PHLCVGAMTK wrote:No, this feels much more calculated than is benig given credit for. Adding frequencies to LATAM hubs from MIA gives AA the edge that frequency provides, while LA+DL have to compete with that while at the same time splitting traffic between MIA and ATL. No wonder LA unloaded their A350s to DL; there's no version of their route network going forwardd that fills them anymore. And AA has a lot of modern narrowbodies on order with which to increase frequencies even further, or develop secondary routes at their leisure (not that I expect it will take them any time at all). I still wouldn't be happy this week in AA's shoes, but they're playing their hand well.
Unless AA knew well in advance that LATAM was planning on exiting oneworld as part of a deep commercial alliance with DL, there's no way they were planning on frequency increases to LATAM hubs in order to compete with their erstwhile partner. It feels far more like a kneejerk reaction to punish their now-competitor. A calculated reaction would address those secondary markets you mentioned because LATAM offers access to those markets while AA cannot at present.
Honestly, I think hiving off the A350s to DL is partly a fleet simplification move. The initial A350 order was made by TAM long before the merger; given the likely uses for A350s in the route networks of the various LATAM subsidiaries, it probably makes more sense to just standardize on the 787-8/9/10. It also conserves capital for LATAM at a time when doing this deal is partly about a capital raise and partly about getting a joint venture that will pass competition review. JJ already has aircraft as large as any of the A350s on order -- they've got 10 379-seat 773ERs in the fleet and those are staying.