As mentioned above.....the A300's were acquired at the time when AA
was building up its operations at MIA
had already commited to 767's, but Crandall, being the savy business guy that he was, basically told McD and Boeing to go screw themselves and went out and purchased the Airbus and Fokker since Boeing thought they had the 763 order all wrapped up, and wasn't cutting any deals. After AA
placed the A300 order, sure enough, they got a much better deal on the 763's. The A300's were suited for the markets out of MIA
. Yes, AA
did fly the A300 on MIA
in the 90's, and a short stint on MIA
The A300's were also arriving at time just when the industry was headed into a downturn around the time of the Gulf War. In the aftermath, around 92-94, AA
began to retire its oldest DC-10-10's. Thus many were flying routes out of ORD
and to/from SJU
. Therefore, the A300's replaced many of the DC-10 routes out of SJU
and the 757's and 767's were put on some of the mid-con routes.
Once the industry began to recover, AA
found itself short on widebody aircraft. The DC-10 phase-out was halted. Also, AA
didn't have enough 767's to cover Trans-Atlantic flying so 8 A300's were converted to 3-class service to cover some of the East-Coast-LHR
routes. This lasted until the end of 2001 when AA
decided to standardize its Trans-Atlantic flying around the 763 and 777.
F-100's were primarily order to handle the growth at the BNA
hub, which was later closed down. They were a ahead of their time, as they have much in common with the 90 seat "RJ" F-100's were not used in MIA
due to the nature of the hub. Only now are we starting to see more multiple daily flights from domestic cities. In the past, what was typical was an aircraft would leave DTW
in the morning, go to MIA
, they fly to a point south like CCS
, etc, then turn around fly back to MIA
, then fly to some domestic city to remain overnight. This was very typical of the routing for the 727's, 757's and now 738's. The F-100 was unable to do such flights as they would have to stay in the US.