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AA/US - Chances Of Opening An Asia Hub?  
User currently onlinedirtyfrankd From United States of America, joined Apr 2011, 193 posts, RR: 0
Posted (1 year 10 months 3 days 20 hours ago) and read 10704 times:

Both DL and UA have hubs at NRT. What are the changes of the new AA opening up an Asian hub in order to beef up its very lacking presence in that continent?

[Edited 2013-02-17 18:46:41]

98 replies: All unread, showing first 25:
 
User currently offlineUnited1 From United States of America, joined Oct 2003, 6131 posts, RR: 9
Reply 1, posted (1 year 10 months 3 days 20 hours ago) and read 10688 times:

Quoting dirtyfrankd (Thread starter):

Both DL and UA have hubs at NRT. What are the changes of the new AA opening up an Asian hub in order to beef up its very lacking presence in that continent?

Very small chance...it's not really needed as they have a joint venture with JL which gives them a defacto hub at NRT and a strong codeshare partner with CX as well.



Semper Fi - PowerPoint makes us stupid.
User currently onlinedirtyfrankd From United States of America, joined Apr 2011, 193 posts, RR: 0
Reply 2, posted (1 year 10 months 3 days 20 hours ago) and read 10577 times:

Quoting United1 (Reply 1):

Very small chance...it's not really needed as they have a joint venture with JL which gives them a defacto hub at NRT and a strong codeshare partner with CX as well.

UA has a partner at NRT in NH and DL has a partner at ICN in KE, yet both airlines have hubs in Asia? Is there a reason they do it successfully and the new AA shouldn't? What if AA were to open a hub at PEK or PVG or something, maybe that would be the answer to Oneworld's weak presence in China?


User currently offlineCubsrule From United States of America, joined May 2004, 23297 posts, RR: 20
Reply 3, posted (1 year 10 months 3 days 19 hours ago) and read 10561 times:

Quoting dirtyfrankd (Reply 2):
Is there a reason they do it successfully and the new AA shouldn't?

Define successful. Certainly, both carriers are increasingly trying to overfly the NRT hubs, which are basically historical relics.



I can't decide whether I miss the tulip or the bowling shoe more
User currently offlineLAXdude1023 From India, joined Sep 2006, 7804 posts, RR: 25
Reply 4, posted (1 year 10 months 3 days 19 hours ago) and read 10521 times:

Between zero and one percent.


Stewed...Lewd...Crude...Irreverent...Belligerent
User currently offlineUnited1 From United States of America, joined Oct 2003, 6131 posts, RR: 9
Reply 5, posted (1 year 10 months 3 days 19 hours ago) and read 10509 times:

Quoting dirtyfrankd (Reply 2):
UA has a partner at NRT in NH and DL has a partner at ICN in KE, yet both airlines have hubs in Asia? Is there a reason they do it successfully and the new AA shouldn't?

...both airlines had hubs at NRT before they formed alliances in the region. UA has been slowly shrinking its dependence on NRT and launching overflights and even DL has to an extent started doing the same thing. I am sure that AA will add more flights to Asia over the next few years but their is virtually no chance, as their is no need, for them to open a hub in Asia.

Quoting dirtyfrankd (Reply 2):
What if AA were to open a hub at PEK or PVG or something, maybe that would be the answer to Oneworld's weak presence in China?

They would not be able to open hubs in either cities as the US and China do not have open skies in place...AA can fly to both of those cities but not beyond as both UA and DL can from NRT.



Semper Fi - PowerPoint makes us stupid.
User currently onlinesteex From United States of America, joined Jun 2007, 1761 posts, RR: 9
Reply 6, posted (1 year 10 months 3 days 19 hours ago) and read 10487 times:

Quoting dirtyfrankd (Reply 2):
UA has a partner at NRT in NH and DL has a partner at ICN in KE, yet both airlines have hubs in Asia? Is there a reason they do it successfully and the new AA shouldn't? What if AA were to open a hub at PEK or PVG or something, maybe that would be the answer to Oneworld's weak presence in China?
Quoting Cubsrule (Reply 3):
Define successful. Certainly, both carriers are increasingly trying to overfly the NRT hubs, which are basically historical relics.

As Cubsrule notes, the two hubs at NRT are there largely because of inertia at this point. Both airlines are attempting to reach a point where any routes commercially viable as non-stops from the USA are flown that way instead, only maintaining intra-Asia flying from NRT where it makes sense. UA is many years ahead of DL in this matter, owing largely to superior US hubs from which to overfly NRT (namely SFO).

Additionally, China would be a very undesirable place for such an operation. American wouldn't be allowed to fly intra-China routes or TPE. It would also be virtually impossible to get enough appropriately timed slots from the Chinese government at an airport like PEK to allow two banks similar to what UA/DL operate at NRT. Frankly, it would be hard just to get enough slots that would be commercially desirable from a scheduling perspective for USA-PEK flights (look at AA's struggles to get desirable times for even its existing portfolio), let alone the additional flights needed for beyond-PEK flights.


User currently offlineAeroWesty From United States of America, joined Oct 2004, 20822 posts, RR: 62
Reply 7, posted (1 year 10 months 3 days 19 hours ago) and read 10484 times:

The time for U.S. carriers to organically grow an Asian hub has truly passed. Being this late to the game in terms of Asia, AA has little left other than feeding the hubs of its partners, then codeshare to a wide and varied array of destinations which alone aren't able to support direct flights from any of AA's U.S. hubs yet.

AA should be putting its own metal into HKG, where CX may carry passengers onward as JL does at NRT, as has been discussed here many times before.



International Homo of Mystery
User currently onlineRoseflyer From United States of America, joined Feb 2004, 9804 posts, RR: 52
Reply 8, posted (1 year 10 months 3 days 19 hours ago) and read 10428 times:

The NRT hubs date back to post WWII reconstruction. NRT is so slot restricted that DL being the third largest airline cannot be surpassed by a regional domestic airline. If it weren't for the slot situation and historical routes, tere would be no UA OR DL hubs there.

Such a situation no longer would happen. AA could grow PHX into an international hub, but the local market is heavily biased towards domestic routes. Other than PHL and PHX gaining NRT or China service, I doubt there will be any Asian expansion. There is a small chance of DFW or PHX getting SYD but I have few hopes.



If you have never designed an airplane part before, let the real designers do the work!
User currently offlinecommavia From United States of America, joined Apr 2005, 11967 posts, RR: 62
Reply 9, posted (1 year 10 months 3 days 19 hours ago) and read 10413 times:

Quoting AeroWesty (Reply 7):
The time for U.S. carriers to organically grow an Asian hub has truly passed.

I think the time for U.S. carriers to have Asian hubs - grown organically or otherwise - has passed in general.

Quoting AeroWesty (Reply 7):
Being this late to the game in terms of Asia, AA has little left other than feeding the hubs of its partners

AA may be late to the game, but that's got nothing to do with why an Asian hub makes little economic sense. Thus why the two airlines "early to the game" have both been actively deemphasizing their Asian hubs for years.

Quoting AeroWesty (Reply 7):
then codeshare to a wide and varied array of destinations which alone aren't able to support direct flights from any of AA's U.S. hubs yet

The places I think AA would struggle to fly their own metal nonstop from the U.S. are the markets that are either quite low-yielding (MNL, TPE) or too far to be flown profitably (SIN, BKK). As was already alluded to, UA can make some of these work nonstop because they control the single best U.S.-Asia hub - SFO. DL might - might - be able to make some of these work from SEA. In my mind, all 4 of these markets are inaccessible to AA.

The other key East Asia markets (TYO, ICN, PEK, PVG, HKG), however, is a different story. AA already flies to 4 of those 5 with a total of 8 flights per day. AA needs to add HKG, and then they will have what I think is a fairly competitive overall network to Asia when coupled with their JAL JBA, and the CX codeshare.


User currently offlineCubsrule From United States of America, joined May 2004, 23297 posts, RR: 20
Reply 10, posted (1 year 10 months 3 days 19 hours ago) and read 10398 times:

Quoting steex (Reply 6):
Both airlines are attempting to reach a point where any routes commercially viable as non-stops from the USA are flown that way instead, only maintaining intra-Asia flying from NRT where it makes sense.

  

We've also seen some limited use of other stopping points, such as HKG for SGN on UA and NGO for MNL on DL (and NW before them).



I can't decide whether I miss the tulip or the bowling shoe more
User currently offlineAeroWesty From United States of America, joined Oct 2004, 20822 posts, RR: 62
Reply 11, posted (1 year 10 months 3 days 19 hours ago) and read 10303 times:

Quoting commavia (Reply 9):
AA may be late to the game, but that's got nothing to do with why an Asian hub makes little economic sense. Thus why the two airlines "early to the game" have both been actively deemphasizing their Asian hubs for years.

I take a bit wider view of 'Asia' and include Guam. In my opinion, Guam will continue to grow as a successful outpost for UA, as the balance of military operations in the Pacific establishes itself on the island. It will make perfect sense for UA to continue to develop GUM to serve Asia and the U.S. territories in the region. I doubt at this point in time that AA or any other U.S. carrier would be able to take advantage of a similar hub, with the rich history CO and UA developed over the years in this particular region.



International Homo of Mystery
User currently offlineinfinit From Singapore, joined Jul 2008, 610 posts, RR: 2
Reply 12, posted (1 year 10 months 3 days 19 hours ago) and read 10254 times:

As Commavia suggested, I think the US airlines have a good-enough presence in North Asia. But they're understandably poor in South East Asia/The 10-member ASEAN region which is now the fastest growing in Asia. Indonesia is expected to become the 8th largest economy by 2030, Vietnam and Myanmar are fast growing as well. Surely there should be enough of a demand to serve SIN or BKK.

I guess SQ's soon-to-be terminated ULH A345-served SIN-LAX and SIN-NYC routes aren't a good testament but is there a chance AA might be able to fly non-stop to SIN profittably?

Presently both Delta and United fly SIN-NRT.

About NRT not sufficing, note that many international airlines now fly to Haneda and it is significantly nearer to the city


User currently offlinePHX787 From Japan, joined Mar 2012, 7959 posts, RR: 19
Reply 13, posted (1 year 10 months 3 days 18 hours ago) and read 10156 times:

IMO if it happens, it won't be LAX, because LAX is overly-saturated with asian service, and as you can tell with UA, it's starting to have an impact on loads.

Thinking like this.....guess what airport i'm going to suggest  

HINT---it's in my username 



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User currently offlineAeroWesty From United States of America, joined Oct 2004, 20822 posts, RR: 62
Reply 14, posted (1 year 10 months 3 days 18 hours ago) and read 10132 times:

Quoting PHX787 (Reply 13):
Thinking like this.....guess what airport i'm going to suggest

I believe general wisdom is going with that the OP was suggesting a hub situated on the other side of the Pacific. Not a U.S. gateway to Asia.



International Homo of Mystery
User currently offlinePHX787 From Japan, joined Mar 2012, 7959 posts, RR: 19
Reply 15, posted (1 year 10 months 3 days 18 hours ago) and read 10113 times:

Quoting AeroWesty (Reply 14):
I believe general wisdom is going with that the OP was suggesting a hub situated on the other side of the Pacific. Not a U.S. gateway to Asia.

Ohhhhhh i see.

in that case, not gonna happen, unless this new airline makes some serious business deals with JL.



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User currently offlineLAXintl From United States of America, joined May 2000, 26128 posts, RR: 50
Reply 16, posted (1 year 10 months 3 days 18 hours ago) and read 10080 times:

The name of the game is to go nonstop.

The Narita hubs for DL and UA are primarily a thing of yesterday with both carriers (UA being faster) sheding such tag operations.

Its a bit like the olden days with US carriers having hubs in Europe with a cadre of 727s. As soon as small twins arrived which allowed nonstops, the 727 tag flying died.


Having said all this - AA does have a huge Pacific handicap. As of last summer it only had embarrassing 4.8% market share amongst US carriers in this hugely important and growing region.

Yes AA it does have its JAL JV, but who knows how much that can help plug the holes. Also seemingly CX is not much of a benefit choosing to do its own thing ignoring its OW partners.



From the desert to the sea, to all of Southern California
User currently offlineCoronado From United States of America, joined Jun 1999, 1212 posts, RR: 2
Reply 17, posted (1 year 10 months 3 days 17 hours ago) and read 9963 times:
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At $100+ fuel I have a hard time understanding this compulsion that in the future all flights from the US to Asia will all be point to point. If a compelling case could me made that fuel will in the future become only 10-15% of CASM I can buy this reasoning. If not simple geography dictates that a northeastern Asia point such as NRT or ICN will continue to be necessary and I will expect greater use of VLA's because their per pax CASM is so compelling.

related thought. The 787 when finally rolled out in decent numbers will be mostly deployed as a 767 replacement. If a 767 route is profitable think how much more profitable it can become with an aircraft with a 10-20% lower fuel burn per pax.



The Original Coronado: First CV jet flights RG CV 990 July 1965; DL CV 880 July 1965; Spantax CV990 Feb 1973
User currently onlinesteex From United States of America, joined Jun 2007, 1761 posts, RR: 9
Reply 18, posted (1 year 10 months 3 days 16 hours ago) and read 9799 times:

Quoting Coronado (Reply 17):
At $100+ fuel I have a hard time understanding this compulsion that in the future all flights from the US to Asia will all be point to point. If a compelling case could me made that fuel will in the future become only 10-15% of CASM I can buy this reasoning. If not simple geography dictates that a northeastern Asia point such as NRT or ICN will continue to be necessary and I will expect greater use of VLA's because their per pax CASM is so compelling.

I don't think people think flights will be point-to-point, but rather hub-to-point or hub-to-partner-hub. If an airline can fly USA hub to Asia spoke profitably, that's the place to be. If a market can't sustain a non-stop flight from the USA, the airline may well be better off leaving that market and shuttling passengers to a partner on the other side of the ocean. Some markets are commercially viable one-stop and not viable non-stop, for those markets you maintain stopping points. However, that need not always be the same city even - look at SQ and its use of many cities, both in Asia and Europe, as stopover points on the way to the USA.


User currently offlineANA787 From United States of America, joined Jun 2012, 342 posts, RR: 0
Reply 19, posted (1 year 10 months 3 days 15 hours ago) and read 9655 times:

PDX would be a great choice as an Asian hub. Easily can use 767s and a330s to reach several Asian destinations nonstop.
PDX-PEK
PDX-NRT
PDX-ICN
PDX-KIX
PDX-PVG
PDX-TPE
PDX-HKG


User currently offlineBigGSFO From United States of America, joined Jun 2005, 2951 posts, RR: 6
Reply 20, posted (1 year 10 months 3 days 14 hours ago) and read 9525 times:

Quoting ANA787 (Reply 19):

PDX would be a great choice as an Asian hub. Easily can use 767s and a330s to reach several Asian destinations nonstop.
PDX-PEK
PDX-NRT
PDX-ICN
PDX-KIX
PDX-PVG
PDX-TPE
PDX-HKG

As much as I'd love to see all of this service from PDX, I can't see it happening. We already have NRT and it's my understanding that it performs well. I can see ICN at some point in the next few years, but other than that, we probably won't see much else for a long, long time.


User currently offlineCubsrule From United States of America, joined May 2004, 23297 posts, RR: 20
Reply 21, posted (1 year 10 months 3 days 8 hours ago) and read 9179 times:

Quoting steex (Reply 18):
Some markets are commercially viable one-stop and not viable non-stop, for those markets you maintain stopping points. However, that need not always be the same city even - look at SQ and its use of many cities, both in Asia and Europe, as stopover points on the way to the USA.

Agreed, but I'm not sure that, once the 787 and 350 are up and running, that will be true of many routes. SFO-SIN, for instance, is probably doable on a 787 with the full advertised 8200 nm range, as are SFO-MNL, SFO-BKK and SFO-CGK. I admit a couple of those will have yield issues, but the aircraft to fly them will exist.



I can't decide whether I miss the tulip or the bowling shoe more
User currently offlineAAIL86 From Finland, joined Feb 2011, 428 posts, RR: 3
Reply 22, posted (1 year 10 months 3 days 3 hours ago) and read 8909 times:

Quoting Roseflyer (Reply 8):
There is a small chance of DFW or PHX getting SYD but I have few hopes.
DFW already has SYD service on QF.

Agreed that it would be almost impossible for PHX to get OZ service though.

[Edited 2013-02-18 11:19:08]


Next
User currently offlineMAS777 From United Kingdom, joined Jul 1999, 2937 posts, RR: 6
Reply 23, posted (1 year 10 months 3 days 2 hours ago) and read 8825 times:

Quoting United1 (Reply 1):

And AA starts their codeshare with Malaysia Airlines soon which opens up Southeast Asia to AA/US passengers...


User currently offlinefoppishbum From Taiwan, joined Mar 2006, 858 posts, RR: 0
Reply 24, posted (1 year 10 months 2 days 23 hours ago) and read 8474 times:

I know this is wishful thinking but I wish AA/US would open an Asia hub in TPE. Well, I mostly would like a 3rd airline to chose from when I do JFK to TPE or LAX to TPE A lot of Taiwanese I know are fed up with CI and BR but are stuck flying them for direct flights to LAX or JFK. The oligopoly (did I use the term correctly?) gives CI and BR to fix prices for their North American routes.   UA is doing SFO to TPE direct in April...maybe AA/US should start to enter the TPE market with LAX to TPE.


I'm a Taiwanese-American living in NYC and LA.
25 airdfw : Can 77W do this job from DFW?
26 LAXintl : Without home carrier partnership it stands little chance. With BR headed to Star and CI in Skyteam, AA would be left by itself. Sure it might one day
27 ChazPilot : Certainly OW's China presence isn't that of *Alliance or Skyteam, but not sure it's "weak." Between CX's service to the major cities, plus KA's route
28 DeltaMD90 : As others have pointed out, you basically have a very strong UA in NRT (with ANA,) AA at NRT (through JL,) and a moderate DL with no partner at NRT bu
29 PHX787 : I wanna know how this flight is doing. IIRC this route is the loooooongest route QF flies and I'd assume it would require a lot of weight penalties f
30 LAXintl : CX and KA might both indeed be great airlines, however neither does do too much cooperatively with its OW partners. Also as a side note, for those co
31 usflyer msp : I really don't see how MH helps AA. KUL is a useless hub for North Americans. It is at least 2-stops (usually 3) from anywhere in the US to SE Asia v
32 Viscount724 : I think the arrival of the alliances and code-sharing was even more important as it then made more sense to use your alliance partners for the tag se
33 IrishAyes : DL noted in their earnings call for last quarter that the majority of its sagging transpac revenue performance recently hailed from its Japan routes.
34 Post contains images foppishbum : HKG, NRT, and SIN has higher yields because the homebase airlines have more extensive routes than CI and BR. Unless one is travelling to a more rural
35 usflyer msp : I am not following you here. HKG, NRT, and SIN have higher yields because they are global financial centres (banking = lots of C and F demand) while
36 quiet1 : I thought UA's SFO-TPE service was going to be daily?
37 foppishbum : I'm sure most tourists visiting Asian destinations that cannot be reached with direct flights don't decide where to make the connection by the magnit
38 foppishbum : I may have remembered the info incorrectly. Sorry!
39 usflyer msp : I don't think we are agreeing on what yield means. In my mind, there is no way yields can increase and fares can decrease at the same time. Yield mai
40 steex : The point is that business traffic is high yielding, tourist traffic is traditionally lower yielding. HKG, NRT, SIN, etc, see a much larger proportio
41 foppishbum : I edited and added some info regarding C cabin demands. It's actually pretty high. I can't say the same for F but C demand is pretty high.
42 foppishbum : Okay. That much I understand. I guess what I'm trying to say is that consumers always want to pay less regardless of business traffic or not. I'm no
43 jayunited : I don't think AA will open an Asia hub Both DL and UA have slowly been flying by NRT choosing instead to offer nonstop flights from to select airports
44 Post contains links dirtyfrankd : Thanks for clearing up the viability (or lack thereof) of starting an Asia hub. On a slightly different note, I was looking through the http://newamer
45 IrishAyes : That is DEFINITELY bizarre, as it says: Service to 5 destinations including Beijing, Seoul, Tokyo Narita, Tokyo Haneda, Hong Kong, and Shanghai ...an
46 AeroWesty : Odd, I don't see that text at all, neither is HKG on the "Where Can I Fly?" map.
47 AADC10 : It is difficult to open a hub in a foreign country. Most countries have tight restrictions on flights to third countries, usually restricting them to
48 MAH4546 : While this is true, fares from the Southern U.S. to Taiwan are surprisingly high - especially Houston and Miami.
49 dirtyfrankd : Go to the link and when the map populates click on Asia. You will see it under the first bullet point.
50 AeroWesty : Ah, gotcha. I was clicking on the U.S., thinking HKG would be listed as a destination from here. I see it now—don't know what to make of it.
51 mayor : This was one of Ron Allen's pet ideas at DL in the late 80s or early 90s, IIRC. I think the advent of "Leadership 7.5" put a stop to it.
52 IrishAyes : This would have been a sheer utter disaster. The Taiwanese aviation environment has been turned on its head so many times over the past few years wit
53 flyinghippo : Nope. They have higher yields because they have higher demand in the front of the plan (F/C seats) Unless TPE becomes a major financial/industrial/te
54 flyinghippo : AA should be using their partnership with JL in NRT to serve N. Asia/China, and CX to SE Asia via HKG. If AA wants their OWN hub for Asia, their best
55 AeroWesty : Even though as a resident of the market PDX serves, I would benefit directly from the increased service, I don't believe PDX would work as a multi-fl
56 MAH4546 : AA has LAX - while a segmented market that nobody domaintes, AA+US is the largest carrier at LAX, largest revenue share and largest O&D carrier.
57 IrishAyes : The concept sounds great on paper, but would fail miserably in practice, because there are too many missing critical elements. First, AA (or US) woul
58 planespotting : With combined AA and US feed from west of DFW/west of ORD I could see this working out. Combine pax from the Midwest, Plains, Mountains and Southwest
59 HPRamper : Is AS an LCC? I thought their costs were fairly high. And WN has a decent presence at PDX but certainly not anything to scare another carriers into a
60 etops1 : On the Day the merger was announced . Doug Parker hosted an employee meeting in PHX later that day . The question was risen wether there is opportunit
61 PHX787 : If this is true, I hope it happens. DL and UA don't have good enough products to Japan.
62 etops1 : It's true . I wish I could post the video on here but it's in our company employee site and restricted to public view .
63 dirtyfrankd : Would AA's product be all that much better?
64 Post contains images PHX787 : Never flew AA, but I am assuming all of them are in the process of updating the interiors. This is for the " Merger effects-interiors" thread though,
65 MAH4546 : Asia will obviously see expansion. To tell employees it will happen from PHX is just one big lie. Not going to happen with it smushed between Los Ang
66 LAXintl : low fare = low yield. high fare = high yield. I could see a PHX-NRT. I think the the future size and scope of PHX as a hub will have much to do with
67 coreyrust : Forgive me if this has been said, but in regards to the hub idea in PDX (I am biased as a resident here), I agree completely with the lack of O&D
68 etops1 : Why is that a lie ? You are not running the airline and have no idea what the plans are .
69 MAH4546 : I'm sure Memphis, Cincinnati, Las Vegas, St. Louis and Pittsburgh all agree with you there. Phoenix will be joining the club, and the suits at US/AA
70 foppishbum : It sucks that pretty much everyone think the potential for TPE is very low. I know it's not a huge financial center nor a legitimate "country's" capit
71 Post contains images hoons90 : Would ORD not be more likely than LAX? I can't think of any AA intercontinental destination served solely from LAX. NRT and PVG have flights to other
72 PHX787 : I wanna know why people have been allocating PDX to AA.... I thought that used to be with DL? As long as PHX's growth is maintained, a flight to Asia
73 BigGSFO : If anything, I can see Tokyo especially with the JV with JL. PHX could be a good gateway to LAS and other points in the desert that see traffic to/fr
74 etops1 : I am very well aware of Airline business realities . I just think you think you know things you simply just don't . I think your going to be extremel
75 PHX787 : Nope, as far as I know. the BA departs in the evening anyway when it's a bit cooler. The runway is sufficient enough. We're not as hot as Riyadh wher
76 Post contains links LAXintl : Here is some insight at to AA thinking about the Pacific From employee Q&A this week. Q. How soon will the new American (American plus US Airways)
77 mercure1 : What make American Airlines miss opportunity to grow Pacific rim destinations ? Seems since 1980s US carrier focus growing in market like Pacific, but
78 IrishAyes : There have been a number of reasons why AA's growth in Asia has been lethargic over the past few decades. Some of it is AA's fault, some of it is not
79 BigGSFO : Agreed. It seems now they appear to want LAX to be that primary gateway, but they have been sluggish to make it anything meaningful and even as such,
80 LAXintl : Personally I believe the ship sailed long time ago for US carriers to mount large scale trans pacific operations from LAX to Asia. The market while la
81 QatarA340 : Can AA partner up with Qatar Airways in Doha and expand its West Asian services at least? It can fly one or two daily flights and then team up with QR
82 TWA772LR : Didn't NW announce MEM-NRT to start when the 787s came online? I can really see at least a PHX-NRT service when the 787s and/or A350s get delivered.
83 Post contains images commavia : AA was never as aggressive with regards to Asia than it was to Europe in the 1980s when it used a combination of steadily-liberalizing bilaterals and
84 EricR : What make American Airlines miss opportunity to grow Pacific rim destinations ? Seems since 1980s US carrier focus growing in market like Pacific, but
85 LAXintl : I'm not sure how you derive that - LAX is a larger gateway to the Far East - about 23% larger. We had a discussion previously about it, but here agai
86 commavia : I meant that SFO is by far the best hub as a combination of the economic, demographic and geographic elements. Economically, the SFO local market isn
87 PSA727 : PHX-NRT service? Are people serious??? Right now AA is serving NRT from LAX and DFW. What niche does starting a flight from PHX fill? But more importa
88 jfk777 : Phoenix should have Tokyo service because its a large enough hub. With AA and US why couldn't a 787 work ? But its not going to ever be LAX, SFO or O
89 realsim : AA flies to Tokyo from LAX, DFW, ORD and JFK. I don't doubt that there will be some Asian expansion from LAX now that AA has been building a stronger
90 commavia : Two things wrong with that, in my view: first, PHX should have a NRT flight if it makes economic sense, not merely on the basis of the hub being rela
91 EricR : PHX-NRT service? Are people serious??? Right now AA is serving NRT from LAX and DFW. What niche does starting a flight from PHX fill? But more importa
92 LAXintl : US Airways has expressed interest in Tokyo several times. Also remember as part of the DCA/LGA slot swap version-1, US was to get a NRT slot pair from
93 Post contains images 9w748capt : Chicago-Nagpur on AA!? Hell yes! You can bet my fam would've been on this flight every summer I'd have thought AA would chase ORD-BOM or even ORD-PNQ
94 PHX787 : Why? Because there's a growing demand for Asian service, the incentives are there, and my back-roomers have been saying something like this has been
95 steex : Nobody is saying it's a desolate wasteland, and nobody is saying it's worthless. For the most part, it's only the folks from the Phoenix side introdu
96 Post contains images commavia : Thank you. That, plus not to mention that not only does PHX O&D tend to be more domestic- (or Canada-) oriented, but it also tends to skew lower
97 BigGSFO : Indeed. Although I wonder - AA could route traffic away from DFW-NRT to PHX (and LAS bound traffic away from LAX) to protect those higher yields. Ult
98 LAXintl : Yes certainly. Cathay similar to Singapore in Star has had a tenuous relationship with most its OW partners. On paper CX is a happy and big OW member
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Sign Of Imminent Merger Between AA/US? posted Fri Jan 25 2013 10:25:23 by olddominion727
Would An AA/US/B6 Merger Work? posted Tue May 15 2012 17:31:21 by TWA85
PHL Hub For A Combined AA/US...could Work? posted Tue Jun 1 2010 19:31:10 by Seatback
US Use Of AA Gates In PHL posted Thu Sep 3 2009 14:58:50 by Rafflesking
Importance Of An Individual Hub To A Route Network posted Wed Jan 7 2009 14:00:45 by Jamincan
Pittsburgh: Death Of An Airline Hub posted Tue Oct 16 2007 22:00:04 by USADreamliner
LAX AA Engine Fire Of June 2 Leads To Changes... posted Tue Aug 29 2006 21:47:40 by Ikramerica
AA/TW: Tons Of Changes; Bye STL-CDG (for Now) posted Tue Sep 11 2001 02:41:02 by Mah4546