Question: 1 . This first problem compares the point - to - point route structure operated by the archetypal low - cost carrier ( LCC )
This first problem compares the pointtopoint route structure operated by the archetypal lowcost carrier LCC with the hubandspoke network route system typical of a fullservice network carrier FSNC Recall that the pure pointtopoint system does not offer passenger connections to other cities. The network carrier, on the other hand, offers many connections at its hub to the spoke cities in its network. For the problems, assume the LCC operates a pointtopoint route system and the FSNC operates a hubandspoke system. Also, assume both airlines operate aircraft configured at seats. A citypair is City A to City B A to B and B to A are considered just one citypair a twoway network
a If the LCC is operating a seat aircraft in city pair AB how many passengers from city A must be bound for city B to achieve an load factor dont overthink this, its easy!
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b The FSNC operates a single hub that connects spoke cities or nodes in network terminology How many city pairs does it serve? Recall that the hub is a major destination for the FSNC
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c The FSNC adds a th spoke city to its network. On a flight from this new th spoke to the hub, how many passengers, on average, does it need to attract to each destination, including the hub, to achieve an load factor? Hint: the number of passengers on this flight cannot be more than the seating capacity.
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d How can the FSNC profitably serve smaller cities that the LCC cannot? Hint: Consider c above
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e A regional partner airline under contract to the FSNC serves some small cities close to the FSNCs hub with regional jets that have much higher seatmilecosts CASM than larger mainline jets. The average fare from these cities to the hub does not cover the fully allocated cost. Is this economically rational?
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f Networks are subject to negative network externalities. How might such externalities affect the FSNCs decision to add another spoke city to its network? Explain.
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