adapting to the unique lifestyle. 'You're going to work unusual hours; it's not 9 to 5,' she said. 'You might have early mornings, late nights, overnight flights when you're looking at some of our global routes.' The job description also states that applicants must be able to sit in an assigned jump seat with seat belt and shoulder harness fastened, and to open aircraft doors weighing 40 to 60 pounds. Applicants must be at least 21, have a high school diploma or high school equivalency, and be able to speak, read and write English fluently. Outfitted with a new (loaner) training jacket and a red 'earning my wings' lanyard, I followed our guides to a room that would fit in an episode of 'America's Next Top Model.' It had rows of high tables furnished with well-lit makeup mirrors and basic beauty supplies. Here, flight attendants learn about Delta's 'appearance requirements' — which are a far cry from the sexist early days of the industry when airlines marketed their young, thin crew members more like in-flight amenities than safety professionals. Today's dress code stresses grooming basics over beauty standards and is more inclusive of varying backgrounds. Makeup is not required but can be worn by any gender. So-called extreme eyelashes and visible tattoos are not allowed. A nose piercing is okay, but not ear gauges. Jewelry cannot interfere with safety. That means no dangling hoop earrings. Trelawney Bundrage, a flight attendant instructor who's been with Delta for 29 years, assessed our appearances to see whether we met the requirements. Like many instructors on our tour, she wore a perfect red lip. Mo's androgynous, bleach-blond mop would fly; hair may be dyed, so long as it's a natural hue. If your hair is longer than shoulder-length, it must be pulled back away from the eyes. And if your hair is up but still hangs longer than mid-back, it must be pinned. My loose hairdo, pinned back with a claw clip, would need to be tightened up. 'We would talk about these, we call them romantic tendrils,' Bundrage said, pointing out the loose strands of hair tucked behind my ears. Had I been in training, I would have learned to smooth my tendrils and frizz with hair products and to try a bun for more refined look. When a Delta plane retires, it's chopped into pieces to create 30- to 40-foot 'trainers' to serve as realistic classrooms. They can drop oxygen masks and make sound effects, shake, rise and fall to simulate turbulence. Mechanics also extract specific parts for isolated training; for example, there's a corridor of different aircraft door models for students to master opening, closing and securing. Mo and I took turns heaving them open; they're heavier and more complicated than they look. Inside an Airbus A350 trainer, instructor Janae Bride, who's been with Delta 12 years, explained the importance of knowing your 'galley geography.' Planes are full of hidden compartments for efficient storage, and flight attendants must memorize their many secrets so 'they're able to find out where items are located without opening the doors and having to slam them,' Bride said. It's not just beverage carts and service items hiding in the walls. There's a seemingly endless bounty of emergency supplies, like flashlights and first-aid kits and exotic contraptions like protective breathing equipment, which looks like an astronaut's helmet from a low-budget 1960s sci-fi movie. It's yellow and maybe Mylar, designed to give oxygen in an emergency. It's also awkward to put on and incredibly loud when activated. Your flight attendant was trained to deploy the pseudo-scuba gear in the event of a fire in the lavatory or extinguishing toxic gases. I put one on in the 'smoke and fire' training center, an all-metal replica of a plane in an auxiliary building where trainees can learn to put out flaming lavatory waste bins and portable chargers. My head was spinning as I chased various smoking disasters. Mark Fields, an instructor with 31 years with the airline, shouted commands. These instructions are designed to be short and clear, delivered with a sense of urgency but also calm, all of which is more helpful to digest in an emergency whether they're directing crew or passengers. Such protocols are critical to achieving the Federal Aviation Administration's rule that flight attendants must be able to evacuate an entire plane in 90 seconds. Mo ran through command-heavy drills, shouting at invisible passengers: Bend over! Stay down! Bend over! Stay down! The lines would be stuck in our heads like earworms well into the next day. These commands and procedures must become muscle memory. To prove it, new students must maintain a 90 percent average on all 'knowledge assessments' and successfully complete all hands-on evaluations within three attempts throughout the program. Mo crouched alongside Alana Calhoun, an instructor with more than a decade of experience, to execute CPR on dummies to the beat of Lady Gaga's 2008 hit 'Poker Face,' which has the correct cadence for the lifesaving procedure. Calhoun is the platonic ideal of a flight attendant: chipper, helpful, attentive. She didn't just greet colleagues as we passed; she beamed at them. So it did not surprise us when Calhoun mentioned that she worked at Disney World before pivoting to aviation. Before that, she worked at the children's restaurant Chuck E. Cheese as the titular mascot himself. It was good training for working flights; she reminded us that Chuck E. Cheese serves alcohol. Flight attendants also face unruly, inebriated customers, although Calhoun says the landscape is different from when the issue peaked after the pandemic. These days, she's noticed passengers seem more aware and step in to help when they notice trouble. Still, flight attendants are trained in self-defense and de-escalation. With CPR dummies resting at Calhoun's feet, we took a break from touring so Mo and I could ask the instructors our lingering questions. Are they afraid of flying after the accidents of late? (All said no.) Will dressing up get you upgraded on a flight? (No.) Can they date passengers? (Yes, but there's a policy against sharing the location of the layover hotel with strangers to protect the safety of the rest of the crew.) What are the most-ordered drinks? (Sparkling water on the West Coast, Coke in the South, tomato juice in Florida, coffee in the Caribbean.) How often do they have to stop people from attempting to join the 'Mile High Club'? (Very rarely; some have never encountered the problem.) What do they think of passengers giving them gifts? 'It means the world,' Calhoun said, particularly when you're working over the holidays and someone gives a $5 Starbucks gift card or a thank-you note. Maybe my arm would come out its socket, or maybe I'd pull the man helping me out of the raft and into the water. By the time I could wrap my mind around the possible outcomes of this last drill, my body was hurtling to safety; I flopped in belly first, like a fish. We were ending the day with a ditching drill. I'd changed into a swimsuit and a Delta long-sleeve shirt, along with my slacks, and boarded a trainer plane installed alongside an indoor pool with a group of giddy students. They'd just passed their final exams and were officially flight attendants. Once we were buckled in our seats, sound effects simulated a problem — the plane was going down. Life jackets on, we followed commands from Fields on when to jump out of the door into the 80-degree water. Pulling the tab to inflate my vest was a life highlight after seeing hundreds of safety demonstrations over my traveling career. But in the pool, we had to join forces to get into a tall life raft. I felt like I'd sneaked into a Navy SEALs boot camp, attempting to hoist up my fellow evacuees while treading water. We all made it in and spent the next few minutes erecting a canopy to protect us from the hypothetical elements we'd meet floating in the ocean. People moved quickly in the awkward, slippery setting, and then we were done, smiling like kids under a parachute. We had made it through a day of flight attendant school, not with honors — just with a new appreciation for the people who do it for real.
