Ishrion wrote:jfk777 wrote:Lots of posts about AA's 789 having only 30 J class seats, maybe AA should reconfigure he plans similar to Qantas. If the issue is the European routes don't need so many J class seats then AA needs two 789 configurations. AA needs to give themselves a chance in Asia with properly configured 787 aircraft, the 777 fleet is "properly" configured.
Thankfully, there’s a second wave of 789s coming in the next few years. That may allow AA to change some configs, but they want to minimize their subfleets as much as possible.
AA has a different strategy than a large chunk of the industry opting to go premium lite on the new fleet so I doubt we're going to see a reverse course on that (short of a management change). Personally I'm curious to know why, but I suspect it may have a lot to do with how they're opting to straddle the LCC/full service carrier ends of the market, for international, they have a large part of their operations focused in cities that don't support high J demand from the O&D perspective and in the cities that do support high O&D demand for premium seats they have a healthy supply of partners who can off set their lack of inventory through the ATI agreements. I don't think this bodes well for them long term and hurts any brand loyalty they have, but short term it probably helps them since Y demand is strong at the moment...
Back to topic though - it will be interesting to see what they do, iirc it was the last call where they said APAC flying was profitable finally - I suspect that the bulk will be related to the TYO operations being realigned with the new HND frequencies, I suspect that LAX-NRT & 1x of the DFW-NRT is either cut or transitioned to JAL and the new HND flight timings are announced.. kind of a long shot, but ORD-NRT may finally bite the dust and potentially a new Aussie flight depending on confidence in the new ATI with Qantas being approved..