The end of Spirit Airlines was spelled out in an ACARS message, but there was a long prelude that included emerging from an earlier bankruptcy. The airline that all talk show hosts seemed to enjoy using as a metaphor for everything that is wrong with air travel flew its last scheduled flight early Saturday. Although it had been fighting changing trends in air travel (passengers are willing to pay a bit more for more legroom and basic amenities), it was decisions made in Washington that spelled the end. The doubling of fuel prices due to the war in Iran and the collapse of talks to fund a $500 million bailout of the airline led to the ACARS message that ended the original low-cost carrier after 40 years of red-eye flights filled with thrifty and adaptable travelers.
The last Spirit aircraft in revenue service all were headed to Dallas/Fort Worth. Over the last few years, final flights were conducted to desert boneyards where the distinctive yellow livery shows just how much Spirit shrank during its decline. By the end of last week it operated about 500 flights a day, representing about 2% of daily airline operations in the U.S. But its impact on the airline industry was much larger than that. Other carriers always had to keep Spirit, and to some degree Frontier and JetBlue, in mind when setting fares lest they lose a few tenths of a point in market share to the LCCs.
About 2,000 pilots worked for Spirit and other airlines are already head-hunting some of them. There have also been some kind gestures by former competitors. For instance, JetBlue has extended jump seat privileges for former Spirit pilots for at least two weeks to help them get their affairs in order and perhaps travel for job interviews. The airline’s 131 Airbus A320s will likely end up with other carriers, especially newer A320neo models. Airliners have been in short supply due to rapid expansion, supply chain issues, and engine problems on some new models.
Very cool of JetBlue to help out former Spirit pilots. When ATA went belly up, pilots who left the plane in the middle of a trip for a quick visit to ops or the concourse found their badges wouldn’t open SIDA doors. They couldn’t even get back to their own plane to get their personal gear! Other airlines got them home but didn’t formally allow access to flights.
Experienced 737 and 757 captains/FOs had to settle for the right seat of regional jets to feed their families, enduring a massive pay cut.
I wonder whether JetBlue or others are offering a similar travel benefit to Spirit’s long-suffering flight attendants.
Indigo bought controlling interest in Spirit Airlines in 2006. It was largely viewed as a vulture capitalist move, supporting the erosion of market share and profitability in exchange for quick cash. They lasted much longer than anyone expected, which speaks to the tenacity of its rank and file, and the shrewdness of its management. But living and dying on cash flow is no way to run an essential business.
I hear of other airlines helping Spirit crews and customers which is great. What about the unions? Aren’t there some “benefits” involved when a unionized pilot/flight attendant group suddenly loses their job?