JohanTally wrote:ContinentalEWR wrote:JohanTally wrote:Right now anything Oct 7 and beyond is more or less a placeholder but things appear to be normalizing but business travellers have to return to justify INTL expansion.
Not entirely. EZE is unique in that it depends a lot less on business travel to work than you think. At the height of the pandemic once the MIA-EZE route resumed, on a 77W no less, it was going out 95-100% full. Part of that of course was the limited number of flights, but the demand is pretty strong year-round and generates equal parts demand and POS from the EZE and US origin. AA also has some structural advantages in EZE in that it has a crew base and other operations there that allow it to capture some lower costs. While Argentina's boom and bust cycles impact demand, for AA it is pretty much a constant with DFW-MIA, 2 and up to 3 x daily MIA-EZE in peak season, plus JFK in a normalized, non pandemic environment. UA and DL are far smaller players in this market.
I looked at the bookings you are right the MIA-EZE flights are almost all 90% full some even oversold. Also I noticed some days currently have two 77Ws scheduled and they are both full. So barring some substantial lockdown it looks like more capacity will be needed to EZE. However the DFW-EZE bookings were closer 60-75% for June and July
MIA-EZE has always been a money maker (same as EZE-MAD, the other top long haul route out of B.A), since the Pan Am and Braniff International days. Heck, PA used to fill a 747 every evening out of EZE (PA454) back in the 80s. There is no high/low season on the MIA route. It goes out full year round. JFK tends to be more reliant on the corporate side of the business.
Supposedly, or the so the rumor went, EZE, together with GRU and LHR, were the most profitable stations on AA´s international network.