Did AA ever confirm the split between 319 and 321s? I've searched and can't find anything. Even the Airbus website didn't appear to have the AA order listed...which is a bit odd. 11 sounds very low, why bother with that small number?
zhiao From United States of America, joined Jan 2011, 438 posts, RR: 0
Reply 3, posted (2 years 1 month 1 week 5 days 5 hours ago) and read 13258 times:
I can imagine them using a subfleet of int configured ones for Brazil and other parts of SA, but that would have int biz class. That would be a nice plane to fly on. Honestly I'd rather go on that than a 777W.
It does, indeed, for a very big airline like American, but don't forget that additional A319s are also due in the near future when the second batch starts being delivered. The first batch consists of 130 A319s and A321s OEOs, and the second batch consists of 130 more A319s and A321s NEOs. I'm not positive American is still holding on taking delivery of the second batch, but that is the most likely plan if they do decide to pursue on the second batch.
jfk777 From United States of America, joined Aug 2006, 8709 posts, RR: 6
Reply 11, posted (2 years 1 month 1 week 4 days 20 hours ago) and read 11825 times:
Quoting Stitch (Reply 8): According to the press packet AA released in conjunction with the announcement of the original Airbus and Boeing order in July 2011, the A319-100(neo) and 737-700 / 737-7 will be used for:
• Secondary domestic markets
• Select markets in Latin America
• High-altitude or short-runway airports
The A319 doesn't have the legs for Miami to GIG or GRU but its does have 6 hours flying time, Northern Brazil is within its capability. ITs good for Peru and Ecuador where a 757 is flown but is too big.
commavia From United States of America, joined Apr 2005, 12235 posts, RR: 62
Reply 12, posted (2 years 1 month 1 week 4 days 20 hours ago) and read 11675 times:
Quoting TUSAA (Reply 1): Word has it they will be based at DFW and MIA initially
MIA I can see - there are plenty of new or existing markets where an A319 would make sense. For instance, I could definitely see some of the relatively larger Midwest ERJ markets like PIT, IND, CMH, etc. supporting A319s, at least during the winter peak, and see A319s being a good fit for markets where they could be used to increase frequency (like TGU, and perhaps the new FDF/PTP). And, I could also see the A319s being useful in opening some new MIA routes like MCI or MKE.
DFW I struggle with a little more. While there are plenty of markets ex-DFW (HSV, BHM, SDF, MSP, etc.) that used to receive F100s and for which the MD80s may, in some instances, be too large, I'm just surprised that AA would judge that to be a more pressing priority than ORD, where the F100 was always a relatively more important aircraft, and where the gap between the MD80 and CRJ700 has been far more chronic and pronounced.
Quoting TUSAA (Reply 1): im certain there will be a lot more then 11
Absolutely. I foresee plenty of A319s ultimately plying the skies - particularly in and out of ORD to the midwest and northeast, and to a lesser extent out of DFW and MIA, and on thinner transcons out of JFK and LAX (plus hopefully a return to BOS-SFO, a nonstop market I continue to think AA can and should be competing in, the "Cornerstone" strategy notwithstanding).
aacun From Mexico, joined Jan 2004, 585 posts, RR: 1
Reply 16, posted (2 years 1 month 1 week 4 days 18 hours ago) and read 11097 times:
If the A319 end up with ovens in MC, then that is going to make a big difference on where the airplane goes as well. There are a lot of destintions out of Miami that get only a cold meal when you get a 737 and a hot meal when you get a 757 or 763. So IF they are equipped with ovens in coach, I can see it replacing the 737 on northern SA and Brazil flights.
ckfred From United States of America, joined Apr 2001, 5395 posts, RR: 1
Reply 18, posted (2 years 1 month 1 week 4 days 17 hours ago) and read 10120 times:
I would think that some of the CRJ routes out of ORD would be candidates for the A319. A route such as ORD-ATL was once mostly F100s with a few MD-80s back around 2000. Switch some of the CRJs to A319s, then the surplus CRJs could be shifted onton routes that are all Embrears, but have enough demand and yield to use a larger aircraft with a first class cabin.