AA enters LAX -ATL

[737823]

What planet are you on - AA/US always pulls down the schedule in the winter to Europe - it's just amazing your rationalization
 
Where is the top 10 things DL does wrong - can't come up with anything?

IHere are mine (in no particular order) as a Platinum Medallion:
1) Pathetic SkyMiles program
2) Lack of international FC product
3) Cutting ATL-TLV and cutting capacity JFK-TLV (777 downgauge)
4) Lack of communication regarding SkyMiles changes
5) Poor service recovery following IRROPS (unwilling to book PM on OALs unlike AA)
6) Inferior domestic first class product to AA
7) Lack of investment in dumpy MSP terminal facilities
8) Old planes (MD-88/90/757/763)
9) Lack of upgrades on JFK-LAX/SEA/SFO-seats go to non-revs or empty
10) General attitude from corporate that DL is the sh!t, they seem to think they are Cathay or Singapore or something

Josh

 

[WorldTraveler]

What planet are you on - AA/US always pulls down the schedule in the winter to Europe - it's just amazing your rationalization

Where is the top 10 things DL does wrong - can't come up with anything?

I posted the statistics for Jan vs July 2014.

AA had the lowest difference in capacity between winter and summer this month with less than a 25% difference in number of seats.

UA was next with about 30%.

DL had a 65% difference.

US more than doubled its schedule but on a combined basis, AA/US come out to less than DL.

That is easily verifiable data.

I know that people on here don't like data because it shines the light on the faulty logic that so many here hide between.

DL does a better job of matching capacity to demand than other airlines and is likely also why DL was the only US airline that was profitable in every global region even in the winter of 2014.

IHere are mine (in no particular order) as a Platinum Medallion:
1) Pathetic SkyMiles program
2) Lack of international FC product
3) Cutting ATL-TLV and cutting capacity JFK-TLV (777 downgauge)
4) Lack of communication regarding SkyMiles changes
5) Poor service recovery following IRROPS (unwilling to book PM on OALs unlike AA)
6) Inferior domestic first class product to AA
7) Lack of investment in dumpy MSP terminal facilities
8) Old planes (MD-88/90/757/763)
9) Lack of upgrades on JFK-LAX/SEA/SFO-seats go to non-revs or empty
10) General attitude from corporate that DL is the sh!t, they seem to think they are Cathay or Singapore or something

Josh

it's apparent (if you are even really a customer and it is hard to know what you say is true) that you are no different from any other customer that expects to be served an endless supply of high cost, low priced services in order to provide you with the greatest experience regardless if labor or the stockholders subsidized them.

from warm nuts on domestic flights to 744s to Israel, everything revolves around you.

You aren't interested in anything other than to get the lowest price with the greatest amount of services.

oh, and specific to your list, how about you explain that despite that list of things which you cite, DL manages to be the most profitable of the legacy airlines - perhaps of all US carriers, runs the most reliably operation, has the highest yield, fewer complaints than AA/US and UA, and the highest market value among any airline in the western world.

As usual, you and others focus on the stuff that clearly doesn't matter or doesn't connect with what business have to provide.

And specific to this topic, DL didn't wake up the day after the DL/NW merger and realize they didn't have the best fit for its network as AA/US have clearly done. AA/US made more hoopla about how great the new airline would be and yet have spent more time and resources trying to build what they don't have.

There is a reason why AA and US both said that they needed the merger in order to compete with DL and UA.

They still do.

 

[Glenn Quagmire]

IHere are mine (in no particular order) as a Platinum Medallion:
1) Pathetic SkyMiles program
2) Lack of international FC product
3) Cutting ATL-TLV and cutting capacity JFK-TLV (777 downgauge)
4) Lack of communication regarding SkyMiles changes
5) Poor service recovery following IRROPS (unwilling to book PM on OALs unlike AA)
6) Inferior domestic first class product to AA
7) Lack of investment in dumpy MSP terminal facilities
8) Old planes (MD-88/90/757/763)
9) Lack of upgrades on JFK-LAX/SEA/SFO-seats go to non-revs or empty
10) General attitude from corporate that DL is the sh!t, they seem to think they are Cathay or Singapore or something
Josh

Silly you. Customers don't matter in the Whole Truth world. They are only considered revenue per seat mile.

I am quite sure that the Delta customer service professionals would take your list and respond to it in a dignified manner. Whether that change any of it, well that is something they would love to do if they had the capacity to do so.

Old planes take time to replace.

The international first class product will evolve over time. They had a very good inernational product they inherited from NWA, yet let it deteriorate to the Delta model.

The MSP terminal is not a priority for Delta. I could see them eventually de-hubbing MSP and letting it wither on the vine, just as they did with CVG, MEM, MCO, TPA, DFW.

As for the IRROPS and not booking on OAL, I don't understand that one at all, they must have made some enemies if they do not have goor sharing relationships.

 

[737823]

Yep I am a indeed DL customer and PM. Jcw asked for a list of 10 things DL does wrong and from my perspective I listed my 10 weaknesses/deficiencies. Again I am not DL employee, retiree, pass rider I am simply a passenger and long an insignificant number of DAL shares. You are too blinded and can't objectively discuss DL or other carriers competing in DLs key markets like ATL-LAX. And so what, AA adds capacity it anything DL will likely respond with more capacity and you stand a greater chance boarding as NRSA. If DL has all these strong fundamentals you keep posting about how are 3x AA 738s going be significant to DL? Either you think (but don't want to admit) AAs strong presence and loyal base in LA will no longer be flying Delta Jets in this market or you are too consumed with the DL is superior to everyone else mindset and feel the need to assert that in every single thread. Again I enjoy your posts and value your presence and contributions here but I think you are way off base.

Josh

 

[jcw]

IHere are mine (in no particular order) as a Platinum Medallion:
1) Pathetic SkyMiles program
2) Lack of international FC product
3) Cutting ATL-TLV and cutting capacity JFK-TLV (777 downgauge)
4) Lack of communication regarding SkyMiles changes
5) Poor service recovery following IRROPS (unwilling to book PM on OALs unlike AA)
6) Inferior domestic first class product to AA
7) Lack of investment in dumpy MSP terminal facilities
8) Old planes (MD-88/90/757/763)
9) Lack of upgrades on JFK-LAX/SEA/SFO-seats go to non-revs or empty
10) General attitude from corporate that DL is the sh!t, they seem to think they are Cathay or Singapore or something

Josh

 
Josh good list - great post - however WT has yet to bring himself to create a list of things DL does wrong - therefore if he can't come up with anything then it's shows his logic and inability to rationally assess the situation

 

[737823]

Oh and how could I leave out that DLs website is an absolute joke and full of bugs. They haven't managed to fix the award calendar in about seven years but then again Skymiles redemptions are near impossible to non-existent.

Josh

 

[robbedagain]

Josh i do agree w you that dl website is not that good Sadly WT will Never admit any wrong doing on DL part despite the facts that support it he will change it to fit his dl narratives. I love flyin on DL MD 88s and 90s. I believe this is a smart move on AA part enter LAX to ATL. Wonder what route theyll enter next

 

[737823]

Robbed I wish they would bring back more mainline ATL-MIA I just flew the route a few weeks ago and it's gone largely Eagle except in the early morning. I guess they are trying to get the mainline flight activity below 15 departures so once the Cinderella date passes they can outsource fleet. All the ATL-ORD flying is now Republic too.

Josh

 

[robbedagain]

How bout AA metal to ATL? How many flights does DL have MIA to ATL

 

[737823]

How bout AA metal to ATL? How many flights does DL have MIA to ATL

Robbed AA M/L at ATL is currently the following:

DFW- 10x: 7x 319 3x S80
MIA- 2x: 2x 738

So even with the LAX addition of 3x 738 the annual departures will be close to the threshold in the CBA to contract ATL out.

As for DL I'm sure it won't be long til WT shows up to tell us how DL serves both markets so much better and AA can't stand a chance competing so I'll leave that part to him.

Josh

 

[robbedagain]

For AA? Yes no matter what WT makes it dl does iit better which is why i have him on ignore

 

[737823]

For AA? Yes no matter what WT makes it dl does iit better which is why i have him on ignore

Yes Robbed this for AA. I believe ATL is a mainline USAIR fleet station but until a JCBA is ratified the AA TWU agreement is in full force and based on the current language and flight activity ATL can get whacked on the amendable date.

Josh

 

[robbedagain]

PMUS ATL was turned back to ML which was a good thing.

 

[737823]

PMUS ATL was turned back to ML which was a good thing.

Ok well I would think ATL would be large enough to keep mainline FSC in the joint agreement but again under the current AA TWU language and flight activity ATL can get canned come the amendable date.

Josh

 

[WorldTraveler]

Silly you. Customers don't matter in the Whole Truth world. They are only considered revenue per seat mile.
I am quite sure that the Delta customer service professionals would take your list and respond to it in a dignified manner. Whether that change any of it, well that is something they would love to do if they had the capacity to do so.
Old planes take time to replace.
The international first class product will evolve over time. They had a very good inernational product they inherited from NWA, yet let it deteriorate to the Delta model.
The MSP terminal is not a priority for Delta. I could see them eventually de-hubbing MSP and letting it wither on the vine, just as they did with CVG, MEM, MCO, TPA, DFW.
As for the IRROPS and not booking on OAL, I don't understand that one at all, they must have made some enemies if they do not have goor sharing relationships.

When you post stuff like you have posted above, you show not only your bias but more importantly how hopelessly ignorant you are.

Customers don’t care about paying the highest price.
The fact that DL has the highest yield of all large jet US carriers is because DL offers a product that customers are willing to pay a premium for.
If you knew anything about revenues in the industry, you would know that DL’s model going into BK was heavily focused on high volume, low yield traffic – exactly what you get when you use widebody aircraft flying hourly from ATL to every major city in Florida – on top of single cabin service to much of the NE.
DL has a revenue premium because it flies where high value travelers want to fly, manage capacity so that they fly only when the demand exists at the fares DL wants to sell seats for, and DL provides a product that is of a high enough quality that DL is willing to garner more revenue per seat mile than any other carrier – and running a reliable and friendly operation is why.

The fact that DL has the best on-time and lowest cancellation rate, the fewest number of complaints among network carriers, one of the best on-time performances month in and month out is why DL has a revenue premium.
As for “old planes” DL has managed to figure out how to operate an older fleet than US carriers and yet do it with lower combined operating and financing costs and still run a more reliable operation.

Given that DL has spent more on updating the cabins of its aircraft than any other US airline, including putting Wifi and IFE on more aircraft than any other US airline, customers have no idea the age of DL’s aircraft – and that is precisely the point. DL offers a more reliable product with more onboard options than carriers who have newer aircraft.
I have no idea where you got the idea that NW’s int’l product has deteriorated but DL, not NW, renovated the cabins of EVERY ONE of the DL/NW int’l fleet. The 744s DL inherited had cradle seats and projection IFE which DL replaced with lie flat business class seats with direct access to the aisle from every seat – something UA doesn’t offer despite their renovation – and AA has yet to finish their renovation and has narrower seats than DL.
As for MSP, you could only get a comment like yours by reading a.net but there is no rational reason for believing that DL is downsizing MSP. Feel free to tell us what “facts” you used to come to that conclusion.

And it is completely INCORRECT that DL does not book on OAL for IROPS.

Why don’t you tell us about the amenities that DL offers for IROPS that AA/US, UA, and WN do not.

Yep I am a indeed DL customer and PM. Jcw asked for a list of 10 things DL does wrong and from my perspective I listed my 10 weaknesses/deficiencies. Again I am not DL employee, retiree, pass rider I am simply a passenger and long an insignificant number of DAL shares. You are too blinded and can't objectively discuss DL or other carriers competing in DLs key markets like ATL-LAX. And so what, AA adds capacity it anything DL will likely respond with more capacity and you stand a greater chance boarding as NRSA. If DL has all these strong fundamentals you keep posting about how are 3x AA 738s going be significant to DL? Either you think (but don't want to admit) AAs strong presence and loyal base in LA will no longer be flying Delta Jets in this market or you are too consumed with the DL is superior to everyone else mindset and feel the need to assert that in every single thread. Again I enjoy your posts and value your presence and contributions here but I think you are way off base.

Josh

No, I am quite objective.

You can’t admit and neither can half of the AA fans here that AA is engaging in the exact same type of strategies that AA and US both used pre-merger: AA flew routes for the purpose of status whether they made financial sense or not while US acted like it was their job to pick a fight with anyone in the industry it could and usually with the result of getting beat and losing money in the process.
If AA can make money flying ATL-LAX, I certainly don’t slight them. But when they pulled ATL-LGA because they underperformed DL’s average fares by 25% only to restart the route and then add ATL-LAX, anyone with only the slightest objectivity has to recognize that AA’s chances of succeeding is limited in a market which DL will vigorously defend.

In complete contrast, DL gets average fares as good as or better than AA from AA’s hubs.

Parker and the AA/US clan seem hellbent on trying to prove that AA can compete with the best in the industry and in the process prove exactly why they won’t –because they can’t accept that the way to raise average fares is not to dump capacity into the market until it can be proven that you can do as good or better than their peers.

And, again, the cost is and will be AA’s overall financial performance. We will see within days why Wall Street is showing less interest in AAL stock and focusing instead on DAL and UAL who both have realized that airlines exist first and foremost as businesses – and everything that is done has to support being the best business.

Robbed I wish they would bring back more mainline ATL-MIA I just flew the route a few weeks ago and it's gone largely Eagle except in the early morning. I guess they are trying to get the mainline flight activity below 15 departures so once the Cinderella date passes they can outsource fleet. All the ATL-ORD flying is now Republic too.

Josh

Since you came back to ATL-MIA, it is worth noting that PMAA will be flying less capacity even after ATL-LGA is restarted in every market except for DFW which is up slightly; the majority of AA’s markets from ATL are using smaller aircraft on average. PMUS has added capacity to both CLT and PHL while PHX has remained flat but the overall combined AA/US system from ATL is flat in capacity before ATL-LAX is added.

It is also worth noting that between ATL-DFW, DL right now has 51% of the capacity compared to 40% for AA and 10% for NK. After WN and DL add/upgrade their ATL-DAL service, DL will still have 51% of the combined capacity from both DFW-ATL as well as ATL-DFW/DAL combined.
So, the chances are very high that AA will lose overall share from ATL to DAL/DFW which they are trying to make up for with ATL-LAX service.
And while using smaller aircraft allows airlines to push up average fares, it also pushes up costs. As DL and WN are both shifting to larger mainline aircraft in large part because it helps push down CASM, AA is facing double headwinds with higher CASM driven by higher wages and less efficient aircraft.
So, Josh, there is a whole lot of objectivity but you either don’t know the facts or don’t want to hear them because they highlight the strategic challenges – if not errors – that AA is making.