If this subject has been updated previously, forgive me, but I see that United has now loaded schedules in their system that do indeed confirm the January discussion about their further downsizing at MIA
On April 24, new E-170 service replaces A-320 service IAD
with two flights at 12:32 p.m. and 5:10 p.m. The return MIA
flights are 9:00 a.m. and 1:40 p.m. That same day, new E-170 service replaces A-320 service ORD
with two flights at 9:00 a.m. and 1:04 p.m. The return MIA
flights are at 6:30 a.m. and 3:44 p.m.
The two DEN
flights remain A-320s.
Whatever they name them or who flies them, there are six frequencies, four now downsized but at least to E-170s and not smaller RJs.
May the former United Miami mini-base and Latin HQ
, let alone ancestors Pan Am and National, rest in peace.
70 years ago Pan Am started service south with original foreign air mail certificates that United holds dormant, such as FAM #1, Miami-Key West-La Habana.
So, in the end, why exactly did United purchase the Pan Am-National Miami hub, if it never meant to operate it, which it never fully did, and now has most completely abandoned? Perhaps Delta was wise to only take the Atlantic Division and Kennedy, however, both the Pacific and Latin American Divisions of Pan Am were the consistently profitable parts of the company for decades, and both ended up with United. It may be that American was so established or committed to Miami following the purchase of the Eastern-Braniff-Panagra Americas business that United was doomed from the start. Probably, it was a combination of (a.) American's head start, (b.) the metrics of whether two fully operational hubs could work side by side in Miami like they do at Chicago, and (c.) United's own financial predicaments and subsequent bankruptcy necessities.
We could see them having difficulties early on by replacing Pan Am's 727s around the Caribbean and Central American stations with far fewer 737 flights, such as two a day to San Juan or Mexico City, and one to San Jose, and withdrawing completely from most other stations. They did keep a 757 on Caracas for a while, actually expanded to Lima, kept 767s into SCL
and, of course, transitioned EZE
to 777s from the older 747-200s and SPs before downsizing back to 767s. However, you could see that the scale and commitment necessary to compete effectively was never there. That said, it seems that MIA
would be better off with the competition and one wonders if possibly the market could have supported a competitive setup. Now we will never know. At least until my retirement in the next decade, we can expect to see AAL
flying by itself as the US carrier from MIA
south to anywhere and everywhere.