JetBlueCLT wrote:

727LOVER wrote:

I was asking because we were told by EXPERTS on here that CLT would be shrunk/right-sized

Those so called “experts” on here having been predicting the dooms day of the CLT for as long as I could remember. There lack of knowledge and understanding how important of a role CLT is to AA is mind numbing to me. Not discrediting anyone knowledge but there assesment on AA in CLT. Sorry if it came across that way. It gets annoying after awhile. I just laugh because every time I hear the earnings calls or read articles, I hear great remarks in regards to Charlotte from AA.

Anyhow!

Here’s my predictions below:

Transatlantic
CLT-LHR: Goes to 3 flights in the summer. Either operated by AA or BA could finally make there entry back to CLT. Then the winter CLT-LHR would split by AA/BA with 1 flight each. If operated by AA, 1 A333, 2 A332. If BA makes it here, 2 AA A332 and 1 BA 772
CLT-CDG goes year-round (A332)
CLT-AMS: Summer seasonal. (this an oddball for sure. But hey, ya never know) I was going to put MAN on here but don’t think that would be realistic if a 3rd LHR is added. Now if LHR stays at 2 summer flights then maybe MAN. 763 or A332
Domestic
Top 3 are long over due imo
CLT-ICT: 2X CRJ7
CLT-MLI: 2X CRJ7
CLT-SCE: 1X E145
CLT- COS: summer seasonal A320
CLT-JAC: Winter seasonal 752
CLT-FAR: Saturday only CRJ 9 or E175.This is a personal add because I go to school in GFK and it would be so much better to fly straight home to Charlotte. Not betting on this so please don’t shoot me down for that haha.

Have a good one!

usflyer msp wrote:

JetBlueCLT wrote:

727LOVER wrote:

I was asking because we were told by EXPERTS on here that CLT would be shrunk/right-sized

Those so called “experts” on here having been predicting the dooms day of the CLT for as long as I could remember. There lack of knowledge and understanding how important of a role CLT is to AA is mind numbing to me. Not discrediting anyone knowledge but there assesment on AA in CLT. Sorry if it came across that way. It gets annoying after awhile. I just laugh because every time I hear the earnings calls or read articles, I hear great remarks in regards to Charlotte from AA.

Anyhow!

Here’s my predictions below:

Transatlantic
CLT-LHR: Goes to 3 flights in the summer. Either operated by AA or BA could finally make there entry back to CLT. Then the winter CLT-LHR would split by AA/BA with 1 flight each. If operated by AA, 1 A333, 2 A332. If BA makes it here, 2 AA A332 and 1 BA 772
CLT-CDG goes year-round (A332)
CLT-AMS: Summer seasonal. (this an oddball for sure. But hey, ya never know) I was going to put MAN on here but don’t think that would be realistic if a 3rd LHR is added. Now if LHR stays at 2 summer flights then maybe MAN. 763 or A332
Domestic
Top 3 are long over due imo
CLT-ICT: 2X CRJ7
CLT-MLI: 2X CRJ7
CLT-SCE: 1X E145
CLT- COS: summer seasonal A320
CLT-JAC: Winter seasonal 752
CLT-FAR: Saturday only CRJ 9 or E175.This is a personal add because I go to school in GFK and it would be so much better to fly straight home to Charlotte. Not betting on this so please don’t shoot me down for that haha.

Have a good one!

CLT-LHR might be upgauged to 777's but I doubt it will see more flights. The current frequency is enough to service the local market and connecting flows that cannot go over other hubs.
CLT-MAD is really the only current seasonal TATL route that I could see going year round (less than daily in the winter however).

757usairways wrote:

With AA wanting to fly to more Eastern European cities, how would a flight to WAW, VIE, IST, OTP or DME from PHL sound. Personally I could see WAW and DME being the most realistic. Also is there any word on possible South American expansions from any of the hubs? Seems like it’s been quiet down there.

757usairways wrote:

With AA wanting to fly to more Eastern European cities, how would a flight to WAW, VIE, IST, OTP or DME from PHL sound. Personally I could see WAW and DME being the most realistic. Also is there any word on possible South American expansions from any of the hubs? Seems like it’s been quiet down there.

dolphinflyer wrote:

With American Eagle adding gates at DFW, I wonder what additional new Eagle flights make sense to add to the DFW mega-hub. ALB-DFW comes to mind as a perfect E75 market (and an E75 ALB-MIA flight makes sense too). ROC, SYR and PVD could be new E75 markets from DFW as well. Other Eagle expansion markets from DFW for 2019 launch that come to mind?

dolphinflyer wrote:

With American Eagle adding gates at DFW, I wonder what additional new Eagle flights make sense to add to the DFW mega-hub. ALB-DFW comes to mind as a perfect E75 market (and an E75 ALB-MIA flight makes sense too). ROC, SYR and PVD could be new E75 markets from DFW as well. Other Eagle expansion markets from DFW for 2019 launch that come to mind?

sagechan wrote:

dolphinflyer wrote:

With American Eagle adding gates at DFW, I wonder what additional new Eagle flights make sense to add to the DFW mega-hub. ALB-DFW comes to mind as a perfect E75 market (and an E75 ALB-MIA flight makes sense too). ROC, SYR and PVD could be new E75 markets from DFW as well. Other Eagle expansion markets from DFW for 2019 launch that come to mind?

I believe we have a shot at resuming DFW in CRW come spring, better be a E175 or CR7 though, the prior CR2 service was terrible.

Midwestindy wrote:

https://twitter.com/xJonNYC/status/1035997972457287680

"Rumored: the following adds coming: PHX-GRR (mainline), PHX-MSN (express), and PHX-ORD gets one 788 r/t, all starting in January."

tphuang wrote:

Interestingly at Cowen conference, AA just said DCA is its third most profitable hub after CLT/DFW. Didn't expect that.

Brickell305 wrote:

tphuang wrote:

Interestingly at Cowen conference, AA just said DCA is its third most profitable hub after CLT/DFW. Didn't expect that.

Weren't they just saying this about ORD when they announced the Asian cuts?

ccording to Isom, flights at DFW, Charlotte and Washington airports produce a combined margin of 13.1 percent, compared to just 7.5 percent average across its entire system.

BA744PHX wrote:

Midwestindy wrote:

https://twitter.com/xJonNYC/status/1035997972457287680

"Rumored: the following adds coming: PHX-GRR (mainline), PHX-MSN (express), and PHX-ORD gets one 788 r/t, all starting in January."

Great adds/changes if true. I would of thought PHX-BIL/BZN/FAR/RAP/BIS before GRR or MSN, maybe there is more to this expansion??

ahj2000 wrote:

usflyer msp wrote:

JetBlueCLT wrote:

Those so called “experts” on here having been predicting the dooms day of the CLT for as long as I could remember. There lack of knowledge and understanding how important of a role CLT is to AA is mind numbing to me. Not discrediting anyone knowledge but there assesment on AA in CLT. Sorry if it came across that way. It gets annoying after awhile. I just laugh because every time I hear the earnings calls or read articles, I hear great remarks in regards to Charlotte from AA.

Anyhow!

Here’s my predictions below:

Transatlantic
CLT-LHR: Goes to 3 flights in the summer. Either operated by AA or BA could finally make there entry back to CLT. Then the winter CLT-LHR would split by AA/BA with 1 flight each. If operated by AA, 1 A333, 2 A332. If BA makes it here, 2 AA A332 and 1 BA 772
CLT-CDG goes year-round (A332)
CLT-AMS: Summer seasonal. (this an oddball for sure. But hey, ya never know) I was going to put MAN on here but don’t think that would be realistic if a 3rd LHR is added. Now if LHR stays at 2 summer flights then maybe MAN. 763 or A332
Domestic
Top 3 are long over due imo
CLT-ICT: 2X CRJ7
CLT-MLI: 2X CRJ7
CLT-SCE: 1X E145
CLT- COS: summer seasonal A320
CLT-JAC: Winter seasonal 752
CLT-FAR: Saturday only CRJ 9 or E175.This is a personal add because I go to school in GFK and it would be so much better to fly straight home to Charlotte. Not betting on this so please don’t shoot me down for that haha.

Have a good one!

CLT-LHR might be upgauged to 777's but I doubt it will see more flights. The current frequency is enough to service the local market and connecting flows that cannot go over other hubs.
CLT-MAD is really the only current seasonal TATL route that I could see going year round (less than daily in the winter however).

I think CLT-CDG could use a year-round flight. CLT not having anything smaller than a 332 sometimes stings a bit.

miaami wrote:

Curious how the JFK-LAX/SFO trans-cons are doing? Could this be the next thing AA cedes to DL/B6?

Midwestindy wrote:

https://twitter.com/xJonNYC/status/1035997972457287680

"Rumored: the following adds coming: PHX-GRR (mainline), PHX-MSN (express), and PHX-ORD gets one 788 r/t, all starting in January."

JonNYC wrote:

Midwestindy wrote:

https://twitter.com/xJonNYC/status/1035997972457287680

"Rumored: the following adds coming: PHX-GRR (mainline), PHX-MSN (express), and PHX-ORD gets one 788 r/t, all starting in January."

PHX-GRR came out.

redwingspilot wrote:

JonNYC wrote:

Midwestindy wrote:

https://twitter.com/xJonNYC/status/1035997972457287680

"Rumored: the following adds coming: PHX-GRR (mainline), PHX-MSN (express), and PHX-ORD gets one 788 r/t, all starting in January."

PHX-GRR came out.

PHX-MSN is happening too on Mesa CR9.

miaami wrote:

Curious how the JFK-LAX/SFO trans-cons are doing? Could this be the next thing AA cedes to DL/B6?

tphuang wrote:

miaami wrote:

Curious how the JFK-LAX/SFO trans-cons are doing? Could this be the next thing AA cedes to DL/B6?

They are the leader on jfk lax. They are weaker out of sfo but still yielding very well.

The one to watch out is Mia transcon which is facing increased b6 pressure.

tphuang wrote:

They are the leader on jfk lax..

dolphinflyer wrote:

With American Eagle adding gates at DFW, I wonder what additional new Eagle flights make sense to add to the DFW mega-hub. ALB-DFW comes to mind as a perfect E75 market (and an E75 ALB-MIA flight makes sense too). ROC, SYR and PVD could be new E75 markets from DFW as well. Other Eagle expansion markets from DFW for 2019 launch that come to mind?

tphuang wrote:

Interestingly at Cowen conference, AA just said DCA is its third most profitable hub after CLT/DFW. Didn't expect that.

usflyer msp wrote:

I would expect PHX-RST. Between the leisure traffic and Mayo there should be plenty for a CR9.

BA744PHX wrote:

Great adds/changes if true. I would of thought PHX-BIL/BZN/FAR/RAP/BIS before GRR or MSN, maybe there is more to this expansion??

American 767 wrote:

tphuang wrote:

They are the leader on jfk lax..

They've always been, for now over 60 years. It started back in the 50s with the DC-7 (50s), then the 707 (60s and early 70s) , then the DC-10 (70s, 80s and early 90s), then the 767 (90s, 2000s and early 2010s) and now the A321. JFK-LAX is Premium heAAvy, a lot of people travel on that route for business, so it relies more on O&D traffic than on connecting traffic. Sure some people connect in either JFK or LAX wherever they come from and wherever they go but the majority of business people do not. New York and Los Angeles are two major business centers, the yields come mostly from people traveling in F or C Class. I don't see the JFK-LAX route going away, even if JFK is not a hub anymore.

chepos wrote:

tphuang wrote:

miaami wrote:

Curious how the JFK-LAX/SFO trans-cons are doing? Could this be the next thing AA cedes to DL/B6?

They are the leader on jfk lax. They are weaker out of sfo but still yielding very well.

The one to watch out is Mia transcon which is facing increased b6 pressure.

I’m pretty sure (almost certain) MIA transcons are not going away, with the amount of connections those flights get. They do not only survive based on O&D based on the fact MIA is a hub.

cathay747 wrote:

chepos wrote:

tphuang wrote:

They are the leader on jfk lax. They are weaker out of sfo but still yielding very well.

The one to watch out is Mia transcon which is facing increased b6 pressure.

I’m pretty sure (almost certain) MIA transcons are not going away, with the amount of connections those flights get. They do not only survive based on O&D based on the fact MIA is a hub.

Agreed. MIA trans-cons aren't going to go away simply because of B6 from FLL...they're a competitor yes, but with MIA being such a big hub for AA...I'm sure the regional MIA/FLL market plus all of AA's connecting traffic can coexist. I believe AA carries a good amount of entertainment industry traffic on LAX/MIA/LAX similar to LAX/JFK/LAX.

jetsetterusa wrote:

If that 787 is true could we see something like ORD-PHX-HNL-ORD-HNL-PHX-ORD ?

American 767 wrote:

tphuang wrote:

They are the leader on jfk lax..

Sure some people connect in either JFK or LAX wherever they come from and wherever they go but the majority of business people do not. New York and Los Angeles are two major business centers, the yields come mostly from people traveling in F or C Class.

tphuang wrote:

cathay747 wrote:

chepos wrote:

I’m pretty sure (almost certain) MIA transcons are not going away, with the amount of connections those flights get. They do not only survive based on O&D based on the fact MIA is a hub.

Agreed. MIA trans-cons aren't going to go away simply because of B6 from FLL...they're a competitor yes, but with MIA being such a big hub for AA...I'm sure the regional MIA/FLL market plus all of AA's connecting traffic can coexist. I believe AA carries a good amount of entertainment industry traffic on LAX/MIA/LAX similar to LAX/JFK/LAX.

I never said they are going away. I am saying they are facing yield pressure. Big difference.

cathay747 wrote:

American 767 wrote:

tphuang wrote:

They are the leader on jfk lax..

They've always been, for now over 60 years. It started back in the 50s with the DC-7 (50s), then the 707 (60s and early 70s) , then the DC-10 (70s, 80s and early 90s), then the 767 (90s, 2000s and early 2010s) and now the A321. JFK-LAX is Premium heAAvy, a lot of people travel on that route for business, so it relies more on O&D traffic than on connecting traffic. Sure some people connect in either JFK or LAX wherever they come from and wherever they go but the majority of business people do not. New York and Los Angeles are two major business centers, the yields come mostly from people traveling in F or C Class. I don't see the JFK-LAX route going away, even if JFK is not a hub anymore.

All true, well said, but you forgot an item...747's between 707's & the DC-10 (I think they used both on the route for a period).

And it should be noted that a big component of that heAAvy premium traffic is a huge amount of entertainment industry flyers...not just "regular" business travel traffic. IIRC AA has (and historically has had) a near lock on that segment of the market.

AAtakeMeAway wrote:

American 767 wrote:

tphuang wrote:

They are the leader on jfk lax..

Sure some people connect in either JFK or LAX wherever they come from and wherever they go but the majority of business people do not. New York and Los Angeles are two major business centers, the yields come mostly from people traveling in F or C Class.

I didn't realize anyone connected on these flights. I didn't think AA marketed connections with these flights; however, I'm sure people can build the connections themselves....

American 767 wrote:

cathay747 wrote:

American 767 wrote:

They've always been, for now over 60 years. It started back in the 50s with the DC-7 (50s), then the 707 (60s and early 70s) , then the DC-10 (70s, 80s and early 90s), then the 767 (90s, 2000s and early 2010s) and now the A321. JFK-LAX is Premium heAAvy, a lot of people travel on that route for business, so it relies more on O&D traffic than on connecting traffic. Sure some people connect in either JFK or LAX wherever they come from and wherever they go but the majority of business people do not. New York and Los Angeles are two major business centers, the yields come mostly from people traveling in F or C Class. I don't see the JFK-LAX route going away, even if JFK is not a hub anymore.

All true, well said, but you forgot an item...747's between 707's & the DC-10 (I think they used both on the route for a period).

And it should be noted that a big component of that heAAvy premium traffic is a huge amount of entertainment industry flyers...not just "regular" business travel traffic. IIRC AA has (and historically has had) a near lock on that segment of the market.

Yes you are right. I forgot about the 747. Thank you for reminding me. Indeed, they flew the 747 on that route in the early 70s. But it didn't last long. I believe that it was the only domestic route where they were able to make profit with the 747. It turned out that the DC-10 suit them better on main domestic routes.

miaami wrote:

Curious how the JFK-LAX/SFO trans-cons are doing? Could this be the next thing AA cedes to DL/B6?

cathay747 wrote:

American 767 wrote:

cathay747 wrote:

All true, well said, but you forgot an item...747's between 707's & the DC-10 (I think they used both on the route for a period).

And it should be noted that a big component of that heAAvy premium traffic is a huge amount of entertainment industry flyers...not just "regular" business travel traffic. IIRC AA has (and historically has had) a near lock on that segment of the market.

Yes you are right. I forgot about the 747. Thank you for reminding me. Indeed, they flew the 747 on that route in the early 70s. But it didn't last long. I believe that it was the only domestic route where they were able to make profit with the 747. It turned out that the DC-10 suit them better on main domestic routes.

I think they ran the 747's for several years actually, but don't hold me to that. Also flew them on IAD/LAX/IAD which I actually flew on once when I was a wee lad, and that for sure I can tell you did NOT last long. Other than Hawaii flights you are probably correct about the profitability issue!

miaami wrote:

Curious how the JFK-LAX/SFO trans-cons are doing? Could this be the next thing AA cedes to DL/B6?

BoeingGuy wrote:

cathay747 wrote:

American 767 wrote:

Yes you are right. I forgot about the 747. Thank you for reminding me. Indeed, they flew the 747 on that route in the early 70s. But it didn't last long. I believe that it was the only domestic route where they were able to make profit with the 747. It turned out that the DC-10 suit them better on main domestic routes.

I think they ran the 747's for several years actually, but don't hold me to that. Also flew them on IAD/LAX/IAD which I actually flew on once when I was a wee lad, and that for sure I can tell you did NOT last long. Other than Hawaii flights you are probably correct about the profitability issue!

Did AA ever fly the 990 on LAX-JFK?

AAlaxfan wrote:

acentauri wrote:

TLV returning in 2018.

I don't see TLV coming back until they settle the TWA lawsuit. I believe the Israeli courts still assert that AA still owes the workers money. Unless that has been settled, any AA property can be seized, sold and used for payment.

BoeingGuy wrote:

cathay747 wrote:

American 767 wrote:

Yes you are right. I forgot about the 747. Thank you for reminding me. Indeed, they flew the 747 on that route in the early 70s. But it didn't last long. I believe that it was the only domestic route where they were able to make profit with the 747. It turned out that the DC-10 suit them better on main domestic routes.

I think they ran the 747's for several years actually, but don't hold me to that. Also flew them on IAD/LAX/IAD which I actually flew on once when I was a wee lad, and that for sure I can tell you did NOT last long. Other than Hawaii flights you are probably correct about the profitability issue!

Did AA ever fly the 990 on LAX-JFK?

cathay747 wrote:

jetsetterusa wrote:

If that 787 is true could we see something like ORD-PHX-HNL-ORD-HNL-PHX-ORD ?

Very doubtful. AA have already put a 333 on again starting 12/19 between PHX/HNL and reportedly the a/c will come in from/go back to CLT...so CLT/PHX/HNL/PHX/CLT. Interesting thought though!

In the Phoenix Aviation thread we've also speculated about AA changing it's mind about replacing the 752's on PHX/HNL with 321neo's to instead use a 772 on some sort of routing involving the newly announced PHX/LHR service.

cathay747 wrote:

American 767 wrote:

Yes you are right. I forgot about the 747. Thank you for reminding me. Indeed, they flew the 747 on that route in the early 70s. But it didn't last long. I believe that it was the only domestic route where they were able to make profit with the 747. It turned out that the DC-10 suit them better on main domestic routes.

I think they ran the 747's for several years actually, but don't hold me to that.

BoeingGuy wrote:

Did AA ever fly the 990 on LAX-JFK?