n917me wrote:BNAMealer wrote:n917me wrote:
During the summer we go to 45-50 departures. We operate to all hubs except PHX and several times during the day, there is a flight to each hub on the ground at the same time or close to the same time.. throw in summer IROPS and there have been numerous times we have to hold out for a gate.
We all know.. when you give a gate back... rarely do you ever get it back, which would limit our growth in the future.
Giving up gates would be a disaster for our morning flights. We struggle as it is getting planes towed from the pad/B6 to the gates.. get crews on.. and board
Do we have downtime where we dont use all our gates.. yes. And so does every other airline at BNA. WN could give C4 back as they hardly use that gate. I sit across at C2/C3 and see it empty most of the day.
But WN has much bigger ambitions than AA does at BNA. So they may not use it much now, but down the road they will.
Furthermore, couldn’t simple upgauging solve some of the morning woes? Why does BNA-ORD need to be 8x daily on all CR7/E145 when 5-6x daily A319/CR7 would do? All of the worthwhile connection banks at ORD are later in the day anyway (at least to the European flights, which is IRD’s bread and butter now). Furthermore, the 2x daily E140 to JFK is virtually worthless now with no meaningful connections, so that can probably get cut. And DFW/CLT should be all mainline all the time, so they could probably reduce a frequency on each if they did that.
All in all, I’d like to see capacity over frequency from AA at BNA (and this goes for DL/UA as well), and having one less gate may compel them to upgauge.
Passengers prefer frequency over capacity. The business traveler rather would have options. Capacity may work for the leisure traveler who doesnt really care about schedule.. they are more interested in price, where the business traveler would rather be able to fly in.. do business and be able to depart same day. The morning ORD connect to Asia ..early afternoon to India/Middle East..afternoon/evening to Europe.
JFK is usually full during the summer.. worked enough oversold JFK flights to last a lifetime. Mostly all international.
We have upgauged.. 321s are regularly seen to DFW..MIA..LAX and occasionally CLT.
If WN wants to grow in airports where they dont have enough gates.. maybe get some bigger planes.
1. If DL can do all mainline on BNA-ATL/DTW/MSP, AA should be able to do so on BNA-DFW/CLT. I get is not exactly the same, but it’s pretty close. AA still runs CR7’s/CR9’s/E75’s on BNA-DFW/CLT. That should not be with hubs that size.
2. I’m pretty sure yields are terrible on those E140’s to JFK considering the competition.
3. ORD has limited connecting options to Asia now, most of its long haul connection options are to Europe, which depart in the evening.
I’m not trying to be critical, but AA at BNA is frustrating at times.