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enilria
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OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 2:18 pm

FAQ

WHAT IS THIS REPORT?
This compares what is for sale THIS WEEK for the stated period versus what was for sale LAST WEEK...It does NOT compare to last year or now (UNLESS OTHERWISE STATED).

HOW DO I READ IT?
XXX-YYY DEC 4>5 JAN 4>5 ; means that the listed airline changed the frequency between the two airports to add from 4 to 5 roundtrips in December and January. No other months were changed. I only list one direction, although it is possible the listed change is only one way. It is too difficult to average the two directions. I assume the change is roundtrip and that is most often the case.

HOW ARE THE DAILY DEPARTURES CALCULATED?
This report uses total operations for the month listed, divided over the days in the month.

WHAT ARE THE FRACTIONAL FLIGHTS?
Flights that do not operate every day of the month create fractional service. In most cases flights are rounded, but in the case of international service or markets with low frequency, fractions are shown. For example, if a flight operates 4 times in April it will show 4/30=0.133=0.1. Also , a flight that only operates once per week may vary between 0.1 and 0.2 because a weekday may repeat either 4 or 5 times depending on the month.

WHAT ABOUT CARRIERS THAT DON'T PUBLISH A SCHEDULE 9 MONTHS IN ADVANCE?
Most airlines publish schedules 11 months in advance. This report covers the next 9 months. That avoids seeing schedules as they are loaded. Several LCCs load their schedules less than 9 months into the future. I remove the schedule adds if I see them and show a year over year (YOY) comparison if I notice them.

THOSE FLIGHTS AREN'T DELTA, THEY ARE SKYWEST
This report only shows the marketing code. It is too complicated to show all the operators.

THE FREQUENCIES MAY HAVE CHANGED AS YOU SHOW, BUT THE SEATS DIDNT CHANGE BECAUSE OF EQUIPMENT SWAPS
That is a natural weakness of a frequency based report, but it provides something to discuss below.

THIS LOOKS LIKE AN ERROR?
The carriers file the schedules. They do make mistakes. Most of the mistakes I have seen are either related to code shares not being marked as "duplicates" or carriers filing flights with invalid data such as equipment codes that are not standard. This causes flights to not appear.

CHARTERS?
Lately charters have been showing up in the database. I have no idea if that will continue.

I marked some of the ones I thought were interesting with an "*".

3E BRL-ORD JUL 0>1.7 AUG 0>1.7 SEP 0>0.8
3E BRL-STL JUL 0>1.9 AUG 0>1.8 SEP 0>0.8
3E DEC-ORD JUL 0>3 AUG 0>3 SEP 0>1.1
3E DEC-STL JUL 0>3 AUG 0>3 SEP 0>1.1
3E JBR-STL JUL 0>3 AUG 0>3 SEP 0>1.1

4Y BET-EEK MAY 1.9>3 JUN 1.8>3 JUL 1.9>3 AUG 1.8>3 SEP 1.9>3 OCT 1.9>3 NOV 1.8>3
4Y BET-GNU MAY 3>4 JUN 3>4 JUL 3>4 AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4
4Y BET-KKH MAY 0>0.9 JUN 0>0.8 JUL 0>0.9 AUG 0>0.8 SEP 0>0.9 OCT 0>0.9 NOV 0>0.8
4Y BET-KPN MAY 3>4 JUN 3>4 JUL 3>4 AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4
4Y BET-KWN APR 1.0>0.4 MAY 1.0>0 JUN 1.0>0 JUL 1.0>0 AUG 1.0>0 SEP 1.0>0 OCT 1.0>0 NOV 1.0>0
4Y BET-WNA MAY 3>4 JUN 3>4 JUL 3>4 AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4
4Y EEK-KWN MAY 1.9>3 JUN 1.8>3 JUL 1.9>3 AUG 1.8>3 SEP 1.9>3 OCT 1.9>3 NOV 1.8>3
4Y GNU-PTU MAY 3>4 JUN 3>4 JUL 3>4 AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4

7H BET-KWN APR 0>0.9 MAY 0>0.9 JUN 0.1>0.9 JUL 0.3>1.1 AUG 0.3>1.2 SEP 0>0.9 OCT 0>0.9 NOV 0>0.8
7H KWN-TOG APR 0>0.9 MAY 0>0.9 JUN 0>0.8 JUL 0>0.9 AUG 0>0.8 SEP 0>0.9 OCT 0>0.9 NOV 0>0.8

8I MIA-AUA JUN 0.6>0.7 JUL 0.5>0.8 AUG 0.6>0.8 SEP 0.6>0.8 OCT 0.6>0.8 NOV 0.6>0.9

Hmm...couldn't they have saved one of the dropped routes?
*AA DCA-STL JUN 3>5 JUL 3>5 AUG 3>5 SEP 3>5 OCT 3>5 NOV 3>5
AA DFW-AUS JUN 14>16 JUL 14>16 AUG 14>16 SEP 14>15 OCT 14>15 NOV 14>15
AA DFW-CUN JUN 6>7 JUL 6>7
AA DFW-CVG JUL 5>6
AA DFW-DEN JUL 9>10
AA DFW-GDL JUN 3>4 JUL 3>4
AA DFW-OGG JUL 1.0>2.0
AA DFW-ONT JUL 4>5 AUG 4>5 SEP 4>5 OCT 4>5 NOV 4>5
AA DFW-SAT JUL 14>15 AUG 15>16 SEP 15>16 OCT 15>16 NOV 15>16
AA DFW-XNA JUL 7>8
*AA JFK-TPA MAY 2>0.5 JUN 2>0 JUL 2>0 AUG 2>0 SEP 2>0 OCT 2>0 NOV 2>0
AA LAX-RNO JUL 4>5 AUG 4>5 SEP 4>5 OCT 4>5 NOV 4>5
AA LAX-SJD JUN 1.9>3 JUL 2>3 AUG 1.9>3
AA LAX-TUS JUL 3>4 AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4
AA MIA-ELH JUN 1.0>1.3 JUL 1.0>1.4 AUG 1.0>1.3
AA MIA-GGT JUN 1.0>1.3 JUL 1.0>1.4 AUG 1.0>1.3
AA MIA-LIR JUN 1.0>1.3 JUL 1.0>1.4 AUG 1.0>1.3
AA MIA-MHH JUN 1.0>1.3 JUL 1.0>1.4 AUG 1.0>1.3
AA MIA-PUJ JUN 3>4 JUL 3>4 AUG 3>4
AA MIA-REC JUN 0.8>1.0
AA ORD-EWR JUL 7>8
AA ORD-JFK JUL 1.0>2 AUG 1.0>2 SEP 1.0>2 OCT 1.0>2 NOV 1.0>2

AS ANC-DUT JUN 4>6
VX and AS both dropped it???
*AS LAX-SJC APR 3>0.4 MAY 3>0
AS PDX-BOI APR 7>6 MAY 7>6
AS PDX-GEG APR 8>7 MAY 8>7
AS PDX-LAX SEP 6>5 OCT 6>5
AS SAN-SJD OCT 1.7>2.0
AS SEA-FCA OCT 2>3
AS SEA-GEG APR 17>16
AS SEA-PDX APR 22>21 NOV 22>23
*AS SEA-PVR OCT 0>0.4
AS SEA-SFO NOV 9>8
AS SEA-SJC SEP 6>7 OCT 6>7 NOV 6>7
*AS SEA-SJD OCT 0>0.6

B6 BDL-SJU JUN 1.0>1.2 JUL 1.0>1.7 AUG 1.0>1.3
B6 BOS-AUA JUL 1.0>1.1 AUG 1.0>1.2
B6 BOS-PUJ JUL 0.3>0.5 AUG 0.3>0.4
B6 BOS-SDQ JUL 1.0>1.9 AUG 1.0>1.8
B6 DCA-NAS AUG 0.2>1.0
B6 FLL-BOS JUL 6>5 AUG 6>5
B6 JFK-BUF JUL 9>8 AUG 9>8
*B6 JFK-HYA JUL 0>1.0 AUG 0>1.0
B6 JFK-LIR JUL 0.7>1.0 AUG 0.7>1.0
B6 JFK-ORD JUL 3>4 AUG 3>4
B6 JFK-SYR JUL 4>3 AUG 4>3
B6 JFK-UVF JUL 1.0>1.1 AUG 1.0>1.2
B6 LGB-SEA JUL 4>3 AUG 4>3
B6 MCO-BQN AUG 1.5>1.3

Reversing last week
*DL DTW-CLE JUN 3>4 JUL 3>4 AUG 3>4 SEP 3>4 OCT 3>4 NOV 3>4
DL DTW-YYZ MAY 7>6
*DL JFK-GUA SEP 0.1>0 OCT 0.1>0 NOV 0.2>0
DL JFK-MSY OCT 2>3 NOV 2>3
*DL LAX-SAL JUL 0>1.0 AUG 0>1.0 SEP 0>1.0 OCT 0>1.0 NOV 0>1.0
DL MEM-LAS MAY 0.8>0.5
DL MIA-LAX MAY 0.9>0.6
DL MSP-YWG NOV 5>4
DL SLC-ONT MAY 4>3

HA HNL-ICN MAY 1.0>0.8 JUN 1.0>0.7 JUL 1.0>0.7 AUG 1.0>0.7 SEP 1.0>0.7 OCT 1.0>0.7 NOV 1.0>0.7
*HA HNL-TPE APR 0.4>0.1 MAY 0.4>0 JUN 0.4>0 JUL 0.5>0 AUG 0.4>0 SEP 0.4>0 OCT 0.4>0 NOV 0.4>0

HU BOS-PEK JUL 0.5>0.7 AUG 0.6>1.0

IB JFK-MAD APR 2>3

JJ JFK-GRU MAY 1.6>1.7 JUN 1.6>1.9 JUL 1.5>1.8

K5 AHN-BNA APR 1.7>1.1
K5 BNA-MKL APR 1.7>1.1
K5 HRO-MCI APR 0.9>0.4
K5 MEM-MKL APR 1.7>1.1
K5 OTH-PDX APR 4>3
K5 PDT-PDX APR 3>4

KX TPA-GCM SEP 0.7>0.6 OCT 0.7>0.6

OJ JFK-GEO MAY 0.2>0
OJ JFK-KIN MAY 0.4>0.6 JUN 0.5>0.6 JUL 0.4>0.5 AUG 0.4>0.6 SEP 0.4>0.6 OCT 0.4>0.5

PK JFK-LHE APR 0.2>0.3 MAY 0.1>0.3 JUN 0.1>0.3 JUL 0.2>0.3 AUG 0.1>0.3 SEP 0.2>0.3 OCT 0.1>0.3 NOV 0.1>0.3

SV IAD-JED OCT 0.5>0.6 NOV 0>0.6
SV IAD-RUH NOV 0>0.4
SV JFK-JED OCT 0.5>0.6 NOV 0>0.6
SV JFK-RUH NOV 0>0.4
SV LAX-JED NOV 0>0.4

UA IAD-CHO JUL 4>3
UA IAD-CVG JUL 1.9>1.0 AUG 1.8>1.0 SEP 1.7>1.2
UA IAD-DAY JUL 4>3
UA IAD-GRR SEP 1.7>1.2
UA IAD-HSV AUG 1.1>0.8 SEP 1.6>1.1
UA IAD-PVD JUL 4>3
UA IAH-BHM JUL 6>5
UA IAH-DEN JUL 12>13
UA IAH-IAD AUG 6>5 SEP 6>5
UA IAH-MCI JUL 9>8
UA IAH-OMA JUL 6>5
*UA IAH-PSP NOV 0>1.0
UA IAH-YYC JUL 4>3
UA LAX-ABQ JUL 1.9>1.0 AUG 1.9>1.0 SEP 1.9>1.0 OCT 2.0>1.0 NOV 1.7>1.0
UA LAX-GDL SEP 0.7>1.0
UA LAX-OKC JUL 1.9>1.0 AUG 1.8>1.2
UA LAX-PDX JUL 3>2 AUG 3>1.9 SEP 3>1.9 OCT 3>1.9 NOV 3>1.8
UA LAX-SAN JUL 13>11 AUG 13>11 SEP 13>11 OCT 13>11 NOV 13>11
UA LAX-SEA JUL 3>2
UA LAX-TUS SEP 2>1.4
UA ORD-ALB JUL 5>4 AUG 5>4
UA ORD-ATL AUG 8>7
UA ORD-ATW JUL 6>5
UA ORD-BHM JUL 4>3 AUG 4>3
UA ORD-BOS JUL 10>11
UA ORD-BUF AUG 6>7
UA ORD-CLT JUL 6>5 AUG 6>5
UA ORD-CMH JUL 7>8 AUG 7>8
UA ORD-DCA JUL 12>14 AUG 13>14
UA ORD-LAS JUL 5>3 AUG 5>4
UA ORD-LGA JUL 13>14
UA ORD-MDT JUL 5>4 AUG 5>4
UA ORD-OKC JUL 4>3 AUG 4>3
UA ORD-ORF AUG 5>4
UA ORD-PWM AUG 3>4
UA SFO-EUG JUL 7>6
UA SFO-EWR JUL 15>16
UA SFO-GDL SEP 0.7>1.0 OCT 0.7>0.9
UA SFO-LAX JUL 15>13 AUG 15>13
UA SFO-MFR JUL 7>5 AUG 7>4 SEP 6>5
UA SFO-PHX JUL 4>3
UA SFO-PSC AUG 1.4>1.0 SEP 2>1.4
UA SFO-PSP SEP 5>4
UA SFO-RNO AUG 5>6

US CLT-FAY MAY 7>6
US CLT-MOB APR 4>3
US CLT-OAJ MAY 8>7
US CLT-ROA MAY 9>8
US CLT-TRI APR 6>5
*US DCA-AGS JUN 0.9>0.1 JUL 0.9>0 AUG 0.8>0 SEP 0.9>0 OCT 0.9>0 NOV 0.8>0
US DCA-ALB JUN 4>3 JUL 4>3 AUG 4>3 SEP 4>3 OCT 4>3 NOV 4>3
*US DCA-BNA JUN 3>5 JUL 3>5 AUG 3>5 SEP 3>5 OCT 3>5 NOV 3>5
US DCA-BTV JUL 5>4 AUG 5>4 SEP 5>4 OCT 5>4 NOV 5>4
US DCA-CRW JUL 3>1.7 AUG 3>1.7 SEP 3>1.7 OCT 3>1.7 NOV 3>1.7
US DCA-CVG SEP 4>3 OCT 4>3
US DCA-DSM JUN 1.7>1.2 JUL 1.7>0.9 AUG 1.7>0.8 SEP 1.7>0.9 OCT 1.7>0.9 NOV 1.7>0.8
*US DCA-DTW JUL 5>4 AUG 5>3 SEP 5>0 OCT 5>0 NOV 5>0
*US DCA-FAY JUN 0.9>0.1 JUL 0.9>0 AUG 0.8>0 SEP 0.9>0 OCT 0.9>0 NOV 0.8>0
US DCA-GSO JUL 4>3 AUG 4>3 SEP 4>3 OCT 4>3 NOV 4>3
US DCA-GSP JUN 1.9>3 SEP 1.7>0.9 OCT 1.7>0.9 NOV 1.7>0.8
*US DCA-ILM JUN 1.7>1.0 JUL 1.7>0.1 AUG 1.7>0.2 SEP 1.7>0.1 OCT 1.7>0.1 NOV 1.7>0.2
US DCA-IND JUN 7>6
*US DCA-ISP JUL 2>0.1 AUG 2>0 SEP 2>0 OCT 2>0 NOV 2>0
*US DCA-LIT JUN 0.7>0.1 JUL 0.7>0 AUG 0.7>0 SEP 0.7>0 OCT 0.7>0
US DCA-MEM JUN 4>3 JUL 4>3 AUG 4>3 SEP 4>3 OCT 4>3 NOV 4>3
US DCA-MHT JUN 4>3 JUL 4>3 AUG 4>3 SEP 4>3 OCT 4>3 NOV 4>3
*US DCA-MSP JUL 3>0.1 AUG 3>0 SEP 3>0 OCT 3>0 NOV 3>0
*US DCA-MYR JUL 1.3>0.4 AUG 1.3>0.5 SEP 1.3>0.4 OCT 1.3>0.4 NOV 1.3>0.5
*US DCA-NAS JUN 1.0>0.4 JUL 1.0>0.3 AUG 1.0>0.3
*US DCA-OAJ JUN 0.9>0.1 JUL 0.9>0 AUG 0.8>0 SEP 0.9>0 OCT 0.9>0 NOV 0.8>0
*US DCA-OMA JUN 0.7>0.1 JUL 0.7>0 AUG 0.7>0 SEP 0.7>0 OCT 0.7>0
US DCA-ORF JUL 5>4 AUG 5>4 SEP 5>4 OCT 5>4
US DCA-PBI JUN 3>4 SEP 2>1.0 OCT 2>1.0 NOV 2>1.0
*US DCA-PNS JUL 1.1>0.3 AUG 1.2>0.3 SEP 1.1>0.3 OCT 1.1>0.3 NOV 1.2>0.3
US DCA-PVD JUN 6>5
US DCA-ROC JUN 4>3 JUL 4>3 AUG 4>3 SEP 4>3 OCT 4>3 NOV 4>3
*US DCA-RSW JUN 1.5>0.7 JUL 1.3>0.3 AUG 1.3>0.3 SEP 1.3>0.3 OCT 1.3>0.3 NOV 1.3>0.3
*US DCA-SAV JUL 2>0.2 AUG 2>0.2 SEP 2>0.1 OCT 2>0.1 NOV 2>0.2
*US DCA-TLH JUN 0.9>0.5 JUL 0.9>0 AUG 0.8>0 SEP 0.9>0 OCT 0.9>0 NOV 0.8>0
*US DCA-VPS JUN 1.0>0.3 JUL 1.0>0.1 AUG 1.0>0.2 SEP 1.0>0.1 OCT 1.0>0.1 NOV 1.0>0.2
*US DCA-YUL JUN 1.9>0.3 JUL 1.9>0 AUG 1.8>0 SEP 1.9>0 OCT 1.9>0 NOV 1.8>0
US PHL-LGA JUN 14>15
US PHL-ORF JUN 8>7
US PHL-ROA JUN 4>1.9
US PHL-RSW JUN 1.1>1.9
US PHX-BOS JUN 3>4
US PHX-OMA JUN 3>2

VX LAS-LAX JUN 5>4 JUL 6>5 AUG 6>5
*VX LAX-SJC MAY 4>1.6 JUN 4>0 JUL 4>0 AUG 4>0 SEP 4>0 OCT 4>0 NOV 4>0

Y4 SMF-GDL MAY 0.6>0.7 JUN 0.6>0.7 JUL 0.6>0.7 AUG 0.5>0.7 SEP 0.6>0.7 OCT 0.5>0.7 NOV 0.6>0.7

ZK CEZ-DEN APR 3>1.9 MAY 3>1.8 JUN 3>1.9 JUL 3>1.9 AUG 3>1.8 SEP 3>1.9 OCT 3>1.9 NOV 3>1.8
ZK DEN-FMN APR 3>1.6 MAY 3>1.5 JUN 3>1.6 JUL 3>1.6 AUG 3>1.5 SEP 3>1.6 OCT 3>1.6 NOV 3>1.5
ZK DEN-HYS APR 4>1.9 MAY 4>1.8 JUN 4>1.9 JUL 4>1.9 AUG 4>1.8 SEP 4>1.9 OCT 4>1.9 NOV 4>1.8
*ZK DEN-ISN APR 1.5>0 MAY 1.4>0 JUN 1.4>0 JUL 1.5>0 AUG 1.4>0 SEP 1.5>0 OCT 1.4>0 NOV 1.4>0
ZK DEN-MCK APR 0.7>0.1
*ZK GBD-HYS APR 0.7>0 MAY 0.7>0 JUN 0.7>0 JUL 0.7>0 AUG 0.7>0 SEP 0.7>0 OCT 0.7>0
ZK PGA-PHX APR 2>1.0 MAY 2>1.0 JUN 2>1.0 JUL 2>1.0 AUG 2>1.0 SEP 2>1.0 OCT 2>1.0 NOV 2>1.0
ZK PHX-SOW APR 3>1.0 MAY 3>1.0 JUN 3>1.0 JUL 3>1.0 AUG 3>1.0 SEP 3>1.0 OCT 3>1.0 NOV 3>1.0
ZK PHX-SVC APR 1.7>1.0 MAY 1.7>1.0 JUN 1.7>1.0 JUL 1.7>1.0 AUG 1.7>1.0 SEP 1.7>1.0 OCT 1.7>1.0 NOV 1.7>1.0

YOY Compare of F9
F9 BMI-MCO JUN 0.4>0.1
F9 CLE-CUN JUN 0.5>0.3
F9 CLE-MCO JUL 0>0.9 AUG 0>0.7
F9 DEN-ATL JUN 0.9>1.9 JUL 1.0>2 AUG 0.9>2
F9 DEN-BIS JUL 0.9>0.6
F9 DEN-BLI AUG 0.6>0.4
F9 DEN-CLE JUL 0.8>1.7 AUG 0.7>1.6
F9 DEN-CUN JUL 1.4>1.0 AUG 1.3>1.0
F9 DEN-DFW JUL 5>6
F9 DEN-DTW JUL 1.0>1.9 AUG 1.2>1.8
F9 DEN-FAI AUG 0.6>0.4
F9 DEN-GTF AUG 0.4>0.2
F9 DEN-MEM JUN 0>0.8 JUL 0>1.0 AUG 0>1.0
F9 DEN-MOT AUG 0.6>0.4
F9 DEN-MSP AUG 4>5
F9 DEN-PDX AUG 5>4
F9 DEN-PHX JUL 4>5
F9 DEN-PVR JUL 0.1>0.3
F9 DEN-SBA JUL 0.9>0.5 AUG 0.9>0.6
F9 DEN-SEA AUG 5>4
F9 DEN-TPA AUG 0.4>1.4
F9 ILG-TPA JUL 0.3>0.1 AUG 0.3>0.2
F9 MCI-DEN JUL 4>3 AUG 5>3
F9 MCO-MDT JUN 0.6>0.4
F9 ORD-SJD JUN 0>0.1 JUL 0>0.1
F9 RFD-CUN JUN 0.2>0
F9 STL-HUX JUN 0.1>0 JUL 0.1>0
F9 STL-PVR JUN 0>0.2 JUL 0>0.1
 
commavia
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 2:25 pm

Quoting enilria (Thread starter):
AA DFW-OGG JUL 1.0>2.0

Wow! That's cool.

Quoting enilria (Thread starter):
VX and AS both dropped it???
*AS LAX-SJC APR 3>0.4 MAY 3>0

AS can codeshare on the AA flights to maintain a presence and feed their LAX schedule (Mexico and DCA).
 
AirFiero
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 2:27 pm

[qnilria,reply=0]VX and AS both dropped it??? [/quote]

Both VX and AS, at one point or another, had talked about buildup plans at SJC. VX hinted they were just getting started, and AS was talking about some kind of a hub, I think they called it a "small community hub" or similar. Now neither is looking likely.
 
FlyPNS1
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 2:35 pm

Quoting enilria (Thread starter):
*US DCA-PNS JUL 1.1>0.3 AUG 1.2>0.3 SEP 1.1>0.3 OCT 1.1>0.3 NOV 1.2>0.3

Looks like PNS gets to keep some weekend service to DCA at least. The odd part is that AA/US will fly DCA-PNS 2x on Saturday, but not at all the rest of the week. I've rarely seen that in route planning before.
 
avi8
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 2:55 pm

Quoting enilria (Thread starter):
*DL JFK-GUA SEP 0.1>0 OCT 0.1>0 NOV 0.2>0

I wonder why they are discontinuing the route. The flight was recently up-gauged to a 757 from a 737-700

[Edited 2014-03-17 07:57:49]
avi8

Medschool student
 
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yellowtail
Posts: 3938
Joined: Fri Jun 17, 2005 3:46 am

RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 3:22 pm

Quoting enilria (Thread starter):
*DL LAX-SAL JUL 0>1.0 AUG 0>1.0 SEP 0>1.0 OCT 0>1.0 NOV 0>1.0

So looks like the LAX expansion continues……BZE, SJO, and the LIR adds all did well.

Quoting avi8 (Reply 4):
I wonder why they are discontinuing the route. The flight was recently up-gauged to a 757 from a 737-700

Eqp shortage or moving the plane to a better route.
When in doubt, hold on to your altitude. No-one has ever collided with the sky.
 
PIEAvantiP180
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 3:34 pm

Another AA destination cut out of JFK. JFK-TPA recently went to 2 daily after being single daily for years and now being discontinued altogether. Maybe they will back fill the route with a non-stop from LGA.
 
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enilria
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 4:51 pm

Quoting FlyPNS1 (Reply 3):
The odd part is that AA/US will fly DCA-PNS 2x on Saturday, but not at all the rest of the week. I've rarely seen that in route planning before.
Quoting FlyPNS1 (Reply 3):
SEP 1.1>0.3

I'm thinking 2x Saturdays to PNS in September will never fly, LOL!
 
FlyPNS1
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 4:58 pm

Quoting enilria (Reply 7):
I'm thinking 2x Saturdays to PNS in September will never fly, LOL!

They flew it 2x Saturday in September last year, IIRC. And remember US has lots of spare capacity on Saturdays in September, so they may keep it.
 
PHX787
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 5:05 pm

Quoting enilria (Thread starter):
AA DFW-CVG JUL 5>6

Nice to see more freq, but I wish one of these would switch to mainline   
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yellowtail
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 5:07 pm

Quoting FlyPNS1 (Reply 8):
And remember US has lots of spare capacity on Saturdays in September, so they may keep it.

Every US airline has lots of spare capacity in Sept and October. Any route that does well in those months brings smiles to Route Planning faces.
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jfklganyc
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 5:39 pm

JFK TPA was downgraded to Eagle a few months back.

No way that was lasting.

AA at JFK is a joke. Dont expect much better with U

On a happier note, havent seen B6 at 4x JFK to ORD in a loooooooong time!

[Edited 2014-03-17 10:46:55]
 
jetbluefan1
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 6:16 pm

Quoting jfklganyc (Reply 11):
On a happier note, havent seen B6 at 4x JFK to ORD in a loooooooong time!

Seriously! This is great to see. Although I'm surprised BOS-ORD has not been able to hold onto more than its current 3x...especially when you consider that B6 runs much higher frequencies on other BOS business routes (i.e. DCA 10x, BWI 6x, PHL 5x, EWR 5x, PIT 4x)

Quoting PIEAvantiP180 (Reply 6):
Another AA destination cut out of JFK. JFK-TPA recently went to 2 daily after being single daily for years and now being discontinued altogether. Maybe they will back fill the route with a non-stop from LGA.

Perhaps, although it's difficult to see how it would work out of LGA instead of JFK. Having these flights terminate at JFK instead of LGA allows travelers to connect to AA's and OneWorld's international flights, whereas having these flights terminate at LGA offers very little connectivity.
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 6:18 pm

Quoting AirFiero (Reply 2):
Both VX and AS, at one point or another, had talked about buildup plans at SJC. VX hinted they were just getting started,

VX didn't say anything about "just beginning" in their press release announcing the new service last year. Here's the link: http://www.virginamerica.com/press-r...-from-san-jose-to-los-angeles.html

And if they DID make such a statement anywhere, nobody who has followed VX since the beginning would believe it anyway.

As for AS, they are still very much alive in SJC. (In fact, this year, AS at SJ is cutting LA but adding SLC so there is not even a net loss of a nonstop destination.) Further build-up there, who knows...

bb
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 6:24 pm

Quoting enilria (Thread starter):
AA DFW-ONT JUL 4>5 AUG 4>5 SEP 4>5 OCT 4>5 NOV 4>5

  still no ORD-ONT so this doesn't do us a whole lot of good. DFW is not on a straight line from ONT to the midwest and northeast. DEN, ORD, and LAS are. Oh and I guess MDW but that airline only has one N/S and only connects to big markets.

Still MD80s on this roune.   
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 6:53 pm

Quoting enilria (Thread starter):
DL JFK-MSY OCT 2>3 NOV 2>3

Wow. From 0 to 3 flights in a relatively short amount of time in this market. No wonder B6 has gone to all E90...
 
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N62NA
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 7:00 pm

Quoting enilria (Thread starter):
UA SFO-EWR JUL 15>16

Insane amount of flights on this route.
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 7:02 pm

Quoting enilria (Thread starter):
B6 BOS-AUA JUL 1.0>1.1 AUG 1.0>1.2

Unreal. I never though I would see daily service in the summer. People would rather go to the Dutch Caribbean than be stuck in traffic driving to the cape I guess.

Quoting enilria (Thread starter):
B6 BOS-SDQ JUL 1.0>1.9 AUG 1.0>1.8

Surprised this one was only 1-daily with no competition.
Airlines flown: A3, AA, AC, AF, AM, BA, B6, CA, CO, CX, DL, EA, EL, IB, LH, MI, MQ, NH, NW, NZ, OU, PE, QF, S4, SQ, TP, UA, US, VS, WE, WN

2019: CX BOS-HKG, WE HKG-HKT, CA HKT-PEK-EWR, B6 EWR-BOS
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 7:11 pm

AS PDX-BOI APR 7>6 MAY 7>6
AS PDX-GEG APR 8>7 MAY 8>7
AS PDX-LAX SEP 6>5 OCT 6>5

Are these seasonal adjustment, or is Alaska slowly dismantling PDX as a secondary hub?
 
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yellowtail
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 7:28 pm

Quoting MSYtristar (Reply 15):
Wow. From 0 to 3 flights in a relatively short amount of time in this market. No wonder B6 has gone to all E90...

I have to begin to wonder if DL might not be slowly going after , trying to erode B6 at JFK. B6 may be a little distracted by DCA and BOS stuff…

[Edited 2014-03-17 13:24:16]
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 7:51 pm

Quoting jetbluefan1 (Reply 12):

Still hoping CLT gets some love one day. Token service to JFK/BOS sure isn't going to 'entertain' a business traveler. Except for BOS. With CLT -BOS departing at 8:55 am might help the cause a little bit.

Still hoping for additional frequency to BOS or and A320 flight.
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enilria
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 8:18 pm

Quoting FlyPNS1 (Reply 8):
They flew it 2x Saturday in September last year, IIRC. And remember US has lots of spare capacity on Saturdays in September, so they may keep it.
Quoting yellowtail (Reply 10):
Every US airline has lots of spare capacity in Sept and October. Any route that does well in those months brings smiles to Route Planning faces.

Saturday service = leisure market. Leisure markets suck in September. I'm shocked it works in September. Agreed that nothing works too well in September as a starting point.

Quoting lhpdx (Reply 18):
Are these seasonal adjustment, or is Alaska slowly dismantling PDX as a secondary hub?

No worries in the PDX hub at this point. APR/MAY are shoulder season.
 
capitalflyer
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 9:26 pm

US cuts for slots has begun. Wonder when we will see the load for WN, B6
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 10:08 pm

Quoting PIEAvantiP180 (Reply 6):

Another AA destination cut out of JFK. JFK-TPA recently went to 2 daily after being single daily for years and now being discontinued altogether. Maybe they will back fill the route with a non-stop from LGA.
Quoting jfklganyc (Reply 11):

JFK TPA was downgraded to Eagle a few months back.

No way that was lasting.

AA at JFK is a joke. Dont expect much better with U

Don't really need this with PHL and CLT in the mix. Insignificant leisure routes out of JFK are better served via connections than trying to compete with B6 and DL on junk yield routes to Florida.
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 10:16 pm

Quoting enilria (Thread starter):
US PHL-ROA JUN 4>1.9

Since I used to be based at ROA, this one surprises me. It's always been 3x or 4x daily, except on Saturdays. At least, for the past seven years or so. And being that ROA is both a crew base and a mx base for PDT, it was common to have many deadheading crew members on those flights, as well as to cycle aircraft to RON there for mx.
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 10:18 pm

Quoting EricR (Reply 23):
Don't really need this with PHL and CLT in the mix. Insignificant leisure routes out of JFK are better served via connections than trying to compete with B6 and DL on junk yield routes to Florida.

Bingo. What business traffic does exist between NYC and non-MIA Florida is already taken and AA has little realistic chance of ever getting it, so there's no need to waste the time, money, aircraft and slots.
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 10:33 pm

Quoting enilria (Thread starter):
*AA DCA-STL JUN 3>5 JUL 3>5 AUG 3>5 SEP 3>5 OCT 3>5 NOV 3>5

Interesting. With the recent flight additions from STL-LGA (from 4 to 6) and now this, maybe AA is not quite ready to cede these markets to WN just yet. Granted these are CRJ-700's but still a total increase of 120+ seats per market in each direction..
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Mon Mar 17, 2014 10:53 pm

Quoting enilria (Thread starter):
*AS SEA-SJD OCT 0>0.6
Quoting enilria (Thread starter):
*AS SEA-PVR OCT 0>0.4

These are nothing noteworthy. AS does this every year. There are seasonal nonstops SEA to SJD and PVR from mid-October to about Mid-April. This just reflects that.

AS had been running SEA-MZT on Saturday and Sundays during the same season, but I'm not sure if that's continuing. SJC-SJD is another seasonal run.
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 12:30 am

Quoting EricR (Reply 23):

Don't really need this with PHL and CLT in the mix. Insignificant leisure routes out of JFK are better served via connections than trying to compete with B6 and DL on junk yield routes to Florida.

You're not a player in the NYC market unless you serve the routes. Period. Even a token presence for your business travelers to take their family on an award flight. NYers go to MCO, PBI, FLL and TPA. That's where they go on vacation. And they go non stop. AA is in those markets with twice daily MCO to JFK. That's it.

Quoting commavia (Reply 25):
Bingo. What business traffic does exist between NYC and non-MIA Florida is already taken and AA has little realistic chance of ever getting it, so there's no need to waste the time, money, aircraft and slots.

Just curious where the slots are being used to: IAH? TPA? SXM? NAS? SDQ? STI? SJU? NCL? BRU? FRA?

I booked a flight to MXP one month out for $640. I am waiting for that route to be dropped too.
 
commavia
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 12:36 am

Quoting jfklganyc (Reply 28):
You're not a player in the NYC market unless you serve the routes.

Not true. AA need not fly nonstop to everywhere. With the slot disadvantage AA must contend with vis a vis Delta and United, AA has to utilize their slots judiciously. Particularly now given CLT and PHL, wasting them on TPA was no longer necessary. I suspect wasting them on a daily ERJ to BNA, BWI, CLE, CVG, IND, and possibly PIT will also, soon, no longer be necessary, at which time all of those slots can be reallocated for more effective (strategically important) use.
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 12:51 am

Quoting jfklganyc (Reply 28):

You're not a player in the NYC market unless you serve the routes. Period. Even a token presence for your business travelers to take their family on an award flight. NYers go to MCO, PBI, FLL and TPA. That's where they go on vacation. And they go non stop. AA is in those markets with twice daily MCO to JFK. That's it.

But they do serve the route, it is just a connecting route. So nothing has changed here. Also, if the primary intent of the route is family vacations, travelers will most likely chose the cheapest fare. Why attempt to get into that war with B6 and DL?

The name of the game is to make a profit, not to connect the most dots at any cost. AA can still be a large player in the market without serving select, lower yielding destinations N/S.
 
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Schweigend
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 1:23 am

Quoting N62NA (Reply 16):
UA SFO-EWR JUL 15>16

Insane amount of flights on this route.

Insane?

I'd call it logical for United to have plenty of flights between its two most important hubs, and to increase their flying during Summer.

And it's not because of Virgin America.  
 
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SANFan
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 1:37 am

Quoting lhpdx (Reply 18):
Are these seasonal adjustment, or is Alaska slowly dismantling PDX as a secondary hub?

Oh come on now, PDX isn't in any danger with AS. We all know that.

These are just part of the ongoing adds and subtractions that are constantly happening. There may a seasonal component and I'd bet that in this case, there's also some a/c availability gathering going on. After all, the SLC growth plus those 3 new nonstop routes out of SEA this summer -- that's 3 a/c needed for DTW, TPA and MSY -- are coming from somewhere. A flight here, another from there... that's the AS way.

Don't forget that PDX even picked up a new FCA flight this summer; that was apparently a SEA-loss.

bb
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 2:56 am

Quoting SANFan (Reply 13):
VX didn't say anything about "just beginning" in their press release announcing the new service last year. Here's the link: http://www.virginamerica.com/press-r...-from-san-jose-to-los-angeles.html

And if they DID make such a statement anywhere, nobody who has followed VX since the beginning would believe it anyway.

I read it here, but sorry, I don't have the source. There was something that made it sound like VX had some additional ideas for SJC. Oh, well, evidently not anymore if it ever was true.
 
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enilria
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 3:02 pm

Quoting AirFiero (Reply 33):
I read it here, but sorry, I don't have the source. There was something that made it sound like VX had some additional ideas for SJC. Oh, well, evidently not anymore if it ever was true.

They still don't have enough planes for everything they are planning for this year.
 
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SANFan
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 4:42 pm

Quoting AirFiero (Reply 33):
I read it here, but sorry, I don't have the source. There was something that made it sound like VX had some additional ideas for SJC. Oh, well, evidently not anymore if it ever was true.

No problem. It's just a well-known fact that here on A.net, whenever VX starts up in a new city, someone from that new destination proposes that THAT will become a major hub/focus city of Virgin with flights to many different cities. This has been going on for years now.

So far, in 7 years, 2 cities -- LAS and PSP -- have VX flights to anywhere other than just LAX and/or SFO. (And in both cases, 'anywhere else' is JFK.) End of story. Period.

Now it does appears as if VX is on the verge of partially removing their blinders and considering DAL and/or maybe ORD, as mid-continent connecting points that MIGHT actually see service to 3 or 4 different cities -- LA, SF, plus DCA and LGA! WOW!!! And knowing VX, I would not expect anything beyond that. We'll see how that plays out...

bb
 
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enilria
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 4:45 pm

Quoting SANFan (Reply 35):
ORD

They should think about ORD and MIA as well as DAL.
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 5:35 pm

Quoting Beardown91737 (Reply 14):
  still no ORD-ONT so this doesn't do us a whole lot of good. DFW is not on a straight line from ONT to the midwest and northeast. DEN, ORD, and LAS are. Oh and I guess MDW but that airline only has one N/S and only connects to big markets.

Still MD80s on this roune.   

ONT-PHX-ORD would work on US, no? It's not that far off the "straight-line".
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 5:46 pm

Quoting EricR (Reply 30):
But they do serve the route, it is just a connecting route. So nothing has changed here. Also, if the primary intent of the route is family vacations, travelers will most likely chose the cheapest fare.

Lots of family travelers will avoid the hassels (and added time) of connections. NYC flyers have lots of non-stop options JKF/EWR/LGA - Florida. If AA doesn't want to play, fine. DL's goal is 'Win in New York.' Maybe AA's is '#3-ish in New York will be OK, we think.'
 
commavia
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 6:50 pm

Quoting MIflyer12 (Reply 38):
Lots of family travelers will avoid the hassels (and added time) of connections. NYC flyers have lots of non-stop options JKF/EWR/LGA - Florida. If AA doesn't want to play, fine. DL's goal is 'Win in New York.' Maybe AA's is '#3-ish in New York will be OK, we think.'

Indeed. AA appears fine with #3. AA has never been the market leader in NYC, and today more than ever it need not be. AA doesn't need to throw seats into the market because, unlike its two peer competitors, AA no longer needs to try and force the proverbial "square peg" of a connecting hub into the "round hole" that is hypercompetitive, delay-prone NYC. AA now has an incredible opportunity to optimize its substantial NYC presence for O&D, and more specifically corporate/premium O&D, and handle connections through the excellent megahub down I-95 in PHL, and leaving Delta, United and JetBlue to fight it out for O&D in the predominantly leisure O&D markets like NYC-Florida.

If you look at market shares in the region for last year compared with 15 years earlier, well before 9/11, it's remarkable how little change has really occurred at the top of the market, at least from my perspective. For all the disruption and evolutionary change in the airline industry since then, the top three airlines in 1998 were Continental (21.9% share), AA (15%) and Delta (14.5%). Last year, it was United (Continental's corporate successor, 24.9%), Delta (21.2%), AA (16.5%). So in 15 years the overall concentration of the top three airlines went from 51.4% to 62.6%, and two have switched order. When we consider the level of liquidation and consolidation that has happened since then - pretty modest change, and reflective of Delta's push to turn NYC into a more meaningful connecting hub, and of course the entrance of JetBlue (which didn't exist in 1998).
 
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N62NA
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Tue Mar 18, 2014 10:02 pm

Quoting Schweigend (Reply 31):
Insane?

I'd call it logical for United to have plenty of flights between its two most important hubs, and to increase their flying during Summer.

Sure, if EWR wasn't so delay-prone - because of UA!  
 
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jfklganyc
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Wed Mar 19, 2014 3:05 am

Quoting Schweigend (Reply 31):
I'd call it logical for United to have plenty of flights between its two most important hubs, and to increase their flying during Summer.

ORD and IAH may have a slight problem with that statement. Just sayin

Quoting commavia (Reply 39):
Indeed. AA appears fine with #3. AA has never been the market leader in NYC, and today more than ever it need not be. AA doesn't need to throw seats into the market because, unlike its two peer competitors, AA no longer needs to try and force the proverbial "square peg" of a connecting hub into the "round hole" that is hypercompetitive, delay-prone NYC. AA now has an incredible opportunity to optimize its substantial NYC presence for O&D, and more specifically corporate/premium O&D, and handle connections through the excellent megahub down I-95 in PHL, and leaving Delta, United and JetBlue to fight it out for O&D in the predominantly leisure O&D markets like NYC-Florida.

Please man, you have a pro-AA AAgenda and it's getting old. These airlines are jumping over themselves to serve NYC because there are 18 million people and growing waiting to get on a flight. And very few of them are getting on a turboprop out of LGA to fly 20 minutes to Philly to take advantage of that nightmare.

Quoting commavia (Reply 39):
When we consider the level of liquidation and consolidation that has happened since then - pretty modest change, and reflective of Delta's push to turn NYC into a more meaningful connecting hub, and of course the entrance of JetBlue (which didn't exist in 1998).

AA exited EWR as a major player. They were #2.

AA has ended all mainline at their beloved LGA expect to DFW, ORD and MIA. That would have been unthinkable just a decade ago. Oh, and they replaced that with ERJs and CRJs. No E Jets here.

AA went from #1 at JFK to a distant #3, exiting the Caribbean from their second largest Caribbean gateway and ceding their transcons to Delta and pathetically JetBlue. Remember when AA threw 757s on routes to LGB just to head off B6? Pretty soon they'll be flying the same equipment as B6 on the flagship routes...and B6 will have the F class suite.


Oh oh oh... almost forgot my favorite: 6 daily LHR to 3 daily!! How long til BA is flying this entire route?   ~3 years

I would say that AAs demise in NYC has been real and swift.
 
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Wed Mar 19, 2014 3:22 am

Quoting jfklganyc (Reply 41):
Oh oh oh... almost forgot my favorite: 6 daily LHR to 3 daily!!

And back to four daily in the fall when AA takes back a daylight flight that BA is operating now. And it will continue to flux. We very well might see AA operating 6x daily next summer, or 3x daily again, it all depends on how the two airlines decide to allocate equipment on the route.

At one point Delta entirely exited the JFK-CDG market and had its partner take over. That's what happens in a JBA.

Quoting jfklganyc (Reply 28):
NYers go to MCO, PBI, FLL and TPA. That's where they go on vacation. And they go non stop. AA is in those markets with twice daily MCO to JFK. That's it.

AA flies LGA-PBI.

Quoting jfklganyc (Reply 41):

I would say that AAs demise in NYC has been real and swift.

You are right. Being the third largest airline in New York City - larger than JetBlue - is a total and complete demise. Why does AA even bother flying there at all?

[Edited 2014-03-18 20:26:19]
a.
 
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enilria
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Wed Mar 19, 2014 2:48 pm

Quoting commavia (Reply 39):
Indeed. AA appears fine with #3. AA has never been the market leader in NYC, and today more than ever it need not be. AA doesn't need to throw seats into the market because, unlike its two peer competitors, AA no longer needs to try and force the proverbial "square peg" of a connecting hub into the "round hole" that is hypercompetitive, delay-prone NYC. AA now has an incredible opportunity to optimize its substantial NYC presence for O&D, and more specifically corporate/premium O&D, and handle connections through the excellent megahub down I-95 in PHL, and leaving Delta, United and JetBlue to fight it out for O&D in the predominantly leisure O&D markets like NYC-Florida.
Quoting jfklganyc (Reply 41):
Please man, you have a pro-AA AAgenda and it's getting old. These airlines are jumping over themselves to serve NYC because there are 18 million people and growing waiting to get on a flight. And very few of them are getting on a turboprop out of LGA to fly 20 minutes to Philly to take advantage of that nightmare.

Has anybody thought about the effect of the new DL SkyPesos on markets like LAX/NYC? Because the rewards are tied to fares...and more and more the elite level qualification...it means that they will increase their loyalty in uncompetitive, high fare markets by increasing rewards for those passengers. In competitive, low fare markets they will decrease their loyalty because it will result in fewer miles as rewards and it will eventually be harder to qualify for tier status as that probably fully shifts to dollars over time. That's all great for fortress hubs and middle America. It's very bad for "winning" NYC and LA. It's very ironic. By rewarding the passengers who pay the most, they are in effect rewarding the passengers who have the least choice about whether to fly them. Seems like a very poor strategic move even if it makes sense from a simple perspective.
 
commavia
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Wed Mar 19, 2014 3:23 pm

Quoting jfklganyc (Reply 41):
These airlines are jumping over themselves to serve NYC because there are 18 million people and growing waiting to get on a flight. And very few of them are getting on a turboprop out of LGA to fly 20 minutes to Philly to take advantage of that nightmare.

Bottom line is that AA has to pick its battles. No airline can win everywhere, and no airline can ever truly "win" in NYC - the market is too big, and too fragmented. AA has only so many slots, and has to use them to their full value. And wasting a slot competing with JetBlue and Delta to TPA is just that - a waste. AA still offers a massive amount of lift in and out of NYC in many of the prime business markets that generate the most premium O&D. And AA obviously seems just fine for that.

The ship has sailed on ever competing for NYC-TPA or NYC-ROA or NYC-PWM passengers. It's done. AA long ago ceded that market to United, Delta and JetBlue. And, thankfully, AA now has PHL as an excellent alternative to access those markets - PHL is, in fact, a far better hub than JFK or LGA can or will ever be. True, AA will not be able to capture the O&D between NYC and those markets, but again, AA still provides ample nonstop and connecting access to the most important markets to maintain a very sizable presence in NYC.

Quoting jfklganyc (Reply 41):
AA has ended all mainline at their beloved LGA expect to DFW, ORD and MIA. That would have been unthinkable just a decade ago. Oh, and they replaced that with ERJs and CRJs. No E Jets here.

That's market reality. Delta has dramatically increased its presence at LGA and yet, they, too, have virtually no mainline at the airport outside of hubs and Florida. It's the nature of the market - places where AA used to send mainline from LGA, like RDU and BNA, are now pretty much all-RJ for the competitors, too. And at least AA now has plenty of 2-class CR7s in LGA to compete with the 2-class CR7s Delta operates.

Quoting jfklganyc (Reply 41):
AA went from #1 at JFK to a distant #3, exiting the Caribbean from their second largest Caribbean gateway and ceding their transcons to Delta and pathetically JetBlue.

AA made a choice. They no longer felt it was a viable business to haul around discount Y passengers from JFK to the West Coast, and the Caribbean. With what has happened to Y fares in those markets, I can see why AA (and, lest we forget, United) came to that conclusion. AA seems happy letting Delta and JetBlue carry that traffic. AA goes for yield, Delta for volume - different strategies.

Quoting jfklganyc (Reply 41):
I would say that AAs demise in NYC has been real and swift.

And I would say characterizing an airline with 16% of the market, when the single largest competitor only has less than 25% of the market, as having suffered a "demise" is laughable.

All the various "failures" you've mentioned seem to be aimed at painting everything in a negative light with respect to AA at NYC. I think I simply see it for what it is. AA lost lots of ground in the last decade due to not filing for bankruptcy, and as a result, difficult choices had to be made. Thankfully for AA, despite its lack of foresight with respect to JFK, the airline - especially post-merger - still retains such a huge presence in NYC that what's left in the region today for AA is extremely strong.

AA offers frequent service to major O&D markets like LAX, ORD, DFW, CLT, MIA, LHR, RDU, BOS, DCA and DTW, plus smaller markets and a robust international network to Europe and South America. That doesn't sound like "demise" to me, especially considering that AA now has a far better hub down the road to handle connections, and can cater more to O&D in NYC.
 
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yellowtail
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Wed Mar 19, 2014 3:33 pm

Quoting commavia (Reply 44):
AA goes for yield, Delta for volume - different strategies.

Inaccurate statement at best. DL is very much about yields as it is volume. Same for AA.

Both AA and DL have volume markets. Both have yield focussed markets.
When in doubt, hold on to your altitude. No-one has ever collided with the sky.
 
commavia
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RE: OAG Changes 3/21/2014: AA/DL/F9/UA/US

Wed Mar 19, 2014 3:38 pm

Quoting yellowtail (Reply 45):
Inaccurate statement at best. DL is very much about yields as it is volume. Same for AA.

Both AA and DL have volume markets. Both have yield focussed markets.

Obviously every airline goes for volume and yield, and in many markets. I thought I was being clear in referring specifically to the markets mentioned by the other poster - namely transcon and, to some extent, Caribbean.

Clearly in the transcon market AA - like United before them - is going almost exclusively for yield, as it is dramatically reducing the exposure to the non-premium (i.e., Coach) market whereas Delta is clearly focused more on volume than yield, as it has added a substantial amount of capacity - most of it in Coach - in these markets in the last decade.

I'm not saying it as a criticism of Delta, but it's just simple math: if you fly an A321 with 102 seats, of which ~30% are First or Business, it's very highly likely that the average fare (yield) will be higher than flying a 767 with 226 seats, of which ~11% are BusinessElite. The relative strengths or weaknesses of those strategies, and how well they will work out, is still an open question - I wasn't judging either of those questions. But the numbers clearly bear out that those are the two airline's divergent strategies in these transcon markets.

[Edited 2014-03-19 08:40:14]

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