Good point. I'm not typical, but I'm happy to see the redeye to ATL instead of a 7:00 am departure from LAX. Every time I fly east at 6:00 am or 7:00 am it feels like I wasted the entire day by time I arrive. That's why I expected the LAX-DCA flight to be a redeye from LAX instead of its morning departure. But like I said, I'm not typical - not everyone wants to spend the night on a plane.IORFA said:
AA enters LAX -ATL
- Thread starter lpbrian
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silverbird007
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WT maybe heavily sedated by now! It may take a few days to recover from this
I was thinking a 7-8:30am, a 12-1:30pm flight and the all nighter would be good from LAX. Either way, not a half bad schedule. Like Mark said at least they're putting some effort into it with 3 daily. Now they should run them from T6 with tons of advertising so the Deltoids can see it.
WorldTraveler
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the most accurate comment.
but simply invites DL to do a whole lot more.
despite what a lot of people here want to believe, there are far more markets from AA hubs that DL is well suited to operate than the other way around.
Unlike most MIA and DFW routes, there is ALREADY a low fare carrier in ATL. Not only does AA have to compete against DL but they also have to compete against WN who has 4 flights/day.
The ATL originating schedule is good. From LAX, it is very weak.
competition is good.... but it is far more likely that DL will announce far more that will be in major AA markets than the other way around.
however, at the rate these announcements are coming, the end state for where this will end up will be known fairly soon.
WorldTraveler
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it is also far from certain that these flights will operate from T.
AA/US cannot fit their operations onto T. They might decide to put LAX there but it will come at the cost of something else.
AA/US cannot fit their operations onto T. They might decide to put LAX there but it will come at the cost of something else.
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except that SEA has largely been built by REALLOCATING capacity out of NRT.
SEA involves new routes but not much NEW capacity.
Again, AA can grow if it wants but reckless growth without being able to prove that it is profitable is precisely why investors are less interested in AAL relative to DAL and UAL over the last 3 months. Particularly with indications that UAL is doing what is necessary to fix its problems, investors are moving lots of money out of AAL and into UAL.
SEA involves new routes but not much NEW capacity.
Again, AA can grow if it wants but reckless growth without being able to prove that it is profitable is precisely why investors are less interested in AAL relative to DAL and UAL over the last 3 months. Particularly with indications that UAL is doing what is necessary to fix its problems, investors are moving lots of money out of AAL and into UAL.
I find it compelling AA is using 738s and not dumpy US 319s for this route. A number of LAX routes (PIT, RDU, among others) transition to US in November. I guess AA wants to provide a competitive product with IFE, power, adjustable headrests, etc things that aren't concepts at USAIR.
Josh
Josh
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if we were talking about ONLY ATL-LAX, then you would have a case. But AA is reentering LGA-ATL after cancelling it just months ago and is also adding capacity into many other markets.
there simply is no comparison between adding 4 Ejet flights into a market that VX has exited and where DL is adding less capacity than VX withdrew compared to AA adding 3 new transcon 737-800 flights into another carrier's hub on top of what AA has also done.
AA clearly feels a need to add service from ATL to every market it can and I can assure you that DL is more than capable of doing the same and make more money in the process because AA's DFW and MIA hubs already have less competition which makes it easier for another carrier to enter.
Factor in that AA's DFW and MIA hubs are seeing growing amounts of low cost competition and it makes it far more easier for AA to enter than in ATL which is seeing shrinking low cost competition. It is far easier for a legacy carrier to grow in another legacy carrier's hub when a low fare carrier is the that is helping to push fares down. That is the exact opposite of what is happening in ATL.
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DL hasn't announced new schedules in response to AA's recent announcements. But AA/US have a larger presence in ATL with these announcements than DL has from other AA hubs.
I can absolutely assure you that Dl will find no shortage of AA markets in which it can grow.
and, no, AA's schedule from LAX to ATL is not anywhere near competitive. A mid-morning first flight, a late afternoon, and a departure after midnight are not competitive with what either DL or WN offers.
And, I have said for years that DL will focus on MIA, including LAX, in time.
And there are more and more reports that DL is working on its own gate acquisition plan at LAX that validates what I have been saying all along - that DL is not pushed into a corner as some would like to think.
DL has not announced its spring and summer 2015 domestic growth plans. It will be clear when that happens that DL is serious about growing its network and protecting its key markets just as much as AA is interested in pushing into DL's key markets - and then some.
I can absolutely assure you that Dl will find no shortage of AA markets in which it can grow.
and, no, AA's schedule from LAX to ATL is not anywhere near competitive. A mid-morning first flight, a late afternoon, and a departure after midnight are not competitive with what either DL or WN offers.
And, I have said for years that DL will focus on MIA, including LAX, in time.
And there are more and more reports that DL is working on its own gate acquisition plan at LAX that validates what I have been saying all along - that DL is not pushed into a corner as some would like to think.
DL has not announced its spring and summer 2015 domestic growth plans. It will be clear when that happens that DL is serious about growing its network and protecting its key markets just as much as AA is interested in pushing into DL's key markets - and then some.
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since AA is #3 out of the 3 network carriers from NYC, it isn't hard to see that AA is not the predominant airline among corporate customers from Manhattan. The fact that DL has a revenue and a share premium to AA and US from LGA where they most directly compete for the domestic market makes it all the harder to say that AA is the dominant airline from NYC.
if ATL-LGA is being restarted because of corporate clients in NYC, then it is no more likely to succeed now than it was when AA tried it before. Other than the Shuttle routes, US has pulled back its presence in NYC basically just to its hubs which DL also serves from LGA so there is nothing that AA has as a result of the merger than they didn't have before.
all AA has done with their ATL buildout is to prematurely go after the biggest DL markets while DL still has a laundry list of markets it can add from MIA and DFW not to speak of from CLT and PHL where DL is very likely assured of success.
AA may very well succeed this time around with its ATL flights but the list of markets that DL can add in AA markets is and will be far larger.
if ATL-LGA is being restarted because of corporate clients in NYC, then it is no more likely to succeed now than it was when AA tried it before. Other than the Shuttle routes, US has pulled back its presence in NYC basically just to its hubs which DL also serves from LGA so there is nothing that AA has as a result of the merger than they didn't have before.
all AA has done with their ATL buildout is to prematurely go after the biggest DL markets while DL still has a laundry list of markets it can add from MIA and DFW not to speak of from CLT and PHL where DL is very likely assured of success.
AA may very well succeed this time around with its ATL flights but the list of markets that DL can add in AA markets is and will be far larger.
