AA Down Under and Trans Pac?

[WorldTraveler]

no one is arguing about AA's overall size at LAX.
 
what has been noted and what no AA fans have been willing to admit is that DL is the largest international airline at LAX followed by UA with AA coming in 3rd.
 
and again, can someone tell me how many gates it will take before revenues on AA's two existing LAX to Asia flights will reach industry average - and why that hasn't taken place yet or with the number of gates they have 

 

[jcw]

It will take less than delta decade long efforts to make NY profitable

 

[FWAAA]

I'm guessing that most of the readers here don't give a %@#$ and that you're the only one droning on and on about it. I know I couldn't care less about the answers to your inquiries, and I doubt anyone else cares either. And yet you repeat the same bullshit over and over and over again.

We heard you the first dozen times you posted it.

Noticed that you haven't updated your blog since November 28, 2012 - too busy lecturing everybody here to update your blog for more than 27 months?

 

[MAH4546]

AA isn't worried. AA will continue to enhance it's international route portfolio at LAX. A second daily to Heathrow starts in two weeks, with new non-stops to GDL, MEX and BZE coming soon, and more to be announced. It will easily become the largest international carrier at LAX with little effort in 2-3 years.
 
CUN, SJO, PEK, ICN, GUA, AKL and MGA are just some examples of possible expansion. With the two/three-carrier rule ending for Mexico routes in January, rest assured AA is going to start going after those markets. 

 

[cltrat]

perfectly said FWAAA

 

[Kev3188]

+1

 

[commavia]

I'm guessing that most of the readers here don't give a %@#$ and that you're the only one droning on and on about it. I know I couldn't care less about the answers to your inquiries, and I doubt anyone else cares either. And yet you repeat the same bullshit over and over and over again.

We heard you the first dozen times you posted it.

Noticed that you haven't updated your blog since November 28, 2012 - too busy lecturing everybody here to update your blog for more than 27 months?

 
Precisely - as with much of this biased, wholly-unjustifiably-sanctimonious B.S. - arguing about things that nobody else ever even mentioned, in order to prove points that nobody was ever even disputing.  And virtually of this - per usual - is devoid of virtually any objectivity, let alone context.
 
Back here in reality, context is critical, and these endlessly ridiculous diatribes discussing all the things Delta can do, but AA can’t, miss the larger point - that these comparisons are fundamentally comparing two different companies at two very different stages in development.  Delta is M+76 months post-merger, while AA is barely M+13 months.  Delta has fully consolidated its operations, fully leveraged the resulting synergies and fully monetized the resulting benefits from the combined network.  AA isn’t there yet, so it’s disingenuous - to say nothing of just downright meaningless - to compare AA today to Delta today.
 
In general, what these two competitors - both now very large, and very strong, and seemingly quite well-run - exhibit are, in many ways, two very divergent strategies and competitive philosophies.  Delta has taken a path of higher employee compensation but lower unionization, novel fuel hedges through refinery ownership, and more fleet upgrades and less fleet replacement.  AA appears to prefer lower overall employee compensation commensurate with its higher levels of unionization, has eschewed fuel hedges but is aggressively turning over debt, and/or taking on new, ultra-cheap debt, to finance a brand new, far-more-fuel-efficient fleet.  Delta is replacing its antiquated NRT hub with a new west coast gateway at SEA, while AA appears poised to organically build a new west coast gateway at LAX.  In a few years, when both airlines have their respective mergers several years in the rear view mirror, it will be very interesting to take stock and see just how things sorted out, and stack up, and just how incapable AA actually was at growing at LAX in the way it has hinted at.  We shall see.

 

[WorldTraveler]

except that the only thing that is sanctimonious is the endless drivel about how AA would be the world's largest airline and what it would do in LAX.

problem is that they aren't when it comes to int'l and they certainly aren't in the most competitive global markets.

mind you we aren't just talking about AA being number 3 from NYC and LAX to Asia. We're talking number 3 in ALL int'l markets.

and when the merger actually gets sorted out, you'll understand (well maybe you will and maybe you won't) that the AA/US merger really didn't produce anything other than a giant domestic airline that was no improvement in the int'l marketplace which is what AA and US both said would happen with the merger.

the fundamentals of the merger simply don't work. It will become increasingly apparent to you that I am right.

and my statement that other competitors aren't about to give up what they have achieved just ecause AA comes along NEEDING a LAX hub to Asia.
 

I'm guessing that most of the readers here don't give a %@#$ and that you're the only one droning on and on about it. I know I couldn't care less about the answers to your inquiries, and I doubt anyone else cares either. And yet you repeat the same bullshit over and over and over again.

We heard you the first dozen times you posted it.

Noticed that you haven't updated your blog since November 28, 2012 - too busy lecturing everybody here to update your blog for more than 27 months?

Íf I had a nickel for every time I have heard what AA would do to dominate intl aviation in LAX, I would be a very rich man.
yet no one can explain how AA has underperformed the competition for so long and when it will change.

Of course you don't want to talk about it and want to talk about everything personal to avoid answering that question but it is absolutely valid.

And I will keep asking - how many gates will AA need to turn its LAX to Asia to produce industry average revenue?

now that it appears that AA and JL's great HND restructuring isn't going to happen, what is AA's plan Z to make its Japan operations work?
 
 

AA isn't worried. AA will continue to enhance it's international route portfolio at LAX. A second daily to Heathrow starts in two weeks, with new non-stops to GDL, MEX and BZE coming soon, and more to be announced. It will easily become the largest international carrier at LAX with little effort in 2-3 years.
 
CUN, SJO, PEK, ICN, GUA, AKL and MGA are just some examples of possible expansion. With the two/three-carrier rule ending for Mexico routes in January, rest assured AA is going to start going after those markets.

there you go. another nickel in my bank account.

and you can absolutely rest assured that DL will be in LAX-MEX operating flights from its own terminal and connecting to AM in MEX the minute DL can.

btw, how is the route case going for that transfer from AS? getting mighty close to be starting a route for the summer, don't you think?

and I'd like to remind you that DL will be operating two NEW longhaul flights that it didn't operate last year plus.

yes, AA is adding 700 additional seats per day to bring its int'l total to just under 2500 seats/day from LAX.
in contrast, DL is adding over 1000 seats/day and is now both LAX' largest int'l airline and the one that is adding the most seats.

even on a domestic basis, DL is adding more total seats (domestic and int'l) than any other airline.

so feel free to tell us what AA is doing. The data overwhelmingly says that DL is "out doing" whatever AA is doing.

and just a quick question about LAX. have you given up any hope that AA will ever recover anything in NYC?

you've been mighty quiet about NYC of late.

 

[commavia]

Well perhaps it was lost on "some" amid all the allegedly "endless drivel," but AA is now the largest airline in the world - not that the title really matters much.  And AA already has expanded dramatically at LAX in recent years into the airport's largest operator, adding numerous domestic and international routes, and parlaying its expansive real estate at the airport and strategic terminal location into a highly favorable competitive position.  This is undeniable, much as "some" are simply incapable of bringing themselves to accept it.
 
Oh - and I'd love to see a single example of anyone seriously suggesting that AA would ever "dominate intl aviation in LAX."
 
Once again - reality.

 

[WorldTraveler]

no, AA became the largest carrier at LAX AS A RESULT OF THE MERGER.

PERIOD.

AA's internal growth at LAX has trailed DL's.

And yes you are fixated on AA's global size while still failing to acknowledge that AA is NOT the largest global airline in any of the 3 largest US cities, even after the merger.

AA is a big domestic airline with int'l ops heavily concentrated at its DFW and MIA hubs.

and when, oh when, will AA obtain enough gates to obtain industry average fares on LAX-NRT and LAX-PVG?

and how have AA's plans been confounded because the DOT won't strip DL of its SEA-HND route to give it to AA to offset its enormously money-losing LAX-NRT flighlt?

 

[commavia]

Haha - as opposed to Delta, which got no boost in market share from its merger with Northwest!  What a joke.  Before its merger with USAirways, AA since 2010 has announced nonstop routes from LAX to ABQ, CMH, DCA, ELP, EUG, GRU, IAH, IND, OKC, PHX, PIT, PVG, RDM, SLC, SMF, TUS and XNA, and since the merger has added further nonstop service to SAT, TPA, YEG and YVR.  But even with all of that, of course AA's "internal growth" at LAX has lagged Delta's - Delta had a lot more growth to do since it started from a substantially lower base.  This is, what, third grade math?
 
As for the "largest global airline in any of the 3 largest US cities," congratulations to Delta for being the largest U.S. airline as measured by international passengers in precisely one of those three markets - for now (and likely not for long).  Meanwhile, AA has a very strong and very credible domestic and international offering in all three of those markets, being #1 overall in one of them, a strong #2 in another, and a strong #3 in a third.  Delta, meanwhile?  A close #2 in one, a close #2 in a second, and a distant #4 in a third.  How remarkable.
 
More tired, ridiculously laughable fantasyland memes constantly spouted long after everybody else dismissed them for what they are.  What detachment from reality - talk about "drivel."

 

[MAH4546]

no, AA became the largest carrier at LAX AS A RESULT OF THE MERGER.PERIOD?

It's funny how your intense jealousy of AA's market leading position at LAX has convinced you that's the truth, even though nothing supports it. You just lov to ignore cross fleeting and continue to refuse to acknowledge it.

 

[LD3]

no, AA became the largest carrier at LAX AS A RESULT OF THE MERGER.
 
 
That comment truely shows how stupid he is.....

 

 

[WorldTraveler]

it IS the accurate truth.

AA on a standalone basis would be the number 3 carrier at LAX. DL is a larger carrier at LAX than standalone AA. since AA has not obtained SOC, its statistics are still reported separately.

all of the growth AA has done hasn't matched what some other carriers have done.

and more significantly, on a revenue basis, even with UA's cuts - which have amounted to thousands of seats per day in connecting capacity, UA still carries more revenue than AA on both a local and total revenue basis.

AA is NOT the number one airline at LAX.

it is also not even the number 2 in NYC.

no one has said that AA can't grow - but what some people can't understand is that other carriers - DL and UA included - are not going to roll over and quit expanding because AA all of a sudden decides it needs to have a west coast to Asia gateway

 

[commavia]

"DL is a larger carrier at LAX than standalone AA."
 
Setting aside the fact that the distinction between "standalone AA" and merged AA (including USAirways) matters little today, and will matter even less in mere weeks, does Delta's LAX schedule today include any flights/seats heading to DTW, MSP, MEM or NRT?  Is that capacity "internal growth" for Delta, or related to Delta's merger with Northwest?  Absent a merger with Northwest and the heft that brought across the network in various markets, would Delta be flying nonstop from LAX to IND, CMH, PVG?
 
Once again - of course AA's growth since before the merger doesn't match Delta's growth during the same time period, because Delta needed more growth just to become competitive.
 
AA's merger-driven market share at LAX doesn't count, yet Delta's merger-driven market share does.  Even for Delta fantasyland, this is particularly hilarious, to say nothing of transparently ridiculous.