US also originally served ORY from PHL as well, but switched sometime in the mid-1990s. A US timetable from 1992 shows them operating from ORY but by 1996 they had switched to CDG.
Somewhat random: but do you all remember back in 2007/8 AA saw value in STN? They initially launched 1x daily JFK-STN and then planned to operate a second daily flight but I am not sure if the second daily flight ever had operated. IIRC, the route was initially planned to compete with MAXjet. AA even had plans to construct a Business Class lounge in STN that I am not sure if it was ever even constructed.
I forgot about USAir. Indeed they did serve Paris as well, from PHL and in 1992 (per Departed Flights showing the original timetable, it indeed operated to ORY) with CLT added later and I think only from CDG. Not sure about PIT. I remember in the peak hub days they had LGW and FRA from PIT, but I don't remember if they had Paris as well.
On STN, yes, AA launched JFK-STN to compete with EOS more than MaxJet, which also operated JFK-STN in the mid-2000s. The EOS product was a bit more premium and many of the banks on both ends of the route had started to include EOS in their corporate travel policies, which was a major problem for American as AA dominated, with BA, the NY to London market at the time, alongside VS. Delta was not yet operating JFK to LHR at the time and over at EWR, CO was flying the route twice daily, into LGW, until 2008, with a 777 and a 764. UA was, by 2006, I think down to 1 single 772 from JFK to LHR, having cut EWR and reduced the JFK frequencies from 3 x daily 763s to a single flight. The global financial crisis took out EOS, MaxJet, and SilverJet (which operated EWR-LTN) pretty quickly and AA no longer needed to serve STN and the route was axed. CO also I think tried EWR-STN for a time, on a 757 and it too was withdrawn very quickly. To my knowledge, AA never did build out a lounge at STN but it would stand to reason there might have been talk about it, as EOS and Maxjet offered an entirely different ground experience with small but premium lounges and an attempt at high touch service on the ground.
PIT has CDG service before CLT did. CLT-CDG only started in 2000 and then was suspended after 9/11, only coming back in 2009 IIRC. CLT-CDG is an oddball to me. You would think with the strength of the hub they would be able to run it year round. US ran it year-round (thrice weekly in Winter) for a couple of years up until 2015 or so. Given that the AA brand was stronger in CDG I figured the route would have made sense year-round, but I guess not.
I found this bit from an old press release back from 2007: "At Stansted, American is set to begin the construction of the American Airlines Business Lounge in Satellite Two. Scheduled for completion in Spring 2008 with seating capacity for 48 people, the lounge will feature amenities including a self-service bar, cyber cafe, wireless and wired Internet access, restrooms, and two shower rooms. Passengers will be able to board their flights directly from the Business Lounge."
Truly a shame for personal reasons. I would much prefer going into Gatwick or Stansted these days given the Cluster than LHR is. LGW is only 15 minutes further than Heathrow by rail, and STN is only 30-35 minutes further.
I think main reason for no CLT-CDG in winter is PHL serves as the consolidating flight. Not sure there is really enough demand for the capacity as AA would have had to run an A332 or now 788. They were talking about expanding CLT season with the A321XLR which would match capacity better
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