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American Airlines ... 5 Years From Now?  
User currently offlinexdlx From United States of America, joined Aug 2008, 683 posts, RR: 1
Posted (1 year 10 months 6 days 7 hours ago) and read 16321 times:

Can we speculate beyond all the damage that will be inflicted by the Horton/Parker ultra ego's? I am interested in the views of some that can see that far ahead. Can MIA be considered an ALL Airbus base by 2018?

Who will be in the lineup to direct AA in the next 5 years..... Are there any rising stars in the "cactus" west or east camps that can take this great new formed megaairline to the next level? Or do we expect the next Crandall to come tfrom the halls of the " Academy " in FT. Worth.
It is certainly in their best interest to find some respectable talent that can bring this great airline back from the brink, to a recognize leader level... " The On-Time Machine " would be a great goal to stride for......

46 replies: All unread, showing first 25:
 
User currently offlineaacun From Mexico, joined Jan 2004, 566 posts, RR: 1
Reply 1, posted (1 year 10 months 6 days 7 hours ago) and read 16338 times:
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Its American Airlines....... Not Airways.

User currently offlineLONGisland89 From United States of America, joined Jan 2006, 741 posts, RR: 0
Reply 2, posted (1 year 10 months 6 days 6 hours ago) and read 16084 times:

American Airways? Ok.

Quoting xdlx (Thread starter):
Can we speculate beyond all the damage that will be inflicted by the Horton/Parker ultra ego's? I am interested in the views of some that can see that far ahead. Can MIA be considered an ALL Airbus base by 2018?

To some degree a CEO is naturally going to have some kind of ego about themselves regardless of the company or industry. On the surface, I don't think this merger will be any different from the DL/NW or UA/CO mergers. After all, it's not like the airlines are some kind of dictatorship lead by crazy CEO that don't consult or work with their board, VPs and management. MIA may end up seeing a fair chuck of the A319s but I don't see the 737s leaving MIA in 5 years.

Quoting xdlx (Thread starter):
It is certainly in their best interest to find some respectable talent that can bring this great airline back from the brink, to a recognize leader level...

AA is/was no more "on the brink" than DL or UA ever was and I'd argue in better financial position that UA, US, and DL when entering bankruptcy. As I write this, wouldn't it be refreshing to see a female airline CEO running the world's largest airline? US and AA management will morph together and it really won't matter who runs what and where they came from (labor...we will see). I think American Airlines is in good hands.


User currently offlineamerican 767 From United States of America, joined May 1999, 3996 posts, RR: 12
Reply 3, posted (1 year 10 months 6 days 6 hours ago) and read 15856 times:
AIRLINERS.NET CREW
FORUM MODERATOR

Quoting LONGisland89 (Reply 2):
MIA may end up seeing a fair chuck of the A319s but I don't see the 737s leaving MIA in 5 years.


Neither do I. I'm sure that 763s, 772s and 77Ws will dominate the long haul sector out of MIA to Europe and South America. It is possible, however, that MIA-JFK sees the A330 because that route has seen all widebody equipment (except the 747) American has ever flown. Of course the A330 equipment would be ex-US because AA wouldn't phase any of those in if the merger wasn't finalized.

By then, the 757 fleet will be much smaller than it is now. The last few 757s that American will have left in 5 or 6 years from now will be flying out of MIA, like the last few 727s were flying out of MIA back in the early 2000s. Why MIA and not DFW not JFK? Because MIA sees more 757s than any other hub does.

Quoting LONGisland89 (Reply 2):
I think American Airlines is in good hands.

I think so too.  

Ben Soriano



Ben Soriano
User currently offlineAA737-823 From United States of America, joined Mar 2000, 5947 posts, RR: 11
Reply 4, posted (1 year 10 months 6 days 5 hours ago) and read 15507 times:

Quoting xdlx (Thread starter):
Can MIA be considered an ALL Airbus base by 2018?

That would be foolhardy.
The A319 has strengths and weaknesses, vis a vis the 737-700. Same for 320 vs 738 and 321 vs 739.
Complicate that with the fact that AA has TWO generations of EACH airframe on order, and what you end up with is a very customizable fleet. The plane they need for MIA-DFW may not be the same plane that they need for MIA-SEA.
They'll take a page from UA's book, where we've seen 737's move to UA hubs operations, to take advantage of the strengths of that airframe, as well as A319/320 move to CO hubs, to take advantage of the strengths of that airframe.

This consolidation business is about maximizing revenue and minimizing cost. Operating one type at one hub and another type at another hub makes limited sense from a maintenance standpoint, and virtually no sense from a revenue/cost management standpoint.
In my opinion.


User currently offlineaacun From Mexico, joined Jan 2004, 566 posts, RR: 1
Reply 5, posted (1 year 10 months 6 days 4 hours ago) and read 15241 times:
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Quoting xdlx (Thread starter):

Parker has been waiting for this all his life. This is his moment. I would think he is ready to show all the skeptics/critics that he really knows what he is doing and he's gonna show the industry he and his airline were being underestimated all along. He will show people what the "ugly girl" is capable of, and may just about get the last laugh while at it.


User currently offlinepoint2point From United States of America, joined Mar 2010, 2766 posts, RR: 1
Reply 6, posted (1 year 10 months 6 days 4 hours ago) and read 15150 times:

With all of the differences of opinion going on in the subthreads of this merger, and predictions from a.netters that range the entire span from A to Z, I think that this would be a good thread to initiate the

"I Told You So" Awards.

Everyone gets to state their outlook, and five years from now, on 2/17/2018, everyone gets back together here with hindsight available....... and receive their "I Told You So" Award statuette........

And so the games begin........


 

[Edited 2013-02-17 17:40:21]

User currently offlineJayBird From United States of America, joined Mar 2001, 160 posts, RR: 0
Reply 7, posted (1 year 10 months 6 days 4 hours ago) and read 15056 times:
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3 different pilot unions?  

User currently offlineEddieDude From Mexico, joined Nov 2003, 7633 posts, RR: 42
Reply 8, posted (1 year 10 months 6 days 3 hours ago) and read 14844 times:

Quoting aacun (Reply 1):
Its American Airlines....... Not Airways.

I am pretty sure the user who started this thread knows that. It was probably a tongue-in-cheek comment to describe in two words the carrier that will result from the merger of American Airlines and U.S. Airways.

Quoting LONGisland89 (Reply 2):
On the surface, I don't think this merger will be any different from the DL/NW or UA/CO mergers.

Well, those two could not be any more different from each other. Whereas the DL and NW teams were able to successfully implement a rather seamless integration, things have been very different at UA.



Next flights: MEX-GRU (AM 77E), GRU-GIG (JJ A320), SDU-CGH (G3 73H), GRU-MEX (JJ A332).
User currently onlinebohica From United States of America, joined Feb 2004, 2749 posts, RR: 0
Reply 9, posted (1 year 10 months 6 days 1 hour ago) and read 14110 times:

Quoting EddieDude (Reply 8):
Quoting aacun (Reply 1):
Its American Airlines....... Not Airways.

I am pretty sure the user who started this thread knows that. It was probably a tongue-in-cheek comment to describe in two words the carrier that will result from the merger of American Airlines and U.S. Airways.

I prefer U.S. Airlines.  


User currently offlineatxpatriot811 From United States of America, joined Jan 2013, 13 posts, RR: 0
Reply 10, posted (1 year 10 months 6 days 1 hour ago) and read 13964 times:

Quoting JayBird (Reply 7):

I wish they'd put the squabbles on TV! I've got my popcorn ready!


User currently offlineLONGisland89 From United States of America, joined Jan 2006, 741 posts, RR: 0
Reply 11, posted (1 year 10 months 5 days 22 hours ago) and read 12076 times:

Quoting AA737-823 (Reply 4):
They'll take a page from UA's book, where we've seen 737's move to UA hubs operations, to take advantage of the strengths of that airframe, as well as A319/320 move to CO hubs, to take advantage of the strengths of that airframe.

This consolidation business is about maximizing revenue and minimizing cost. Operating one type at one hub and another type at another hub makes limited sense from a maintenance standpoint, and virtually no sense from a revenue/cost management standpoint.
In my opinion.

You hit the nail on the head with these comments. Couldn't agree more!

Quoting EddieDude (Reply 8):
Well, those two could not be any more different from each other. Whereas the DL and NW teams were able to successfully implement a rather seamless integration, things have been very different at UA.

I was speaking more in the context relating to CEO's egos in each merger. No doubt the US and AA integration will run into some tough spots of its own.

Quoting point2point (Reply 6):
"I Told You So" Awards.

Everyone gets to state their outlook, and five years from now, on 2/17/2018, everyone gets back together here with hindsight available....... and receive their "I Told You So" Award statuette........

And so the games begin........

Hmmmmmmm, a few random thoughts. I think it would be wise for AA/US to have a standard J product (the same cirrus seats) across its 77W, 77E, A332 and A333 fleet. - a la Cathay Pacific - and just keep F on the 77Ws. Of course US's envoy A330 seats are similar, so just some minor tweaking to be done to make it the same with what's on the 77W. I think it is a mistake for AA to have a different J seat on its 77E fleet.
Obviously the 762s are gone, remove the 763s from Europe and deep South America, and configure them for lower yielding domestic, Latin America, Caribbean etc. However, even with the extra slack in the 77E fleet due to the 77W, I'm not sure if US has enough A330s to cover all the long haul missions AA uses the 763 for. AA probably has no choice but to go ahead and stick with its plans for a new J product for the 767 (something along the lines of what DL is putting on its 767s would be nice).

My most bold "I told you so" prediction: PHL-TLV gone in favor of MIA-TLV...maybe JFK-TLV. (btw, didn't see it in the other threads but does the merger solve AA's "TLV issue"?)

[Edited 2013-02-17 23:13:19]

User currently offlineoldeuropean From Germany, joined May 2005, 2091 posts, RR: 4
Reply 12, posted (1 year 10 months 5 days 18 hours ago) and read 10618 times:

Quoting xdlx (Thread starter):
American Airlines ... 5 Years From Now?

Chapter 11?   



Wer nichts weiss muss alles glauben
User currently offlinejfk777 From United States of America, joined Aug 2006, 8500 posts, RR: 6
Reply 13, posted (1 year 10 months 5 days 16 hours ago) and read 9832 times:
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Quoting oldeuropean (Reply 12):
American Airlines ... 5 Years From Now?
Chapter 11?

That depends on the price and fuel, any terrorist acts and how the economy is doing. Trillion dollar deficits in Washington are bad for every industry.


User currently offlineAlnicocunife From United States of America, joined Mar 2011, 176 posts, RR: 0
Reply 14, posted (1 year 10 months 5 days 15 hours ago) and read 9398 times:

The integration of ALL of the computer, maintenance FF, etc... will take at least 5 years, I do not believe Delta is done yet.

Culture 10 years and I hope it is a combination of good qualities of all. This will pay the biggest dividend!!!! Solid unified, focused on customer satisfaction.

Cost to run the airline will be quite a bit higher (for a couple of years) Pay and multiple systems integration

Loss of jobs will be 10K+ people? Sad but a fact in mergers.

There are plenty of aircraft and types for increasing areas of deficiencies (Africa, Asia) I hope they make the best of it.

Good Luck Mr. Parker and ALL of the "New American" employees!. A very long journey that has great potential.


User currently offlinerbgso From United States of America, joined Jun 2006, 599 posts, RR: 0
Reply 15, posted (1 year 10 months 5 days 14 hours ago) and read 8420 times:

Quoting oldeuropean (Reply 12):
Chapter 11?   

That would be my guess as well.


User currently offlinexdlx From United States of America, joined Aug 2008, 683 posts, RR: 1
Reply 16, posted (1 year 10 months 5 days 13 hours ago) and read 8315 times:

Quoting Alnicocunife (Reply 14):

Inacurate..... DL is operating under one certificate, and all functions have been integrated.

Partially my point.... Mr. Parker was UNABLE to merge USAirways. They still operate like two divisions, west/east and where unable to attain the full benefit of that merger. The only credit I give Mr. Parker is that he realized USAirways could not survive by itself... thus he was willing to merge it with Aeroflot if necessary. His persistance paid off!.....
Now he best enjoy the champange, and look for some of the DL talent that made that merger happen, bring it onboard and enjoy his lifetime benefits..... IF AA is to achieve is true greatness.... DP must leave within 18months or the damage will be to great to reverse it.


User currently offlinecrAAzy From United States of America, joined Jan 2008, 803 posts, RR: 0
Reply 17, posted (1 year 10 months 5 days 13 hours ago) and read 8258 times:
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Quoting xdlx (Reply 16):

Partially my point.... Mr. Parker was UNABLE to merge USAirways. They still operate like two divisions, west/east and where unable to attain the full benefit of that merger. The only credit I give Mr. Parker is that he realized USAirways could not survive by itself... thus he was willing to merge it with Aeroflot if necessary. His persistance paid off!.....
Now he best enjoy the champange, and look for some of the DL talent that made that merger happen, bring it onboard and enjoy his lifetime benefits..... IF AA is to achieve is true greatness.... DP must leave within 18months or the damage will be to great to reverse it.

You do realize that it's just not Doug Parker that will be pulling this merger together right? There's a lot of experienced management in both companies, especially AA, when it comes to mergers.


User currently offlinexdlx From United States of America, joined Aug 2008, 683 posts, RR: 1
Reply 18, posted (1 year 10 months 5 days 12 hours ago) and read 7723 times:

Quoting crAAzy (Reply 17):

Ok lets review this statement AA expeirence in Mergers or Aquisitions.

RENO AIR....... destroyed the network and absorbed the fleet never to yield anything out of it but more S80 aircraft.

TWA ............... Destroyed STL and again did not yielded much more than route authorities from JFK....

I am not so sure that either company can be described as a lover of employee relations, and that is more than obvious and well recorded in their history.
I want AA to succeed...please do not get me wrong! However fresh blood will be needed to jump start the required TRUST that must permeate thru the company in order to make it a succesfull merger.


User currently offlineCody From United States of America, joined May 1999, 1932 posts, RR: 9
Reply 19, posted (1 year 10 months 5 days 12 hours ago) and read 7693 times:

If the US economy miraculously maintains itself (and I don't think it will) in five years..........

1. The only real remnant of US Airways will be former employees, most of the DCA operation, and some of the A319/320/321 fleet. US 757's and 767's will be gone and possibly A330's beginning to leave. A350 order will either be canceled or cut back in favor of 787's. I would bet canceled.

2. PHL will be cut way back. In five years PHL will be down to flights to DFW, ORD, MIA, CLT, DCA, LAX, BOS, LGA, JFK, PHX, Heathrow, Frankfurt, RDU, FLL, MCO, and SFO. In ten years it will be all but abandoned with flights to the hubs only. At that point you will hear the PHL Airport Authority talking like Pittsburgh does now. Phoenix will folllow the same path as PHL.

3. CLT won't be injured as much as PHL in five years, but by 10 it will be. In five years I guess they will be in the midst of "right-sizing" and they will call it a focus city. You will be in the beginning of hearing things like, "we are removing the evening bank of flights" and ending Brazil and the islands. Then they will say, "we' are cutting it back more and connecting people through MIA, DCA, DFW and JFK instead." Then they will say, "We've cut it back so far it is no longer profitable". Then it will one day just be gone. CLT will die the same slow death as STL.

4. MTX in PIT gone.

5. American Eagle divested completely into what is left of Republic (major changes coming for that company I think). It will consist of EMB 175's and a few EMB 145's with the latter on it's way out fast. Who knows, they may sign some short-term the deal with SkyWest by then as well. I predict in 10 years no more Eagle at all.

6. If the C-Series makes it out of production, it will be on property at the mainline by way of the Republic order.

7. The fleet will be inner-mixed everywhere, except ORD will have a big emphasis on the EMB 175's.

8. MIA and DFW grow some, the rest of the former AA hubs look about the same.

9. A few cities added in Asia and the Pacific Rim from DFW and ORD.


User currently offlinebrilondon From Canada, joined Aug 2005, 4416 posts, RR: 2
Reply 20, posted (1 year 10 months 5 days 9 hours ago) and read 6074 times:

Non existent. They will not recover form the bad management decisions of the new management team and the New DeltablueUnited Air will have a monopoly.


Rush for ever; Yankees all the way!!
User currently offlineckfred From United States of America, joined Apr 2001, 5309 posts, RR: 1
Reply 21, posted (1 year 10 months 5 days 8 hours ago) and read 5901 times:

Quoting xdlx (Reply 18):
Ok lets review this statement AA expeirence in Mergers or Aquisitions.

RENO AIR....... destroyed the network and absorbed the fleet never to yield anything out of it but more S80 aircraft.

TWA ............... Destroyed STL and again did not yielded much more than route authorities from JFK....

I am not so sure that either company can be described as a lover of employee relations, and that is more than obvious and well recorded in their history.
I want AA to succeed...please do not get me wrong! However fresh blood will be needed to jump start the required TRUST that must permeate thru the company in order to make it a succesfull merger.

Reno Air was a great buy at the time. But no one, except for Warren Buffet, saw the tech and dot.com sectors collapsing in early 2000. From what people at AA tell me, dot.com executives were flush with IPO cash and flying a lot, often on walk-up fares or in first class. By the same token, tech took a hit, because so many computer users had planned for Y2K. By the end of Q1 2000, people were in good shape in terms of technology, and tech companies just weren't flying employees as they had in 1998 and 1999.

TWA was also a great buy at the time. The summer of 2000 was miserable at ORD. It was one of the stormiest summers that I remember, and I have lived in the metro area since 1962. It seems every day, there were severe storm watches and warnings on The Weather Channel crawler.

Having another hub 300 miles away made sense, because there was no timetable for the ORD modernization plan, and the delays were getting worse, as more traffic was being stuffed into the airport. The modernization plan was still being tied up in court by the various suburbs who were adament that Chicago needed a third airport, instead of a larger ORD. Peter Fitzgerald had been elected to the U.S. Senate with backing from suburban Republicans who wanted the ORD expansion halted at the federal level. Plus, TWA had a lot of European route authorities that AA wanted badly.

What made the merger a bad idea was:

a) the feds rejecting the UA/US merger. AA was going to swap TW's 757s with P&W engines for US's 757's with RR engines. Then, it was going to lease some of the F100s to DC Air while taking delivery of the 717s that TWA ordered.

b) 9/11. Even today, ORD has fewer operations and fewer passengers than compared to 2000 through 2003.

c) U.S-E.U. Open Skies agreement. Who needs route authorities, when the U.S. and the E.U will allow U.S. and Euro Zone carriers to serve what ever cities they wish?

As for the US-AA merger, from what I read, Doug Parker seems to be more open with his employees than AA employees have had with Horton, Arpey, and Cary. If they have someone who is as open and honest as Bob Crandall was, but without the brusqe personality, I think AA can do very well.

Obviously, AA and US unions need to deal with all of the seniority issues quickly and get a single list for each labor group.

Between the new scope clause in the AA-APA contract, the A319s arriving, the current US fleet, and the aircraft AA has on order, AA will be able to right-size its operations across the network, especially at ORD. ORD really started to have issues, when there was no plane between the MD-80 and the CRJ.


User currently offlineripcordd From United States of America, joined Apr 2000, 1197 posts, RR: 1
Reply 22, posted (1 year 10 months 5 days 8 hours ago) and read 5800 times:

Quoting xdlx (Reply 18):

AA did merger with Reno or TWA they bought them both, looking back both were horrible mistakes. STL was gone cause they didnt have enough o/d to support AA's higher costs and with hubs just north and a little south of it was a no brainer to pull it down. If AA did not buy TWA all those employees would have lost everything they had cause nobody was going to buy them.


User currently offlinecommavia From United States of America, joined Apr 2005, 11973 posts, RR: 62
Reply 23, posted (1 year 10 months 5 days 8 hours ago) and read 5730 times:

Quoting ckfred (Reply 21):
Reno Air was a great buy at the time. But no one, except for Warren Buffet, saw the tech and dot.com sectors collapsing in early 2000.

No it wasn't. Reno Air was a stupid decision, before the tech bubble burst. That merger was based on the misguided (some might say arrogant) assumption that AA could compensate for dramatically elevating QQ's costs by dramatically elevating revenue from combining the QQ intra-west network (LAX/SJC) with AA's global network. Problem is that never happened - the costs went up, but the revenue didn't.

Quoting ckfred (Reply 21):
TWA was also a great buy at the time.

There were certain assets TWA had that were valuable at the time, but of course in hindsight it would have been far better for AA to have simply let TWA fail - which apparently was weeks off when AA entered the picture.

Quoting ckfred (Reply 21):
As for the US-AA merger, from what I read, Doug Parker seems to be more open with his employees than AA employees have had with Horton, Arpey, and Cary. If they have someone who is as open and honest as Bob Crandall was, but without the brusqe personality, I think AA can do very well.

Parker does seem to have a congenial, down-to-earth style. That should serve him well at AA. He doesn't seem to have made too many friends among the US unions, but of course the whole labor dynamic is set to change now.

Quoting ckfred (Reply 21):
Obviously, AA and US unions need to deal with all of the seniority issues quickly and get a single list for each labor group.

It will be interesting to see how painful SLI is.

Quoting ckfred (Reply 21):
Between the new scope clause in the AA-APA contract, the A319s arriving, the current US fleet, and the aircraft AA has on order, AA will be able to right-size its operations across the network, especially at ORD. ORD really started to have issues, when there was no plane between the MD-80 and the CRJ.

Agreed. AA is now finally free to respond in a competitively viable way across its network, including in Chicago. The union contracts that for the better part of a decade contributed to AA's struggles to respond to the changes in the competitive environment are now finally gone. It will be interesting to see what AA is now able to do with this new freedom, and scale.


User currently offlineBHMNONREV From Australia, joined Aug 2003, 1383 posts, RR: 4
Reply 24, posted (1 year 10 months 5 days 8 hours ago) and read 5579 times:

Quoting commavia (Reply 23):
There were certain assets TWA had that were valuable at the time, but of course in hindsight it would have been far better for AA to have simply let TWA fail - which apparently was weeks off when AA entered the picture.

Actually, it was days if you believed my late father (37+ years with TW and AA). In fact, he told me that TW had 48 hours when the deal was announced before they went under. I was certainly a TWA fan boy, but to all of those in STL who bashed AA after the deal was made it was a case of sour grapes. It gave quite a few TW employees continued employment (with substantial pay raises to boot). The alternative was to see thousands unemployed immediately after TW went belly up, with AA, DL, UA, etc left to pick at the remains of the dead carcass.

The closing of the STL hub was just a matter of time, in fact I'm surprised it lasted as long as it did.


25 brooklynchris13 : Five Years On... First Tier Hubs: DFW*, MIA*, [domestic and int'l Connections; good local O/D, full scope hub] Second Tier Hubs: JFK (NYC O/D, moderat
26 ckfred : But, AA was making a ton of money out flights out SJC. Even if coach was a third empty, a lot of seats in coach were walk-up fares or 3-day fares, an
27 brilondon : He has the tools to make a really great airline, but his track record is not so great in terms of getting the most out of an airline.
28 brooklynchris13 : Perhaps, but thankfully one person does not an airline make. Especially given the intricate nature of this deal, there will be many people pushing fo
29 Austwin : I think PHX will play a very important role in the future. Right now it has a huge O/D market. The future growth projections for the population are to
30 american 767 : Also keep in mind that LAX is the gateway to Hawaii, that's where most direct flights to Hawaii originate from. And what about the B763s? So far 58 o
31 BoeingGuy : Yes, for six months in 2001. They also flew SJC-CDG for the same time period. Not sure it directly had anything to do with the QQ purchase. AA canned
32 Pu : Yes, a larger network does not equal an enhanced revenue premium compared to the competition, not in the 1990s and even less so today. To think a big
33 LDVAviation : That wasn't the rationale at all. AA had offloaded its intra-west network from San Jose to Reno. The decision to offload those flights was done with
34 ripcordd : PHX will be a hub that will just support it's O/D in 5 years I think someone posted that they are doing 60-70% of connecting passengers thru PHX now
35 macsog6 : Just for the record, American Airways was the name of the carrier that E.L. Cord acquired in 1934 and changed the name to American Air Lines. Cord th
36 brooklynchris13 : I thought quite a bit about the 763s. I could see a scenario with some type of accelerated retirement of these, especially if they could find homes (
37 AeroWesty : While anything could happen as a result of the merger, I thought I've read that the 763s were earmarked for returning widebody service to the Caribbe
38 Post contains images vegas005 :
39 Austwin : This article states the belief by the Oneworld CEO that the three current US hubs could see increased international flying once the merger with Americ
40 bmacleod : Any idea of when AA's 787s will arrive? No doubt this battery mess will push back delivery dates even further.....[Edited 2013-02-21 10:40:38]
41 seatback : I think we're looking at the end of 2014. I'm not sure there will be much of a delay since Boeing didn't stop production.
42 N737AA : Yep 3Q 2014 N737AA
43 goldenstate : And of course they are never wrong about anything. I'm sure that PHX and PHL will completely transform AA's revenue performance and stop the bleeding
44 bobnwa : I believe that a majority of the member would place the blame on the US,HP pilots for not competing the merger. Who knows what will happen with a thi
45 brooklynchris13 : Maybe, in combination with so many other factors, the desire of US to solve its remaining workforce issues was a driving factor behind a merger. If me
46 xdlx : The ONLY WAY is DOE & DOB but as stated by bobnwa SOMEONE IS NOT GOING TO BE HAPPY...!!!!
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