AA Applies For LAX-GDL, MIA-MTY
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WorldTraveler
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that would be fine.... you do realize that FWAAA changed the focus of the thread, and I just provided the complete data, don't you?
and tell me why you are afraid of seeing the truth?
Given the number of people on here who were convinced that AA's 321T strategy was correct, it is absolutely valid to follow up on what has taken place.
but I also have repeatedly asked people to address the issues regarding LAX and MIA expansion - and yet no one has addressed those.
to refresh those questions, where is the evidence that AA's gate expansion at LAX has translated into increased share of the local market, that AA can move from its position of being the number 3 carrier out of the big 3 to Latin America from LAX, and that jumping into a highly competitive market won't also affect its other partners at LAX?
as for MIA, has my point not been confirmed that AA's decision to expand into MIA-MTY will result in the expansion of service by other carriers, in this case AeroMexico which will be starting flights before AA, IIRC?
and tell me why you are afraid of seeing the truth?
Given the number of people on here who were convinced that AA's 321T strategy was correct, it is absolutely valid to follow up on what has taken place.
but I also have repeatedly asked people to address the issues regarding LAX and MIA expansion - and yet no one has addressed those.
to refresh those questions, where is the evidence that AA's gate expansion at LAX has translated into increased share of the local market, that AA can move from its position of being the number 3 carrier out of the big 3 to Latin America from LAX, and that jumping into a highly competitive market won't also affect its other partners at LAX?
as for MIA, has my point not been confirmed that AA's decision to expand into MIA-MTY will result in the expansion of service by other carriers, in this case AeroMexico which will be starting flights before AA, IIRC?
WorldTraveler
Corn Field
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I don't care if they close or delete anything they want.
my only point is that I did not refocus the discussion on the JFK transcons. I simply replied using a complete fact set.
I am glad that AA got its yield up despite lower overall revenue since the yield part appeared to be one of the goals and the one so many here most held out hope for.
my only point is that I did not refocus the discussion on the JFK transcons. I simply replied using a complete fact set.
I am glad that AA got its yield up despite lower overall revenue since the yield part appeared to be one of the goals and the one so many here most held out hope for.
FrugalFlyerv2.0
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WorldTraveler said:
WorldTraveler
Corn Field
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tell us how hanging on to #4 out of 5 by a thread that is about to break is anything but a reality that some don't want to admit.
better yet, tell us where AA has increased its share of the LAX local market and revenue base aside from what it gained in the merger.
and how AA will fare in the Open Skies environment with Mexico when AM is as aggressive in making sure it retains and grows its share as AA is in continuing to throw new capacity into the market.
Brazil is a great example of how it didn't work out for AA's aggressive Latin American expansion and AA's Latin RASM is now down double digit percentages in part because of it.
better yet, tell us where AA has increased its share of the LAX local market and revenue base aside from what it gained in the merger.
and how AA will fare in the Open Skies environment with Mexico when AM is as aggressive in making sure it retains and grows its share as AA is in continuing to throw new capacity into the market.
Brazil is a great example of how it didn't work out for AA's aggressive Latin American expansion and AA's Latin RASM is now down double digit percentages in part because of it.
FrugalFlyerv2.0
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WorldTraveler said:
LAX-ATL beginning on March 5
WorldTraveler said:
How will DL fare in the open skies market with Mexico when DL is all but an afterthought in the U.S. southwest?
ORD-LHR is just 1 great example of how things didn't work out for DL in its aggressive LHR expansion.
And speaking of competitive challenges, pray tell how mighty DL will address each of these issues:
1) the devaluation of the Euro?
2) the devaluation of the Yen?
3) the deteriorating relationship with skyteam alliance partners (such as KE) and codeshare partner (AS)?
4) being the #4 carrier in the U.S. southwest, including being #3 in N. Texas, how will DL survive?
5) how long will other parts of DL's network continue to subsidize the low fares it is offering (~35% below AA) in the JFK-transcon market?
6) How will DL address the competitive pressure it faces from LCCs such as B6 at JFK and WN in ATL? Which hub will it shut down next now that CVG and MEM have been destroyed?
7) With the economy of MI and DTW still n the dumpster, the pressure must surely on for DL to make the hub more profitable as the local traffic must suck judging by the # of RJs seen operating there (specifically on the A concourse, not just B and C).
8) How will DL address the monumental failure of its fuel hedging program as well as the Trainer debacle?
9) With the possibility of unions coming on the property, how will DL be able to cope with the inevitable increase in labor costs as well as the labor unrest?
10) With no viable Latin America gateway and a token presence compared to AA and even UA, what strategy does DL have so that it does not remain the #3 out of 3 U.S. legacy carriers in the region and even worse, not be surpassed by LCCs?
Have you had enough or do you want me to continue?
FrugalFlyerv2.0
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FWAAA said:
With so much posting / so much time spent on the internet, I wonder how well he could be doing the work in the Lord's vineyard? As the scripture says. "a worker is worthy of his wages" (1 Timothy 5:18).
WorldTraveler
Corn Field
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DL is also starting a 2nd daily MIA-LAX.
DL didn't start winter seasonal ORD-LHR. They started a year round LAX-LHR and are starting PHL-LHR both of which are net increases to the DL system (not counting what VS is doing).
these are great questions.... let me respond
And speaking of competitive challenges, pray tell how mighty DL will address each of these issues:
1) the devaluation of the Euro?
it is affecting all carriers... the pound is down also. DL hedges against European currencies, AA does not.
2) the devaluation of the Yen?
it's actually stabilized... so far the worst fall is in the past. DL has active yen hedges. AA does not.
Also, don't forget that JAL uses the same currency that DL does in Japan.
3) the deteriorating relationship with skyteam alliance partners (such as KE) and codeshare partner (AS)?
If the relationship deteriorates and costs DL, then it is a problem... but there is no evidence that DL is losing anything because of KE and AS. DL is growing in both markets.
4) being the #4 carrier in the U.S. southwest, including being #3 in N. Texas, how will DL survive?
probably similarly to the way that UA survives as #3 in the SE or AA does to Europe... .grow where there are opportunities and focus on maximizing revenue that you do have.
5) how long will other parts of DL's network continue to subsidize the low fares it is offering (~35% below AA) in the JFK-transcon market?
DL's transcon costs are far lower than AA's since DL has much closer to industry standard seating on its JFK routes.
6) How will DL address the competitive pressure it faces from LCCs such as B6 at JFK and WN in ATL? Which hub will it shut down next now that CVG and MEM have been destroyed?
WN continues to pull down service at ATL. whatever it gains in increased presence in a few markets is more than offset by losses in others and higher fares for DL.
B6 hasn't done anything in several years that has slowed down DL's growth at JFK. DL has however pulled a lot of B6 local traffic from JFK to LGA which B6 can't serve.
7) With the economy of MI and DTW still n the dumpster, the pressure must surely on for DL to make the hub more profitable as the local traffic must suck judging by the # of RJs seen operating there (specifically on the A concourse, not just B and C).
The city of Detroit has been a basketcase for years. It has had no effect on the airport or DL's profits at DTW.
8) How will DL address the monumental failure of its fuel hedging program as well as the Trainer debacle?
write it off... just like what AA is doing with its merger costs.
9) With the possibility of unions coming on the property, how will DL be able to cope with the inevitable increase in labor costs as well as the labor unrest?
DL has paid a premium to keep labor unions out in the past, so says an expert here. He has yet to explain why DL would need to continue to do the same if some groups unionize.
there is plenty on the DL forum on this one.
10) With no viable Latin America gateway and a token presence compared to AA and even UA, what strategy does DL have so that it does not remain the #3 out of 3 U.S. legacy carriers in the region and even worse, not be surpassed by LCCs?
ATL is the 2nd largest US carrier gateway to Latin America. It is absolutely viable. DL is at 55% of AA's total size in Latin America. It is only in your delusions that DL and UA - which are close in size in Latin America - are not viable competitors to AA.
LCC growth in Latin America is happening in AA's key Latin markets, not DL's.
Have you had enough or do you want me to continue?
keep going.. this was really fun and easy
btw, I am outstanding at multitasking.
what Scriptural lessons have you learned for yourself today?
DL didn't start winter seasonal ORD-LHR. They started a year round LAX-LHR and are starting PHL-LHR both of which are net increases to the DL system (not counting what VS is doing).
these are great questions.... let me respond
And speaking of competitive challenges, pray tell how mighty DL will address each of these issues:
1) the devaluation of the Euro?
it is affecting all carriers... the pound is down also. DL hedges against European currencies, AA does not.
2) the devaluation of the Yen?
it's actually stabilized... so far the worst fall is in the past. DL has active yen hedges. AA does not.
Also, don't forget that JAL uses the same currency that DL does in Japan.
3) the deteriorating relationship with skyteam alliance partners (such as KE) and codeshare partner (AS)?
If the relationship deteriorates and costs DL, then it is a problem... but there is no evidence that DL is losing anything because of KE and AS. DL is growing in both markets.
4) being the #4 carrier in the U.S. southwest, including being #3 in N. Texas, how will DL survive?
probably similarly to the way that UA survives as #3 in the SE or AA does to Europe... .grow where there are opportunities and focus on maximizing revenue that you do have.
5) how long will other parts of DL's network continue to subsidize the low fares it is offering (~35% below AA) in the JFK-transcon market?
DL's transcon costs are far lower than AA's since DL has much closer to industry standard seating on its JFK routes.
6) How will DL address the competitive pressure it faces from LCCs such as B6 at JFK and WN in ATL? Which hub will it shut down next now that CVG and MEM have been destroyed?
WN continues to pull down service at ATL. whatever it gains in increased presence in a few markets is more than offset by losses in others and higher fares for DL.
B6 hasn't done anything in several years that has slowed down DL's growth at JFK. DL has however pulled a lot of B6 local traffic from JFK to LGA which B6 can't serve.
7) With the economy of MI and DTW still n the dumpster, the pressure must surely on for DL to make the hub more profitable as the local traffic must suck judging by the # of RJs seen operating there (specifically on the A concourse, not just B and C).
The city of Detroit has been a basketcase for years. It has had no effect on the airport or DL's profits at DTW.
8) How will DL address the monumental failure of its fuel hedging program as well as the Trainer debacle?
write it off... just like what AA is doing with its merger costs.
9) With the possibility of unions coming on the property, how will DL be able to cope with the inevitable increase in labor costs as well as the labor unrest?
DL has paid a premium to keep labor unions out in the past, so says an expert here. He has yet to explain why DL would need to continue to do the same if some groups unionize.
there is plenty on the DL forum on this one.
10) With no viable Latin America gateway and a token presence compared to AA and even UA, what strategy does DL have so that it does not remain the #3 out of 3 U.S. legacy carriers in the region and even worse, not be surpassed by LCCs?
ATL is the 2nd largest US carrier gateway to Latin America. It is absolutely viable. DL is at 55% of AA's total size in Latin America. It is only in your delusions that DL and UA - which are close in size in Latin America - are not viable competitors to AA.
LCC growth in Latin America is happening in AA's key Latin markets, not DL's.
Have you had enough or do you want me to continue?
keep going.. this was really fun and easy
btw, I am outstanding at multitasking.
what Scriptural lessons have you learned for yourself today?
AA is a "niche" player in JFK transcons. Ha! The hilarity continues!
United? Virgin America? That's "niche." AA, with over twenty daily nonstop flights from JFK to five cities the Pacific time zone? Not so "niche."
But thanks for the laughs (per usual).
United? Virgin America? That's "niche." AA, with over twenty daily nonstop flights from JFK to five cities the Pacific time zone? Not so "niche."
But thanks for the laughs (per usual).
WorldTraveler
Corn Field
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well good morning, comm.
AA is still a valid competitor in JFK-LAX.
let me know how you think #4 out of 5 and likely falling to #5 by the end of the year makes AA a leader or anywhere other than a niche player.
psst... market share is not defined by the size of aircraft that is flown or how frequently it is done.
can you tell us what AA's share of the local JFK-SFO market is?
AA is still a valid competitor in JFK-LAX.
let me know how you think #4 out of 5 and likely falling to #5 by the end of the year makes AA a leader or anywhere other than a niche player.
psst... market share is not defined by the size of aircraft that is flown or how frequently it is done.
can you tell us what AA's share of the local JFK-SFO market is?
FrugalFlyerv2.0
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thank you for your quick responses. All of the topics/issues could be discussed at greater length in other threads or new threads. I am amazed however, at how nicely you are able to spin things, to proclaim how DL can just magically ignore or easily overcome any of the competitive challenges it has. Surprisingly, no other airline can do that so easily.WorldTraveler said:
Proverbs 12:30WorldTraveler said:
FrugalFlyerv2.0
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WorldTraveler said:
WorldTraveler
Corn Field
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JFK-LAX is one market.
the JFK transcon marketS consist of more than JFK-LAX.
the JFK transcon marketS consist of more than JFK-LAX.
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