chonetsao wrote:

I respect JonNYC for his work and followed for a long time. But, last time which is few days ago he said AA will only fly B788 to Europe, which turned out to be NOT TRUE.

And I did ask for press release or internal memo, not a twitter post. Sorry if you did not understand.

lowfareair wrote:

There are an additional handful of 788s that should come online in early 2021, but I would assume a 15%+ decrease in widebodies by S21.

There may not be a 15% cut in longhaul schedules for S21 though, depending on if AA removes widebodies from domestic service. Previously there were A330s and 767s on routes like PHL-MIA/MCO/SFO/LAX, 777s on MIA-LAX, etc. With the MAX likely back by then and plenty of 321neos arriving at that point, I'd assume a widebody on a sub-6 hour flight to be much rarer than it was, especially in summertime.

Austin787 wrote:

Varsity1 wrote:

Any breakdown of how many A319/A320/A321 are IAE vs. CFM powered?

Source: https://sites.google.com/site/newamericanfleet/american-mainline
A319: 39 IAE, 93 CFM
A320: 26 IAE, 22 CFM
A321: 176 IAE, 43 CFM

Boof02671 wrote:

NYCAAer wrote:

It turned out that the only-787 to Europe flying was for PHL exclusively, so it was just partial news from JonNYC. The 777s will still be used from DFW, MIA, LAX and JFK to LHR and Europe. The only source that I would believe is AA itself.

And CLT LHR and MUC are going to be 777s. Been one here in CLT for almost two weeks for ramp, and maintenance training. And gate fitting.

Tevisv wrote:

Boof02671 wrote:

NYCAAer wrote:

It turned out that the only-787 to Europe flying was for PHL exclusively, so it was just partial news from JonNYC. The 777s will still be used from DFW, MIA, LAX and JFK to LHR and Europe. The only source that I would believe is AA itself.

And CLT LHR and MUC are going to be 777s. Been one here in CLT for almost two weeks for ramp, and maintenance training. And gate fitting.

As we all know, CLT and PHL are the only places where they have the A332/333 aircraft. Goes back to the old USAirways days. Per an AA pilot buddy of mine, both hubs were going to Boeing aircraft, PHL first and CLT would be last due to their 300 maintenance facility. From what he understood, PHL was going to be just 787's while CLT would get 777s from other hubs who are having their 777s replaced with newer 777s and 787s. His understanding was any CLT 321XLR flights would be to the Caribbean and west coast. Then again, this was the supposed plan. Who knows now.

acavpics wrote:

Boof02671 wrote:

NYCAAer wrote:

It turned out that the only-787 to Europe flying was for PHL exclusively, so it was just partial news from JonNYC. The 777s will still be used from DFW, MIA, LAX and JFK to LHR and Europe. The only source that I would believe is AA itself.

And CLT LHR and MUC are going to be 777s. Been one here in CLT for almost two weeks for ramp, and maintenance training. And gate fitting.

Gonna be a little hard to fill up a 777 on that route, given that the A330 loads weren't all that great either.

digitalcloud wrote:

acavpics wrote:

Boof02671 wrote:

And CLT LHR and MUC are going to be 777s. Been one here in CLT for almost two weeks for ramp, and maintenance training. And gate fitting.

Gonna be a little hard to fill up a 777 on that route, given that the A330 loads weren't all that great either.

That's because you don't have to fill a plane to make a profit...

Nicknuzzii wrote:

digitalcloud wrote:

acavpics wrote:

Gonna be a little hard to fill up a 777 on that route, given that the A330 loads weren't all that great either.

That's because you don't have to fill a plane to make a profit...

Well it’s certainly not easy to make money when your not filling it!

FSDan wrote:

lowfareair wrote:

There may not be a 15% cut in longhaul schedules for S21 though, depending on if AA removes widebodies from domestic service. Previously there were A330s and 767s on routes like PHL-MIA/MCO/SFO/LAX, 777s on MIA-LAX, etc. With the MAX likely back by then and plenty of 321neos arriving at that point, I'd assume a widebody on a sub-6 hour flight to be much rarer than it was, especially in summertime.

The thing is, a lot of the domestic widebody flights are for increased utilization and rotation of aircraft between hubs. For example, the domestic widebody flights from MIA are usually utilizing aircraft that would be sitting on the ground all day between early morning arrivals from South America and evening departures back south. Early afternoon arrivals from Europe to ORD or PHL have time to fly a domestic sector to MIA or DFW before flying an evening flight back to Europe or to South America.

Could AA probably squeeze a small amount of additional international flying capacity out of the widebody fleet by cutting domestic widebody flights? Yes. Would it make a significant difference? Unlikely.

MIflyer12 wrote:

Nicknuzzii wrote:

A332s in long term storage until 2022 at the earliest if they do return..

We don't know enough yet to infer that reliably.

Nicknuzzii wrote:

Is PHL going to be seeing 787s and 777s now?

IF the 332s get retired, PHL TATL routes will see 777s, 787s, A321XLRs, or route terminations. IMHO, 2021 is going to have a lot of route terminations.

usairways85 wrote:

MIflyer12 wrote:

Nicknuzzii wrote:

A332s in long term storage until 2022 at the earliest if they do return..

We don't know enough yet to infer that reliably.

Nicknuzzii wrote:

Is PHL going to be seeing 787s and 777s now?

IF the 332s get retired, PHL TATL routes will see 777s, 787s, A321XLRs, or route terminations. IMHO, 2021 is going to have a lot of route terminations.

Yea, of course PHL will see 787/777s as they'll be the only international aircraft. But it is going to take several years to get to anything that resembles S19 or S18. I hope I'm wrong (in that there is a vaccine, etc.) but I'm also realistic. I'll throw out PHL-DBV, TXL, BUD, EDI, PRG, KEF, AMS, CLT-BCN, CLT-FCO, ORD-ATH, ORD-KRK, ORD-PRG, ORD-BUD, ORD-VCE, 2nd daily DFW-FCO, DFW-MUC

Nicknuzzii wrote:

I wouldn’t be so quick to cut out PHL - AMS, EDI, PRG

usairways85 wrote:

MIflyer12 wrote:

Nicknuzzii wrote:

A332s in long term storage until 2022 at the earliest if they do return..

We don't know enough yet to infer that reliably.

Nicknuzzii wrote:

Is PHL going to be seeing 787s and 777s now?

IF the 332s get retired, PHL TATL routes will see 777s, 787s, A321XLRs, or route terminations. IMHO, 2021 is going to have a lot of route terminations.

Yea, of course PHL will see 787/777s as they'll be the only international aircraft. But it is going to take several years to get to anything that resembles S19 or S18. I hope I'm wrong (in that there is a vaccine, etc.) but I'm also realistic. I'll throw out PHL-DBV, TXL, BUD, EDI, PRG, KEF, AMS, CLT-BCN, CLT-FCO, ORD-ATH, ORD-KRK, ORD-PRG, ORD-BUD, ORD-VCE, 2nd daily DFW-FCO, DFW-MUC

Miamiairport wrote:

I saw a 788 sitting at a gate yesterday at MIA. I didn't think MIA had this a/c yet.

Ishrion wrote:

Exactly five years ago American Airlines had its inaugural 787 flight.

Boof02671 wrote:

Tevisv wrote:

Boof02671 wrote:

And CLT LHR and MUC are going to be 777s. Been one here in CLT for almost two weeks for ramp, and maintenance training. And gate fitting.

As we all know, CLT and PHL are the only places where they have the A332/333 aircraft. Goes back to the old USAirways days. Per an AA pilot buddy of mine, both hubs were going to Boeing aircraft, PHL first and CLT would be last due to their 300 maintenance facility. From what he understood, PHL was going to be just 787's while CLT would get 777s from other hubs who are having their 777s replaced with newer 777s and 787s. His understanding was any CLT 321XLR flights would be to the Caribbean and west coast. Then again, this was the supposed plan. Who knows now.

First of all the main maintenance base for the 330 was PHL. The heavy mtc on them were outsourced. CLT doesn’t have a A330 mtc facility it has a line hangar and a heavy hangar

lowfareair wrote:

FSDan wrote:

lowfareair wrote:

There may not be a 15% cut in longhaul schedules for S21 though, depending on if AA removes widebodies from domestic service. Previously there were A330s and 767s on routes like PHL-MIA/MCO/SFO/LAX, 777s on MIA-LAX, etc. With the MAX likely back by then and plenty of 321neos arriving at that point, I'd assume a widebody on a sub-6 hour flight to be much rarer than it was, especially in summertime.

The thing is, a lot of the domestic widebody flights are for increased utilization and rotation of aircraft between hubs. For example, the domestic widebody flights from MIA are usually utilizing aircraft that would be sitting on the ground all day between early morning arrivals from South America and evening departures back south. Early afternoon arrivals from Europe to ORD or PHL have time to fly a domestic sector to MIA or DFW before flying an evening flight back to Europe or to South America.

Could AA probably squeeze a small amount of additional international flying capacity out of the widebody fleet by cutting domestic widebody flights? Yes. Would it make a significant difference? Unlikely.

Many are, but definitely not all. PHL-LAX/SFO were timed to connect for int'l flights and were generally an A332 each in the summer.

Tevisv wrote:

Boof02671 wrote:

Tevisv wrote:

As we all know, CLT and PHL are the only places where they have the A332/333 aircraft. Goes back to the old USAirways days. Per an AA pilot buddy of mine, both hubs were going to Boeing aircraft, PHL first and CLT would be last due to their 300 maintenance facility. From what he understood, PHL was going to be just 787's while CLT would get 777s from other hubs who are having their 777s replaced with newer 777s and 787s. His understanding was any CLT 321XLR flights would be to the Caribbean and west coast. Then again, this was the supposed plan. Who knows now.

First of all the main maintenance base for the 330 was PHL. The heavy mtc on them were outsourced. CLT doesn’t have a A330 mtc facility it has a line hangar and a heavy hangar

Forgive me, but I thought they moved the 330 maintenance from PHL to CLT 8-10yrs ago? I knew AA, like the others, send their planes elsewhere for heavy maintenance, so I knew that wasn't done at CLT. Thanks

usairways85 wrote:

MIflyer12 wrote:

Nicknuzzii wrote:

A332s in long term storage until 2022 at the earliest if they do return..

We don't know enough yet to infer that reliably.

Nicknuzzii wrote:

Is PHL going to be seeing 787s and 777s now?

IF the 332s get retired, PHL TATL routes will see 777s, 787s, A321XLRs, or route terminations. IMHO, 2021 is going to have a lot of route terminations.

Yea, of course PHL will see 787/777s as they'll be the only international aircraft. But it is going to take several years to get to anything that resembles S19 or S18. I hope I'm wrong (in that there is a vaccine, etc.) but I'm also realistic. I'll throw out PHL-DBV, TXL, BUD, EDI, PRG, KEF, AMS, CLT-BCN, CLT-FCO, ORD-ATH, ORD-KRK, ORD-PRG, ORD-BUD, ORD-VCE, 2nd daily DFW-FCO, DFW-MUC

CLT704 wrote:

usairways85 wrote:

MIflyer12 wrote:

We don't know enough yet to infer that reliably.



IF the 332s get retired, PHL TATL routes will see 777s, 787s, A321XLRs, or route terminations. IMHO, 2021 is going to have a lot of route terminations.

Yea, of course PHL will see 787/777s as they'll be the only international aircraft. But it is going to take several years to get to anything that resembles S19 or S18. I hope I'm wrong (in that there is a vaccine, etc.) but I'm also realistic. I'll throw out PHL-DBV, TXL, BUD, EDI, PRG, KEF, AMS, CLT-BCN, CLT-FCO, ORD-ATH, ORD-KRK, ORD-PRG, ORD-BUD, ORD-VCE, 2nd daily DFW-FCO, DFW-MUC

That's being very generous on the CLT part imo. I only see CLT-LHR(2x) FRA, MUC, and maybe MAD back for S21. I would venture to say all of those flights will operate on 772s to keep things consistent. I hope thats not the case but it's the reality we are dealing with.

CLT704 wrote:

usairways85 wrote:

MIflyer12 wrote:

We don't know enough yet to infer that reliably.



IF the 332s get retired, PHL TATL routes will see 777s, 787s, A321XLRs, or route terminations. IMHO, 2021 is going to have a lot of route terminations.

Yea, of course PHL will see 787/777s as they'll be the only international aircraft. But it is going to take several years to get to anything that resembles S19 or S18. I hope I'm wrong (in that there is a vaccine, etc.) but I'm also realistic. I'll throw out PHL-DBV, TXL, BUD, EDI, PRG, KEF, AMS, CLT-BCN, CLT-FCO, ORD-ATH, ORD-KRK, ORD-PRG, ORD-BUD, ORD-VCE, 2nd daily DFW-FCO, DFW-MUC

That's being very generous on the CLT part imo. I only see CLT-LHR(2x) FRA, MUC, and maybe MAD back for S21. I would venture to say all of those flights will operate on 772s to keep things consistent. I hope thats not the case but it's the reality we are dealing with.

Tevisv wrote:

CLT704 wrote:

usairways85 wrote:

Yea, of course PHL will see 787/777s as they'll be the only international aircraft. But it is going to take several years to get to anything that resembles S19 or S18. I hope I'm wrong (in that there is a vaccine, etc.) but I'm also realistic. I'll throw out PHL-DBV, TXL, BUD, EDI, PRG, KEF, AMS, CLT-BCN, CLT-FCO, ORD-ATH, ORD-KRK, ORD-PRG, ORD-BUD, ORD-VCE, 2nd daily DFW-FCO, DFW-MUC

That's being very generous on the CLT part imo. I only see CLT-LHR(2x) FRA, MUC, and maybe MAD back for S21. I would venture to say all of those flights will operate on 772s to keep things consistent. I hope thats not the case but it's the reality we are dealing with.

Don't rule out the CLT-CDG flight as it had a great pax load. Although the CLT-FCO load was also good, I see them dropping back to either seasonal or punting it to PHL for now.

NYCAAer wrote:

Loads are not an indicator of how successful a route is, it’s the revenue. CDG-CLT will not be operating in 2020. CDG will only see service to DFW and JFK for the summer season. PHL and MIA return in October.

Ishrion wrote:

The 757 looks to have been completely pulled out of the schedule.

American's Philadelphia to Edinburgh route will be upgauged to the 787-8 next Spring, replacing the 757-200.

https://twitter.com/IshrionA/status/1259351103369601024

Miami to Brasilia is also switching to the A321(ceo) replacing the 757-200.

DFW-STT is on the A319 instead of 757.

OB1504 wrote:

Ishrion wrote:

The 757 looks to have been completely pulled out of the schedule.

American's Philadelphia to Edinburgh route will be upgauged to the 787-8 next Spring, replacing the 757-200.

https://twitter.com/IshrionA/status/1259351103369601024

Miami to Brasilia is also switching to the A321(ceo) replacing the 757-200.

DFW-STT is on the A319 instead of 757.

Dear God, MIA-BSB is going to take massive payload hits. Is it even worth flying with an A321ceo?

Hopefully they're actually planning to cycle an A321neo in on a LAX-MIA or PHX-MIA routing to get the flight done.

FSDan wrote:

OB1504 wrote:

Ishrion wrote:

The 757 looks to have been completely pulled out of the schedule.

American's Philadelphia to Edinburgh route will be upgauged to the 787-8 next Spring, replacing the 757-200.

https://twitter.com/IshrionA/status/1259351103369601024

Miami to Brasilia is also switching to the A321(ceo) replacing the 757-200.

DFW-STT is on the A319 instead of 757.

Dear God, MIA-BSB is going to take massive payload hits. Is it even worth flying with an A321ceo?

Hopefully they're actually planning to cycle an A321neo in on a LAX-MIA or PHX-MIA routing to get the flight done.

No doubt! MIA-BSB is over 500 miles further than even DFW-ANC.

ahj2000 wrote:

FSDan wrote:

OB1504 wrote:

Dear God, MIA-BSB is going to take massive payload hits. Is it even worth flying with an A321ceo?

Hopefully they're actually planning to cycle an A321neo in on a LAX-MIA or PHX-MIA routing to get the flight done.

No doubt! MIA-BSB is over 500 miles further than even DFW-ANC.

I
I don't this will actaully served on a 321ceo. Looking on Google Flights, they are coded with lie-blat Flagship Business. I'd imagine we see consolidation to 4/5 weekly and a 787 come the fall.

Ishrion wrote:

ahj2000 wrote:

FSDan wrote:

No doubt! MIA-BSB is over 500 miles further than even DFW-ANC.

I
I don't this will actaully served on a 321ceo. Looking on Google Flights, they are coded with lie-blat Flagship Business. I'd imagine we see consolidation to 4/5 weekly and a 787 come the fall.

That would likely make more sense, however, aa.com is displaying the 181-seat LAA A321.

OB1504 wrote:

Ishrion wrote:

ahj2000 wrote:

I
I don't this will actaully served on a 321ceo. Looking on Google Flights, they are coded with lie-blat Flagship Business. I'd imagine we see consolidation to 4/5 weekly and a 787 come the fall.

That would likely make more sense, however, aa.com is displaying the 181-seat LAA A321.

Does AA have any A321s with lie flats other than the A321T? It’s possible that AA.com and Google Flights are just misreading the fare code based on the previous equipment and/or the code hasn’t been updated to reflect the new equipment type.

(of course, if the 737 MAX is somehow flying again by then, that would take care of the problem and AA apparently didn’t think MIA-BSB merited a real J product anymore)

Nicknuzzii wrote:

So what does the future of TATL ops look like for AA from PHL?

STT757 wrote:

Nicknuzzii wrote:

So what does the future of TATL ops look like for AA from PHL?

You can't answer that without asking what does the pandemic look like in the future?

cathay747 wrote:

STT757 wrote:

Nicknuzzii wrote:

So what does the future of TATL ops look like for AA from PHL?

You can't answer that without asking what does the pandemic look like in the future?

Truly. Crystal balls are only useful for about 2 weeks out at this point, max. 1 month (iffy), IMHO.

ahj2000 wrote:

Hopefully AA will just bite the bullet and add 2x JFK-CDG on widebodies now. The whole 757 ordeal was a shame against AF and DL's far superior offerings.

bmibaby737 wrote:

Sorry to ask a rather off-topic question, however hoping someone here might be able to help;

Does anyone know when PSA Airlines re-configured their CRJ-700s (operated by US Airways in 70Y and then 9F/58Y) to the American Eagle 9F/56Y configuration? Or are these aircraft still in the 9F/58Y? Many thanks!

alasizon wrote:

bmibaby737 wrote:

Sorry to ask a rather off-topic question, however hoping someone here might be able to help;

Does anyone know when PSA Airlines re-configured their CRJ-700s (operated by US Airways in 70Y and then 9F/58Y) to the American Eagle 9F/56Y configuration? Or are these aircraft still in the 9F/58Y? Many thanks!

Scope clause. 65-seat RJs are considered "small RJs" versus 66-76 are large RJs. AA's pilot contract has limits for large RJs and overall number of RJs (large + small). By reconfiguring them, they make room for more E175s and CR9s. The same was down with SkyWest's AA operated CR7s (6F/64Y originally).

ahj2000 wrote:

cathay747 wrote:

STT757 wrote:

You can't answer that without asking what does the pandemic look like in the future?

Truly. Crystal balls are only useful for about 2 weeks out at this point, max. 1 month (iffy), IMHO.

Hell I wouldn't even give it two weeks. Who knows if we'll have to do another lockdown for this potential second wave.
However, I think PHL will serve the same role. The 757 routes will either just have to hold off for a couple years til the neccesary 321LR/XLR comes onto property or drop a couple frequencies to accomodate the 788.
Hopefully AA will just bite the bullet and add 2x JFK-CDG on widebodies now. The whole 757 ordeal was a shame against AF and DL's far superior offerings.

mhkansan wrote:

PSA has the ex-MQ CRJ-700s. Envoy / American Eagle Airlines had some of the first CRJ-700s off the line and also a newer batch. Internally, these were the CR7R for reconfigured and CR7N for new. The "R" birds originally had 70 seats, but the first class cabin was added in July 2010. The old birds were reconfigured with 9/54 because of the lavatory configuration on half of the aisle. The new birds were delivered 9/56 with the redesigned lavatory that partially extended into the cargo bin.

Combined with the legacy US Airways fleet, this made for a hodgepodge of configurations. As far as I can tell, PSA were able to get all of these jets to the 9/56 configuration with various cabin modifications as they came over from Envoy over the past few years.

bigb wrote:

mhkansan wrote:

PSA has the ex-MQ CRJ-700s. Envoy / American Eagle Airlines had some of the first CRJ-700s off the line and also a newer batch. Internally, these were the CR7R for reconfigured and CR7N for new. The "R" birds originally had 70 seats, but the first class cabin was added in July 2010. The old birds were reconfigured with 9/54 because of the lavatory configuration on half of the aisle. The new birds were delivered 9/56 with the redesigned lavatory that partially extended into the cargo bin.

Combined with the legacy US Airways fleet, this made for a hodgepodge of configurations. As far as I can tell, PSA were able to get all of these jets to the 9/56 configuration with various cabin modifications as they came over from Envoy over the past few years.

This, the 7xxPS birds are the ones with the have lav in the back with a empty space where two seats used to be to meet the 65 seat requirement. This were the original US Air birds. The rest of them came from Envoy which had the full lav in the back. The new design lav is a mod that’s working its way into the 700 fleet.