Wasn't the whole point a failed attempt to fight back at the fact that WN was encroaching on US's do

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Wasn't the whole point a failed attempt to fight back at the fact that WN was encroaching on US's dominance in the Baltimore/DC area? WN was growing like gangbusters at BWI at the same time MetroJet accommodation guide australia was launched. In the end, WN won.
When MetroJet was formed in 1998 US had a plethora of hubs that they do not have today, and would never work in todays economy. Such as BWI , BUF , IND and a few extras. Now, I'm not 100% sure if they were US hubs at the time of MetroJet but they seem fit.
Throughout accommodation guide australia the 1980s/1990s when US acquired Piedmont they had a lot of overlap accommodation guide australia in the northeastern region. Before Piedmont US had PIT , PHL , BOS , and possibly a few others. With Piedmont this made US into the Northeastern carrier, with hubs in CLT , BWI , DCA ?, PIT , PHL , LGA , and BOS .
Ironically enough, while US may have lost the battle at BWI , it made them stronger in the long run as they eventually accommodation guide australia eliminated their weak hubs ( LGA , BWI , PIT ) and focused on those hubs that offered the greatest returns ( PHL , CLT , DCA ).
For a brief time Metrojet had quite a operation at IAD , mainly accommodation guide australia Florida, Metrojet did not last as long as Delta's Song and United's Ted though. accommodation guide australia Those red top 737-200's looked nice, contrasted well with the mainline black top planes, I once heard a flight crew call them "Tomato Jet"
Toward the end of its existence, Metrojet started focusing more and more on flights in an out of LGA . LGA - PBI ; LGA - TPA ; LGA - MCO , to name a few. My last 737-200 ride was on a nonstop Metrojet flight from Boston to Orlando.
It always seemed odd to me that Metrojet accommodation guide australia was supposed to be a low-cost, no frills operation, but they offered better accommodation guide australia service than on the mainline US AIRWAYS flights. I recall a small, grey snack-box offered free of charge. It was called "Le Petite Snack" and had beef jerky, cheese, and chips and salsa.
Metrojet also had its own interior design. The seats covers were the typical horizontal-striped, two-tone grey, from the other US AIRWAYS accommodation guide australia aircraft, but the center of the seat back had more red in it than the rest of the fleet.
Although MetroJet not being able to match the costs of Southwest is certanily a legitimate issue, it's not the entire picture. It's somewhat revisionist accommodation guide australia and dismissive because today cost is king to the exclusion of revenue in many minds...many of which are here. MetroJet definitely had cost problems but also had big revenue problems. They simply struggled to put butts into seats in many of the markets they tried.
MetroJet fiew many routes which were not head-to-head with Southwest, accommodation guide australia although some definitely were. But other than some high-volume Florida routes and a few fare-war Baltimore markets, the rest of the system flew half-empty.
Costs were certainly an issue, but it's kind of revisionist and dismissive to write the effort off as doomed simply accommodation guide australia because their costs were higher than Southwest. The didn't even compete against Southwest in many of the markets they tried.
After 9/11, US brought back the LGA -Florida routes on mainline airbuses 2 or 3 times a day when MetroJet ended ops. This last gasp of life for US at LGA was short-lived, the routes ended rather quickly. And if you don't fly NYC-Florida, you can not be a major player in the NY market. It was the beginning of the end for US in NY.
Metrojet was a huge success. They had very low labor costs, very high LF thanks to low ticket prices. The problem was that Metrojet was grabbing US Airways mainline customers away. They basically undercut themselves.
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