Citrus1492 wrote:CMHtraveler wrote:CMHMarc787 wrote:
With the "strategic alliance" between AA and B6 moving ahead, I wouldn't be surprised if B6 made a return and did BOS & JFK. JFK is currently on COVID hiatus, but B6 could take that over. Plus BOS would be good for One World pax.
Just my $.02
I agree. CMH is almost tailor-made for B6 right now. For one thing, as noted above the new partnership is a plus; there is a strong AA FF base and it is consistently the #1 or #2 largest carrier. Then you look at routes:
BOS - WN off the route, only competition is DL returning at 2x daily (operated by YX).
JFK - AA and DL routes suspended for COVID (again operated by a regional), easy handoff from AA.
LAX - Same as above except they were mainline routes pre-COVID. AA has indicated they will not return and DL was a single daily red eye, return is unknown.
I would think the e190/a220 would be the perfect aircraft for BOS and JFK, especially competing against subcontracted regional service, and a daily 320 for an LAX route that has been shown to be successful (was recently at 2x a319, 1x 739 daily). Can’t imagine they aren’t looking at CMH, a lot has changed on both sides since the Skybus days.
Ok, let's say B6 opens CMH again. Trego-Dugan, Envoy or ATS for the ground ops? And which gate? Which bag claim?
Ideally Envoy (already handles below-wing for AA, above wing is mainline AA), the unleased shared gate in B (to allow for seamless connection to AA flights. B27 if memory serves?) and the same bag claims AA is using. I don’t know, however, if any of this goes beyond what coordination is allowable legally with the AA/B6 partnership. I also defer to DeltaRules on all things CMH infrastructure.
In a perfect future COVID-free world of renewed expansion, AS would also swap gates with NK and move over to B so that AA/AS/B6 would all be together in the B concourse to take advantage of potential connections.