AA and B6 have announced another round of new flights mostly out of LGA, with a few minor changes in EWR and BOS.

AA
all starting May 5, 2023
LGA-BHM
LGA-BUF
LGA-CAE
LGA-GRR
LGA-GSP
LGA-TYS

B6
from Spring, no start date given
LGA-ATL
LGA-HYA
LGA-NAS
LGA-BDA

https://worldairlinenews.com/2022/12/09/the-northeast-alliance-adds-10-more-destinations/

Here is the official press release from the AA website regarding the above adds:
https://news.aa.com/news/news-details/2 ... oom_Alerts

Was AA sitting on a ton of unused slots at LGA? Where are the slots coming from?

Jeremy

SESGDL wrote:

Was AA sitting on a ton of unused slots at LGA? Where are the slots coming from?

Jeremy

Well as part of the rejig, AA is dropping ATL which was served 4x daily. Most of these routes will be served 1x daily, with the busiest (BUF) seeing 3x daily flights, so it's not actually massive net growth.

BangersAndMash wrote:

AA and B6 have announced another round of new flights mostly out of LGA, with a few minor changes in EWR and BOS.

AA
all starting May 5, 2023
LGA-BHM
LGA-BUF
LGA-CAE
LGA-GRR
LGA-GSP
LGA-TYS

B6
from Spring, no start date given
LGA-ATL
LGA-HYA
LGA-NAS
LGA-BDA

https://worldairlinenews.com/2022/12/09/the-northeast-alliance-adds-10-more-destinations/

I’m glad BHM is getting a look, though this will have some DL competition. I would have loved to see them add BOS-BHM, which is one of the highest PDEW routes from BHM with no service.

How is this not collusion if they are getting together to decide who will fly what routes? And not compete against each other?

DaCubbyBearBar wrote:

How is this not collusion if they are getting together to decide who will fly what routes? And not compete against each other?

The NEA allows collusion on route planning but not on fares. It is why the DOJ is suing.

BangersAndMash wrote:

SESGDL wrote:

Was AA sitting on a ton of unused slots at LGA? Where are the slots coming from?

Jeremy

Well as part of the rejig, AA is dropping ATL which was served 4x daily. Most of these routes will be served 1x daily, with the busiest (BUF) seeing 3x daily flights, so it's not actually massive net growth.

By giving the LGA route to B6, AA will lose the LGA competitive advantage of operating from the T gates at ATL. B6 is mainly operating from the E gates these days.

LGA to BDA and NAS? I did not think that was permitted.

capejet wrote:

LGA to BDA and NAS? I did not think that was permitted.

Just want to check by any chance have you confused with LGA and DCA? Above routes may not operate from DCA, but I am not sure about LGA? If both airport has preclearance I don't see why they can't operate from LGA. But again, I don't know about NYC Market, just a hunch. I welcome people correct me if I am wrong.

capejet wrote:

LGA to BDA and NAS? I did not think that was permitted.

No perimeter on Saturdays

jetblueguy22 wrote:

capejet wrote:

LGA to BDA and NAS? I did not think that was permitted.

No perimeter on Saturdays

Both BDA and NAS are well within the perimeter. Since both airports also have US pre clearance no issues operating them from LGA, just as you will find plenty of LGA-Canada flights.

phatfarmlines wrote:

BangersAndMash wrote:

SESGDL wrote:

Was AA sitting on a ton of unused slots at LGA? Where are the slots coming from?

Jeremy

Well as part of the rejig, AA is dropping ATL which was served 4x daily. Most of these routes will be served 1x daily, with the busiest (BUF) seeing 3x daily flights, so it's not actually massive net growth.

By giving the LGA route to B6, AA will lose the LGA competitive advantage of operating from the T gates at ATL. B6 is mainly operating from the E gates these days.

The LGA flights almost always operated from D.

chonetsao wrote:

capejet wrote:

LGA to BDA and NAS? I did not think that was permitted.

Just want to check by any chance have you confused with LGA and DCA? Above routes may not operate from DCA, but I am not sure about LGA? If both airport has preclearance I don't see why they can't operate from LGA. But again, I don't know about NYC Market, just a hunch. I welcome people correct me if I am wrong.

They are both permitted from DCA as well. DCA-NAS is currently flown and DCA-BDA has in the past.

usflyer msp wrote:

phatfarmlines wrote:

BangersAndMash wrote:

Well as part of the rejig, AA is dropping ATL which was served 4x daily. Most of these routes will be served 1x daily, with the busiest (BUF) seeing 3x daily flights, so it's not actually massive net growth.

By giving the LGA route to B6, AA will lose the LGA competitive advantage of operating from the T gates at ATL. B6 is mainly operating from the E gates these days.

The LGA flights almost always operated from D.

Yes from my experience DFW, LAX, and PHX are the only ones were you are basically guaranteed T (I have seen the morning PHX flight operate out of D on occasion though). All others are mostly D with an occasional T flight thrown in.

usflyer msp wrote:

chonetsao wrote:

capejet wrote:

LGA to BDA and NAS? I did not think that was permitted.

Just want to check by any chance have you confused with LGA and DCA? Above routes may not operate from DCA, but I am not sure about LGA? If both airport has preclearance I don't see why they can't operate from LGA. But again, I don't know about NYC Market, just a hunch. I welcome people correct me if I am wrong.

They are both permitted from DCA as well. DCA-NAS is currently flown and DCA-BDA has in the past.

Thank you!

usflyer msp wrote:

phatfarmlines wrote:

BangersAndMash wrote:

Well as part of the rejig, AA is dropping ATL which was served 4x daily. Most of these routes will be served 1x daily, with the busiest (BUF) seeing 3x daily flights, so it's not actually massive net growth.

By giving the LGA route to B6, AA will lose the LGA competitive advantage of operating from the T gates at ATL. B6 is mainly operating from the E gates these days.

The LGA flights almost always operated from D.

I stand corrected. I checked the online FIDS and they do depart from D.

So, is AA then not using any of the expanded gates at ATL T-North? Wasn't the whole point to consolidate operations there?

phatfarmlines wrote:

usflyer msp wrote:

phatfarmlines wrote:

By giving the LGA route to B6, AA will lose the LGA competitive advantage of operating from the T gates at ATL. B6 is mainly operating from the E gates these days.

The LGA flights almost always operated from D.

I stand corrected. I checked the online FIDS and they do depart from D.

So, is AA then not using any of the expanded gates at ATL T-North? Wasn't the whole point to consolidate operations there?

They inherited the D gates from US and do not want to lose them, so they have to use them. Gate space is at a premium in ATL, so consolidating everything in T is not in their favor. It remains to be seen whether AA would take the step of allowing B6 to use one of their T gates for LGA. ATL-LGA is one of the top business markets in the country, and the NEA should focus on making it easy to use them. Putting LGA on D was a terrible business decision.

usdcaguy wrote:

phatfarmlines wrote:

usflyer msp wrote:

The LGA flights almost always operated from D.

I stand corrected. I checked the online FIDS and they do depart from D.

So, is AA then not using any of the expanded gates at ATL T-North? Wasn't the whole point to consolidate operations there?

They inherited the D gates from US and do not want to lose them, so they have to use them. Gate space is at a premium in ATL, so consolidating everything in T is not in their favor. It remains to be seen whether AA would take the step of allowing B6 to use one of their T gates for LGA. ATL-LGA is one of the top business markets in the country, and the NEA should focus on making it easy to use them. Putting LGA on D was a terrible business decision.

I personally think the advantage of T is way overemphasized on A-net. It may have made a difference pre-9/11 when you could roll up to the airport 25 minutes before your flight but in modern times you have to get to the aiport at least an hour before your flight so the three minute train ride to D or E after secrity really doesn't make a difference. I highly doubt anyone is making their purchasing decisions based on that. The annoying thing about AA on D is mainly that it is far away from the Admirals Club, especially during IROPS.

usflyer msp wrote:

I personally think the advantage of T is way overemphasized on A-net. It may have made a difference pre-9/11 when you could roll up to the airport 25 minutes before your flight but in modern times you have to get to the aiport at least an hour before your flight so the three minute train ride to D or E after secrity really doesn't make a difference. I highly doubt anyone is making their purchasing decisions based on that.

Agreed. T is also lacking in amenities overall compared to the rest of the concourses.

Even though I tend to favor DL these days, I’m happy to see AA bringing LGA-TYS back. Gives me another choice there and hopefully will depress DL’s fares a little.

Duplicate post

dennypayne wrote:

usflyer msp wrote:

I personally think the advantage of T is way overemphasized on A-net. It may have made a difference pre-9/11 when you could roll up to the airport 25 minutes before your flight but in modern times you have to get to the aiport at least an hour before your flight so the three minute train ride to D or E after secrity really doesn't make a difference. I highly doubt anyone is making their purchasing decisions based on that.

Agreed. T is also lacking in amenities overall compared to the rest of the concourses.

Even though I tend to favor DL these days, I’m happy to see AA bringing LGA-TYS back. Gives me another choice there and hopefully will depress DL’s fares a little.

This is either the the 3rd or 4th attempt for AA flying TYS-LGA in the last 12 years. The last foray into the market was killed by Covid. I’m hoping the connection with B6 may help this try. Would like to see them stick as they help keep DL honest on the fares.