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AA: Growth To Be "Disproportionally International"  
User currently offlineEricR From United States of America, joined Jul 2010, 1904 posts, RR: 1
Posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 15369 times:

Tom Horton is describing AA's reorg plan as unique because unlike other airlines that went through BK, his plan is not about shrinkage, "but renewal and growth". He foresees AA expanding by 20% by the year 2017. He also states that AA's planned growth would be "disproportionally international".

Any ideas on new international routes?

http://www.thestreet.com/_yahoo/stor...cm_ven=YAHOO&cm_cat=FREE&cm_ite=NA

73 replies: All unread, showing first 25:
 
User currently offlinecommavia From United States of America, joined Apr 2005, 11979 posts, RR: 62
Reply 1, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 15340 times:

Quoting EricR (Thread starter):
Tom Horton is describing AA's reorg plan as unique because unlike other airlines that went through BK, his plan is not about shrinkage, "but renewal and growth".

Well, he's saying that, but in reality, it appears the plan is exactly the same as it turned out to be for Delta and United: shrink domestic mainline, grow international mainline, and grow domestic regional. AA has to compete, and thus they appear to be emulating what their competitors did in bankruptcy.

Quoting EricR (Thread starter):
He foresees AA expanding by 20% by the year 2017.

Well, that isn't quite what the plan said. The plan said AMR anticipates increasing departures by 20% by 2017. I suspect that the vast majority of that jump in departures, however, will be from more flying with smaller jets, as Horton's and others' comments have alluded to.

Quoting EricR (Thread starter):
He also states that AA's planned growth would be "disproportionally international".

Not surprising. AA is just following the lead of Delta and United, both of which have consciously moved more and more of their system capacity (especially mainline) to international in the last few years. I believe AA now generates a larger portion of its revenue from domestic than either of those peers - by a fairly wide margin.

Quoting EricR (Thread starter):
Any ideas on new international routes?

I've got tons of "ideas," but all of them are for routes that the "old AA" would never in a million years have tried. But perhaps a new, more aggressively-run, lower-cost, more competitive AA may try them ...


User currently offlineSonomaFlyer From United States of America, joined Apr 2010, 1890 posts, RR: 0
Reply 2, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 15198 times:
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For international departures, I could see AA trying to leverage the remaining slots at JFK to expand service to Europe and setting up service to Africa and S.America.

Asia supposedly has tons of growth potential but without a West Coast hub, they'd need to fly those out of JFK , ORD or DFW. They don't have enough a/c at present to really hit Asia given the flight times and likelihood of needing three a/c per route.

Alot of their international growth strategy hinges on appropriate a/c. To effectively compete will likely require modernizing the 767's and rotating them to where they'll make the most cash (if that isn't the case already). Their order for 773ERs isn't that large and I don't think would support a lot of long haul expansion. Perhaps someone in the know can chip in on how well they utilize their 772ER fleet...


User currently offlinemogandoCI From , joined Dec 1969, posts, RR:
Reply 3, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 15196 times:

Quoting commavia (Reply 1):
The plan said AMR anticipates increasing departures by 20% by 2017. I suspect that the vast majority of that jump in departures, however, will be from more flying with smaller jets, as Horton's and others' comments have alluded to.

If the pilots union holds tight and refuses to compromise on the 50-100 seat scope clause, wouldn't the bulk of Horton's vision fall apart ? What's his plan B ?


User currently offlineAAIL86 From Finland, joined Feb 2011, 428 posts, RR: 3
Reply 4, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 15090 times:

Quoting commavia (Reply 1):
Well, he's saying that, but in reality, it appears the plan is exactly the same as it turned out to be for Delta and United: shrink domestic mainline, grow international mainline, and grow domestic regional. AA has to compete, and thus they appear to be emulating what their competitors did in bankruptcy.

Plenty of us have been saying this for years- about friggin time!

Quoting SonomaFlyer (Reply 2):
For international departures, I could see AA trying to leverage the remaining slots at JFK to expand service to Europe and setting up service to Africa and S.America.

Exactly. They need to leverage the best terminal at JFK and be agressive adding new routes. There's plenty of high-yielding traffic in that area that doesn't want to truck it to EWR/ deal with the 10 year Apollo program DL is embarking on in their terminal.



Next
User currently offlinetommytoyz From Tonga, joined Jan 2007, 1353 posts, RR: 5
Reply 5, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 15093 times:

AA is laying off 13,000 employees, that's 16% of the workforce and intends to terminate the pensions for those, basically handing them over to the government ageency, the PBGC. AA also has hired Bain Capital (Mitt Romney's old company) and a few other to advise it on the best way forward. They paying these advisers $14 million a month. What they haven't counted on was a tough as nails PGBC administrator who wasn't there for the DL and NW BKs.

AA has underfunded their pension plan by a $91 million monthly payment, I guess on advice of Bain and co. and announces the layoff of 13,000 employees planning on terminating their pension plans and foisting the liabilities onto the PBGC.

So what does the PBGC do? In the past, they did nothing but complain. Now? They have attached liens worth $91 million against AA assets located outside the US, which are not a part of the BK and outside the jurisdiction of the BK court. Smart cookie and sends a message that AA will not be able to toss out their pension obligations so easily. That $14 million a month to Bain and co should be paid into the pensions to make up for the $91 shortfall last month.

If any international growth comes, it can't be substantial and the PBGC liens on foreign assets may put a wrench into that plan, if foreign assets are seized.

[Edited 2012-02-02 10:45:54]

User currently offlinecommavia From United States of America, joined Apr 2005, 11979 posts, RR: 62
Reply 6, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 15059 times:

Quoting mogandoCI (Reply 3):
What's his plan B ?

The judge.

One way or another, the company will get a relaxation of SCOPE, either voluntarily at the bargaining table or from a judge's ruling. Either way, it almost certainly won't be as severe as what was proposed in their opener released yesterday - which was very extreme - but AMR will get something.

I think it's inevitable, and I think the APA knows it, but I also think - and have long thought - that there is room for compromise there. The contract proposals AMR put out yesterday were of course extreme and severe - that's how negotiation works. It's no different than the APA's equally-ridiculous proposal of 2007.

But, on the issue of SCOPE, which is so strategically critical for the company's long-term competitiveness and so financial critically for APA members, I continue to think that the two sides can work out a truly transformational deal here if they accept that they're both going to have to give a little on what they want (unlimited or near-unlimited small jet flying from the company's perspective, and no codesharing or small jet flying for the pilots).


User currently offlinemogandoCI From , joined Dec 1969, posts, RR:
Reply 7, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 15005 times:

Quoting AAIL86 (Reply 4):
There's plenty of high-yielding traffic in that area that doesn't want to truck it to EWR/ deal with the 10 year Apollo program DL is embarking on in their terminal.

EWR is physically closer to Manhattan than JFK. Only passengers from Nassau or Suffolk counties find EWR particularly burdensome.


User currently offlinecommavia From United States of America, joined Apr 2005, 11979 posts, RR: 62
Reply 8, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 14971 times:

Quoting tommytoyz (Reply 5):
So what does the PGBC do? In the past, they did nothing but complain. Now? They have attached liens worth $91 million against AA assets located outside the US, which are not a part of the BK and outside the jurisdiction of the BK court. Smart cookie and sends a message that AA will not be able to toss out their pension obligations so easily. That $14 million a month to Bain and co should be paid into the pensions to make up for the $91 shortfall last month.

He's saber-rattling to try and secure the best possible outcome for the already-underfunded PBGC when the inevitable comes. The reality is that no amount of noise is going to stop AMR from terminating their plans if they are able to convince the decision-makers involved that it's the only viable path forward. And I think AMR stands a very good chance of succeeding in making that case, whether any of us agree with it or not.

This guy just sees the writing on the wall - his "corporation" is already severely underfunded (by tens of billions of dollars) and adding AMR's $19B pension liability on top of that will just speed up his inevitably having to get a bailout from Congress. He's just trying to make the pain as minimal as possible for the PBGC - which, after all, is his job.

[Edited 2012-02-02 10:42:51]

User currently offlineAAIL86 From Finland, joined Feb 2011, 428 posts, RR: 3
Reply 9, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 14870 times:

Quoting mogandoCI (Reply 7):
EWR is physically closer to Manhattan than JFK. Only passengers from Nassau or Suffolk counties find EWR particularly burdensome.

C'mon. 90 percent of us on here have either lived in or visited New York. We know what the deal is and no need to start that flame war again. The point is that AA should market their best asset in the area more aggressively.



Next
User currently onlinejfk777 From United States of America, joined Aug 2006, 8513 posts, RR: 6
Reply 10, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 14874 times:
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Quoting SonomaFlyer (Reply 2):
Alot of their international growth strategy hinges on appropriate a/c. To effectively compete will likely require modernizing the 767's and rotating them to where they'll make the most cash (if that isn't the case already). Their order for 773ERs isn't that large and I don't think would support a lot of long haul expansion. Perhaps someone in the know can chip in on how well they utilize their 772ER fleet...

They have 10 773ER's on order and by stopping New Dehli they will have 2 777-200ER available. IF we assume each route takes 2 777 then 6 new routes or frequencies could be added. LAX to Peking, DFW to Hong Kong could be another. South Africa could be a great expansion for AA, Miami is a great gateway for Johannesberg and CapeTown.


User currently offlinetommytoyz From Tonga, joined Jan 2007, 1353 posts, RR: 5
Reply 11, posted (2 years 10 months 3 weeks 6 days 2 hours ago) and read 14790 times:

Quoting commavia (Reply 8):
He's just trying to make the pain as minimal as possible for the PBGC - which, after all, is his job.

Exactly. He's making it as hard as possible for AMR to transfer liabilities. He basically said as much as necessary, but not more than necessary.

On the OP question of foreign expansion, if the PBGC seizes or liens foreign assets, that complicates foreign expansion, no? For instance if AA wants to open overseas maintenance facilities or has LHR slots or ground equipment, the PBGC can put liens on those foreign assets because the PBGC, being a US federal agency would not be denied that request by foreign governments, I suppose. The US government has a long arm and the PBGC head has shown he intends to use it, if necessary.


User currently offlineAADC10 From United States of America, joined Nov 2004, 2103 posts, RR: 0
Reply 12, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14672 times:

This is all finance duckspeak. All of the majors say this because that is the "new" business plan since the current business model is clearly broken. They hire a big name consultant, they have mass layoffs and they announce a new business model to raise fares. These are moves that investors love.

Comically enough, the appeal of international is the lack of free market competition. International faces little LCC competition and on some routes, tight restrictions. The weakness of the plan is that UA and DL were built on the carcass of PA and AA fed on the remains of TW. PA in particular collapsed because of the lack of domestic feed so there is clearly a limit to the amount that domestic can really be cut.


User currently onlinekiwiandrew From New Zealand, joined Jun 2005, 8631 posts, RR: 13
Reply 13, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14637 times:
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The growth will need to be 'disproportionately international'. Apart from Latin America AA barely has an international network. 3 cities in Asia, and 9 ( year round ) in Europe do not make a competitive network. No doubt , at this point someone will chip in with "But they have JV's so they don't need a network of their own" as if that solves everything. Well, DL and UA both have pretty major JVs, but they also have pretty major networks of their own.

One thing that has concerned me with AA is their over-reliance on the one area where they do have an major international network. If the Latin America market went into a tailspin next week AA would be much more vulnerable than either DL or UA. Yes, it is great for AA that they have more eggs than anyone else in the Latin American basket, but they really should have eggs in other baskets as well. If the ash cloud scenario from last June had played out only a little differently we could have seen significant long term closures of major airports in Buenos Aires, Sao Paulo and Rio ( and when I say 'long term' don't forget that Bariloche was closed for months). Obviously this would have a devastating effect on local carriers, but it would have also been a major blow for AA, while being painful, but far less so for UA and DL as their networks are more balanced.


To ensure the future health of the airline AA will need to grow internationally, and it will need to grow into areas which it has previously ignored or underserved.

[Edited 2012-02-02 11:22:48]


Moderation in all things ... including moderation ;-)
User currently offlineAeroWesty From United States of America, joined Oct 2004, 20822 posts, RR: 62
Reply 14, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14602 times:

I haven't read through all of the proposals for the work groups yet, but in the end, what's the guess on a relaxation of the time limits on flights that the pilots have held onto, effectively ruling out what could very well be lucrative international routes for AA in the future?


International Homo of Mystery
User currently offlinewashingtonian From , joined Dec 1969, posts, RR:
Reply 15, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14536 times:

Here are some starting ideas:
MIA-TLV
MIA-Cape Town or Joburg
MIA-NRT


User currently offlinetommytoyz From Tonga, joined Jan 2007, 1353 posts, RR: 5
Reply 16, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14512 times:

Quoting AADC10 (Reply 12):
This is all finance duckspeak

How many flights is PA operating today? Or any number in a long list of airlines no longer in existence? THese dangers are not trivial, IMHO. AMR could join PA in airline heaven. They are in a tough spot.


User currently offlinemogandoCI From , joined Dec 1969, posts, RR:
Reply 17, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14489 times:

Quoting AAIL86 (Reply 9):
C'mon. 90 percent of us on here have either lived in or visited New York. We know what the deal is and no need to start that flame war again. The point is that AA should market their best asset in the area more aggressively.

I actually live in Manhattan. It's no flame war because fact is from midtown Manhattan, the order closest to furthest is LGA->EWR->JFK, and from Financial District Manhattan, EWR/LGA is nearly equi-distant.

The perceived "preference" of JFK is 3 airlines hubbing there instead of 1 in EWR. If B6 hypothetically hubs in EWR instead of JFK, the 2 airports would have nearly identical passenger counts.


User currently offlineAAIL86 From Finland, joined Feb 2011, 428 posts, RR: 3
Reply 18, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14394 times:

Quoting washingtonian (Reply 15):
MIA-TLV
MIA-Cape Town or Joburg
MIA-NRT
JFK-BER (75L)
JFK-AUH (772) (expand EY codeshare)
MIA-HEL (763) (year-round- makes more sense then ORD)
MIA-BER (763)
MIA-LOS (763 or 772)
DFW-PEK/PVG (772)
DFW-MAN (763) (again, with JBA)
DFW-BNE/MEL (789) (after SYD is nonstop both directions)

[Edited 2012-02-02 11:23:41]

[Edited 2012-02-02 11:32:14]

[Edited 2012-02-02 11:35:38]

[Edited 2012-02-02 11:37:38]


Next
User currently offlineAeroWesty From United States of America, joined Oct 2004, 20822 posts, RR: 62
Reply 19, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14392 times:

Quoting AADC10 (Reply 12):
AA fed on the remains of TW.

Other than Heathrow, which anyone with enough cash can gain access to now, what international routes from TW did AA capitalize on? Other than Spain, I'm hard pressed to come up with any.

Quoting kiwiandrew (Reply 13):
at this point someone will chip in with "But they have JV's so they don't need a network of their own" as if that solves everything. Well, DL and UA both have pretty major JVs, but they also have pretty major networks of their own.

I still can't believe that AA let DL establish a beach head in Australia, instead relying on their codeshare with QF.



International Homo of Mystery
User currently offlinecommavia From United States of America, joined Apr 2005, 11979 posts, RR: 62
Reply 20, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14291 times:

Quoting kiwiandrew (Reply 13):
One thing that has concerned me with AA is their over-reliance on the one area where they do have an major international network.

While I don't disagree with you one bit, it's interesting to note that Delta is more "reliant" (in terms of ASMs as % of system) on Europe than AA is on Latin America. And frankly, these days, I'd much rather be "over-exposed" to Latin America than Europe. But yes - AA definitely needs to grow and diversify their international network.


User currently offlineiceberg210 From United States of America, joined Dec 2005, 147 posts, RR: 0
Reply 21, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14269 times:

Quoting commavia (Reply 1):
Well, that isn't quite what the plan said. The plan said AMR anticipates increasing departures by 20% by 2017. I suspect that the vast majority of that jump in departures, however, will be from more flying with smaller jets, as Horton's and others' comments have alluded to.

Maybe I'm just a bit pie in the sky here, but why haven't any of the pilot unions held fast to the scope clauses that limit flying of 50-70 seaters, but then gave up ground on the pay scale for 90-120 seat planes to make the labor cost on them much more competitive. Then you'd get some regional work moving over to that small mainline, which would be in the union's best interest, and I would think the airlines would love it, as even 70 seater economics are a tad iffy now, whereas 90-120 looks a lot better.

Just a thought...



Erik Berg (Foster's is over but never forgotten)
User currently offlineAA767400 From United States of America, joined Jan 2001, 2401 posts, RR: 27
Reply 22, posted (2 years 10 months 3 weeks 6 days 1 hour ago) and read 14071 times:

Quoting mogandoCI (Reply 17):
I actually live in Manhattan. It's no flame war because fact is from midtown Manhattan, the order closest to furthest is LGA->EWR->JFK, and from Financial District Manhattan, EWR/LGA is nearly equi-distant.

The perceived "preference" of JFK is 3 airlines hubbing there instead of 1 in EWR. If B6 hypothetically hubs in EWR instead of JFK, the 2 airports would have nearly identical passenger counts.

Sorry, but EWR is not always that convienent from everywhere. Just certain parts of Manhattan it is. If you're in the UES for example, it's easier to get to LGA, and even JFK than it is to EWR. EWR is a mess to get to with traffic through the tunnels. And the PATH trains sucks. Midtown to EWR can be fast at very few times of the day. Now if you're a real house wife of New Jersey, then EWR is great!

We'll see what routes AA can bring online as a leaner company. Right now it's all speculation.



"The low fares airline."
User currently offlinemigair54 From Spain, joined Jun 2007, 1920 posts, RR: 1
Reply 23, posted (2 years 10 months 3 weeks 6 days ago) and read 13958 times:

I would like to see them to start more flights to Cuba from MIA, DFW and JFK.

User currently onlinedavid_itl From United Kingdom, joined Jun 2001, 7447 posts, RR: 13
Reply 24, posted (2 years 10 months 3 weeks 6 days ago) and read 13848 times:
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Quoting AAIL86 (Reply 18):
DFW-MAN (763) (again, with JBA)

No way that will happen. There's a greater likelihood of MIA-MAN starting or shutting any potential UA service on ORD-MAN by adding a 2nd daily service.


25 mogandoCI : People take NJTransit not PATH. LGA doesn't even have a rail option. But we're digressing here.
26 par13del : I also believe this is no different than what DL did when they emerged, try to expand international and reduce domestic, my issue is I'm still wating
27 AAIL86 : People didn't think that Delta would expand internationally after their bankruptcy like they did. But credit to Delta management, they made bold move
28 sydscott : Why? Realistically an AA service on top of QF's double daily SYD-LAX, daily MEL-LAX, 6 weekly BNE-LAX, daily AKL-LAX, soon to be daily SYD-DFW and da
29 mah4546 : In the short term I can see LAXSYD (yes, LAXSYD, in ATI with QF on the new 77W), LAXPEK, DFWICN, MIANRT, ORDBER and MIAMXP.
30 Post contains images totesen : Mexicanad did the same thing, new planes, new livery, new destinations and look at them now although, something very troubling/corrupt happened when
31 ghifty : Disproportionately international? Just how disproportionate? To the same extremity as Pan Am/TW? I assume that they're shrinking their domestic presen
32 ordjoe : ORD to Berlin now that AB is coming into OW. DFW to PEK or PVG. Maybe ORD-GRU or GIG. They should try to get some of the Intra asia fifth freedom flig
33 mah4546 : MIANRT does not need a 787 and rumor is that AA is studyingit for the 77W. 787 is too small. It needs a large Y cabin for the lower-yielding traffic
34 STT757 : PATH doesn't go to EWR, yet, however when they do it will run from EWR to the gorgeous Santiago Calatrava transit hub at the World Trade Center. That
35 JasonCRH : There's 3.7 PDEW MIASIN and 6 PDEW MIATPE. HKG is slightly higher at around 20PDEW. MIANRT is 28PDEW. Still kind of small to fill even a 787, even wit
36 commavia : That is exactly the kind of compromise I think AA and the APA have the potential to come to, and if they do, it could be a massive and positive prece
37 CNForever : And what about CNF-JFK ? What do you think ? Rgds
38 STT757 : Unfortunately AA's bankruptcy does little to change their judgement that stands against them with regards to TWA's former Israeli employees. I seem t
39 AeroWesty : Here's my belief: If AA had been the one to start LAX-SYD instead of DL, it would have disadvantaged DL, SkyTeam, and Virgin Australia from the start
40 commavia : How do you figure that? How would AA entering the LAX-SYD market have disadvantaged any other airline - Delta or otherwise? For starters, any new LAX
41 SESGDL : Quite the discrepancy here between wishful thinking and actual numbers. If MIA-Asia were so lucrative and in such high demand, it would've been done
42 AeroWesty : Added more capacity to the market. There are only so many seats a route can absorb. Right, so the best use of SWUs/eVIPs for many would be taking the
43 ordjoe : Go on to flyertalk and you will realize most of the highly yield PAX will say staying with your "home" airline is usually best, status goes a longer
44 mah4546 : And? I know the numbers, yours are a bit off. You have to throw in FLL and PBI (PBI won't add much; FLL will, notably to HKG), not to mention Japan t
45 caliboy78 : I think AA will start their presence in Africa. Maybe increase the asia presence and more deep europe presence. I also think that AA might build a nic
46 commavia : Right - so why would AA bother dealing with that? Okay - that may be true for some people. But overall QANTAS carriers far, far more people from the
47 sydscott : They weren't making money. Nor was Virgin, Qantas or United at the beginning. The new services by DL and Virgin Australia turned what was once highly
48 AA767400 : My bad, NJ transit. Which in my opinion is horrid to get to EWR on. But as was stated before, let's not digress Mr. NJ757. Can the 77W accomplish MIA
49 Blueman87 : In correct my friend i Live in westchester County i do find EWR a burdensome i prefer JFK Over EWR anyday
50 JasonCRH : Good point about FLL. I'll check those numbers tomorrow. How does Japan traffic "leak" to MCO? People usually "leak" if there's a nonstop flight from
51 Post contains images AeroWesty : I won't go point by point on everything, simply say this: The end result of all the decisions AA management made, and the investments they chose not
52 Post contains images SurfandSnow : So is dropping ORD-DEL and JFK-NRT a part of this major international growth strategy? . With the only new int'l route on the horizon being the margin
53 usairways85 : So most of the US majors feel that they need to grow internationally. So once they flood the market and then half of them pull back service, where wil
54 crAAzy : And we have a winner !!!! QF currently uses a 747 for QF 107/108 and an A380 for QF 11/12. QF has stated that all 747s will eventually be refitted wi
55 STT757 : Lol, yes lets get back to AA's bankruptcy.
56 sydscott : The addition of A380's 10, 11 and 12 allowed QF to make MEL-SIN-LHR & MEL-LAX daily A380's along with replacing QF 744's on 4 days of the week on
57 EricR : I think Africa would be a good choice as well and a potential gold mine. There is not nearly the amount of N/S competition between the U.S. and Afric
58 WROORD : I think that AA will optimize its routing but it will be with OW partners. Having said that I see more flights to NRT, LHR, MAD and DUS or BBI. One wo
59 mogandoCI : Just less cargo, but not to a point it requires leaving pax behind at the gate. However, it does take a more southerly route compared to NYC-PVG (whi
60 SESGDL : Because it isn't a gold mine. "Some" on this forum think MIA-Christchurch would be a goldmine... The US airlines need to be careful not to flood the
61 mogandoCI : I've been partially joking that AA doesn't even need mainline at all : outsource Atlantic to BA, outsource Pacific to JL/QF, outsource transcon flyin
62 zippyjet : With their shining new North terminal empire at MIA I see why.
63 slcdeltarumd11 : I wonder if AA will try what Delta did of flying to partners hubs in Europe mostly London. If AA could get the slots there are probably some cities in
64 LipeGIG : My 2c First AA need to secure South America. Deploy the best equipment they can to hold where they print money. They may open some new routes such as
65 Post contains images kiwiandrew : Thanks, I didn't realise that. Yes, I agree at the moment I wouldn't want to have to much reliance on Europe at the moment. But I my point is still t
66 DTWLAX : Is there enough O&D to support MIA-NRT? I cannot see a lot of people connecting via USA to another country. It is a nightmare to transit through
67 commavia : AA is pretty much there now. They are so handily dominant in the U.S.-South America (and really U.S.-Latin America in general) market that no other U
68 PITrules : Of course Delta planned to serve SYD to make money on the route. The route continues because of cargo demand, not because of prestige. Delta is much
69 Beeski : I disagree with your assumption: 1) Brazil is one of the worlds fastest growing economies 2) AA's Miami Hub is THE Gateway to South America 3) AA has
70 tayser : If they ordered some 77Ls DFW-MEL could be done non-stop and would probably fill the plane day in and day out with people who will avoid SYD/LAX at a
71 mogandoCI : Earthquake+tsunami was a risk for AA solely because only 3 flights bypass NRT. Another reason why it's good to have a diverse network and not put sin
72 jfk777 : Its more likely that AA would wait for 787-9 then order 77L's.
73 Post contains images rwy04lga : And at least 1 passenger in Queens
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