Makes sense, and seems like the right move, sad as that is.
The article also mentions they're considering parking some 50-seaters, presumably a necessity due to scope as well as the demand factors. I'd expect all the ERJ-140s to be re-parked ASAP, and maybe the CRJ-200s as well. Does AA's scope clause have anything in it about the mix of larger RJs relative to mainline, or just total RJs vs mainline? I wonder if they'll need to park some CR7s and/or CR9s as well as 50-seaters...
It will certainly be interesting to see the effects of these drastic drawdowns on the network. Given that the 738s are spread across all hubs, I would think that the reductions could look something like what we've seen with the MAXs, with low performing routes/frequencies cut across the network (JFK-SAN/LAS are probably permanent goners now, with newer routes like AUS-SJC/BOS and DFW-OAK, and longer routes like LAX-MSY/IND/CMH/SDF/BDL in jeopardy as well, plus frequency reductions on many other routes from PHX, DFW, ORD, and MIA). The E-190s going will probably result in reduced frequency on the shuttle operations, with a mix of E75s and 319s taking over. On the transatlantic front, I'd imagine the cumulative retirement of 757s, 767s, and 333s will result in AA pulling out of a bunch of secondary markets. Goodbye CMN, KEF, SNN, EDI, TXL, KRK, BUD, DBV, and maybe even MAN, LIS, and/or PRG. It will be interesting to see whether 332s, 787s, or 772s take over PHL and CLT to LHR. In South America, I'm guessing BSB will be gone, and LIM will have to be replaced with some combination of 738s and 788s as that was an all-757/767 station previously. We already know MVD has been made winter-seasonal.
This is my signature until I think of a better one.