enilria wrote:Aliqiout wrote:capitalflyer wrote:
AA DCA-JFK MAY 3>2
Why bother? Just end the route already. Are there international destinations that folks at DCA can't access from CLT? A quick look suggests the main destinations are LHR, CDG, and MXP. If folks want to go to any of those places, they can make the trek to IAD and hop BA 744/789 to LHR and connect everywhere. This route is pointless.
DCA-JFK may be pointless to you, but the professionals at AA see a point. Undoubtably one or a combination of:
1. They think this will be profitable with a combination of O&D and connections they would otherwise lose to other carriers.
2.This frees up space that they can sell for a higher profit through other hubs.
3. It provides network benefits that are important to encouraging loyalty in high value costumers.
4 . It is the most cost effective method to hold onto JFK and/or DCA slots.enilria wrote:AA ATL-DCA MAY 4>3
AA BGR-DCA MAY 3>2
AA BOS-DCA MAY 13>10
AA CLE-DCA JUN 3>4 JUL 3>4 AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4
AA CVG-DCA MAY 3>1.8
AA DAY-DCA MAY 4>3
AA DCA-JFK MAY 3>2
AA DCA-YYZ MAY 3>2.0[1.9]
I hadn't noticed this, but they seem to be pulling the same slot utilization game at DCA. This is 8 net RTs out of DCA in MAY. Perhaps whatever complaint was filed at JFK needs to be expanded.
Interesting point. However I still think that the BOS pull down is trickle down MAX related. But slot squatting is always possible. I would imagine the JFK route will be kept (even with my declaration that it is pointless) just to make sure they have slots dedicated to JFK, whether it makes sense in the network or not.
AA is unique at DCA since they aren't just happy to have slots (like UA, DL, WN, B6, F9), but are trying to run a minihub/focus city. So keeping those slots is vital not only to have access to the most convenient DC airport and its high yield travelers (lawyers and politicians) but to effectively run their airline.