They are part of American in all tense and purposes from a competitive standpoint, and Heathrow allocation to JetBlue means allocation to OW.
This statement alone is ample proof that you have no idea what you are talking about.
Then I guess Delta's lawyers don't know what they are talking about either. Capacity collusion for sure on the majority of JetBlue point of sale for this alliance to work IMO. They should be considered as part of oneworld in any competitive international route proceeding.
That's what lawyers do. They make any kind of remote argument they can make for their side. They are paid to create any legally plausible argument to help their side. There is no capacity collusion if Jetblue cannot rely on any AA feeds into its LHR flights.
Didn't AA partner with B6 over 10 years ago?
Yes. And the current partnership means exactly as much.
We really just have one guy who is working extremely hard at trying to convince people this partnership are tighter than it actually is.
Appreciate your responses on actual routes though I must say that my premise is that if there is an alliance-de-facto-merger in the most important markets of JetBlue (which is the majority of the airline) then any route expansion outside of that by JetBlue is financed in part by the alliance in those two cities, creating unfair pressure on the costs of other airlines who compete for international route slots and which regulators have in the past taken into consideration the overall competitive landscape in route proceedings (Haneda for example). Delta is arguing just that, SHOULD the alliance be approved. So in that rationale, should the alliance between AA-B6 proceed it is within logic that they be looked upon as a single carrier since they will no doubt rationalize capacity, together. Collude, together. Determining what aircraft gets deployed where, etc..together, so that by having this alliance JetBlue would then have the resources to go into RDU and EWR (although the pandemic presents opportunities as well I admit.)
JetBlue's buildup at EWR started pre-pandemic after WN left the market. Anyone who has followed JetBlue can tell you that. Pandemic simply has provided them with more real estate to work with. Their RDU adds are a small test/money grab that don't have any legacy competition outside of RDU-LAX. If you are going to ask about LAX also, I will let you know they've also been trying to grow LAX for years but didn't have the real estate to do so until this year.
JetBlue can't have its cake and eat it too on all fronts. But maybe they will. American has been vocal on taking out AE regional aircraft so that they can be replaced with mainline JetBlue, so I guess they are confident such collusion will pass muster.
Over at LAX, AA has been cutting routes that AS has been adding. If you want to speculate on collusion, then at least you can point to that as evidence. You are making criminal accusaitons without any proof. Over at JetBlue, only 2 routes they've added out of 22/23 so far in NYC area were served by AA pre-pandemic. And I don't see JetBlue mainline explicitly replacing AA on a lot of these 50 seater routes, because the market simply don't support enough capacity for 150 seat aircraft. You've already seen them adding LGA Florida and leisure routes that AA did not serve are likely the type of routes JetBlue will add. AA is not telling JetBlue how it may use those slots. JetBlue will figure out how it will use those slots.
This is no different than AA just making its LGA slots available for anyone. It was going to retreat from these 50- seater markets anyway. In this case, it's simply looking to lease them all out to a codeshare partners. There is nothing in this deal that will prevent JetBlue from making its own decisions on how to use those slots.
Sure they can get a lot closer via JV, but do you think unions would deal with that at a time of furloughs and layoffs looming, let alone the CARES ACT arguably being deemed to be "financing" such a proposition? This deal is happening during an unprecedented time and a codeshare is all they can get.
what's your proof that CARES act is financing such a proposition? JetBlue has already worked out a deal with unions to allow this under their scope that would result in no furlough until May. They can't get to JV, because JetBlue pilot contract scope would not allow it from what I understand. So, let's not make any assumption over things that are not possible, okay?
Separate from the Heathrow slots, approval of such an "alliance" may prove that the true detrimental ramifications of it may not be realized until years down the road amid the vacuum of demand presently. I am actually for it from a competitive point of view for American's sake, but JetBlue needs to go all the way independent if they want to act like a Big Boy on the Atlantic front. They are part of American in all tense and purposes from a competitive standpoint, and Heathrow allocation to JetBlue means allocation to OW.
Again, there is no code share, no JV, no interlining with AA on TATL stuff. How is this part of AA. This makes 0 sense