AA getting 4 gates in LAX T6.

go ahead and get it locked.... the problem is the AA fan club can't resist trying to turn the thread into an AA vs DL contest. and you just can't stand hearing the truth.

You do realize that DL now has 18% more seats in the JFK-LAX market than AA. AA has cut seats by 12%, B6 has cut by 10% and DL has increased so that market capacity is just about the same. DL is just adding where other carriers have cut.

If you want to talk about the great advantage AA has at LAX, then it is absolutely relevant to ask how they are using their assets, including in one of the top markets both in their network and in the US.

and again, MAH brought JFK-LAX into the discussion just as E said the whole gate deal was an effort to keep the gates out of DL's hands - even though he came back later to say that it was really a deal between AA and UA involving ORD and LAX.
 
except, once again, others in the AA fan club brought DL into the issue. You and they can't stand when I respond to issues which they brought into the discussion and which show that their statements were without merit.
 
6d46e-threadKiller.jpg
 
so what you really want is a site where you can talk about all the positives of whatever topic you want in a vacuum from reality?

You aren't the only one who has said the same thing but you are one of the more thin-skinned when it comes to accepting competing ideas.
 
WorldTraveler said:
so what you really want is a site where you can talk about all the positives of whatever topic you want in a vacuum from reality?
Well that would be cool...to talk about all the positives of your favorite airline while pointing out the failings of the others...wait...
 
Thanks frugal. Guess he does not want to talk about that but sure points out failure at lax for aa.
 
Nothing "kills me" whatsoever.
 
Delta is sending 763s on the LAXJFK route to be competitive - if it had more lie flats 757s, it would send those. And once it does, the 767s on JFKLAX will be going, going and gone. What will your excuse be then?
 
I don't have any problem with what AA is attempting to do in the JFKLAX market. Delta would kill to be able to have the kind of customers that AA does in that market. But it doesn't, despite offering what many think is a competitive product.
 
Delta failed at trying to build LAX into any sort of significant Asia gateway despite it really wanting to and it still sucks at attracting strong LA POS traffic even with a really good network from LA.
 
I like competition and the fact that Delta is flying one-third empty A320s between Nashville and Los Angeles and needs to fare dump on premium routes to fill planes from the market - I benefit, it keeps my American Airlines' ticket prices in check. I'm especially a fan of the frequent $240 fares Delta files for LAXBNA and LAXMIA, since AA always matches.
 
AA stopped matching Delta's cheap LAXJFK fares, though. Doesn't need to fill the plane with junk yield. We'll see if ignoring this market works. I agree it's a risk, and if it doesn't work, removing the F cabins from the A321s isn't a hassle. Having flown both the new product in J and F, I just don't get why people would pay extra for the F.  Simply remove the F cabin, and you can another 8-12 J seats and another 36-42 Y seats.
 
Yet DL gets higher system yields than AA who walked away from a big part of the JFKLAX market which DL chose to serve.

AA decided to jump into RDULAX which DL flies so DL added more flights. Hope u get good deals there too.
DL serves no fewer passengers from LAX to Asia than it ever has

Wanna tell us about that successful SJC hub?

Before you talk about PDX DL is far larger at SEA.than it ever was at PDX.
 
"Know the competition, respect the competition and be humble.
• all of our competitors are superior to us in some aspect of the business. do not be dismissive of them or we will let down our guard and get beat."

 
 
not surprisingly, you have a pretty selective reading of The Rules.

your preaching would be fine if you could accept that DL's culture is people centered and doesn't involve dragging worthless intermediaries into the process.

It also involves not calling your coworkers who don't agree with you "low information" or not sharp.
 
WorldTraveler said:
You do realize that DL now has 18% more seats in the JFK-LAX market than AA. AA has cut seats by 12%, B6 has cut by 10% and DL has increased so that market capacity is just about the same. DL is just adding where other carriers have cut.
 
 
I find it kind of amusing that on one hand you're bloviating on how mighty DL is throwing seats into a market (JFK-LAX) in order to be competitive on transcons, a market where DL is more-or-less an afterthought, or has been for a looooooooooooooooong time.  Moreover, DL's losing money in New York (although overall profitable).  I think you're calling this winning?
 
But then on the other hand you're the first one here mocking AA's addition of any seats into the transPac market (a market where AA is a small player)  - whether the addition of seats is from LAX or 'interior' hubs like DFW.
 
So which is it?
 
Make up your mind!
 
 
WorldTraveler said:
Wanna tell us about that successful SJC hub?
 
 
How sucessful are the DL hubs in CVG, MEM, DFW, MCO, FRA?
 
 
WorldTraveler said:
No, DL never said that it would build a transpac gateway anywhere near the scale it has at SEA in LAX, in part because the costs of operating at LAX are higher due to the longer stagelengths to Asia and because of the increased competition at LAX that doesn't exist to anywhere near the same degree at SEA.

So, AA can grab all the gates they want but if they can't successfully compete in the largest revenue markets from the city and they also have to use a high percentage of that gate capacity to carry connecting traffic which other carriers send elsewhere, then AA's position at LAX is not near as much as you want to believe it is.
 
While I don't have an intimate knowledge of all things DL and don't worship the widget like some posters on here, I'd be willing to wager that if mightly DL could be competitive in LAX, they would love to attempt to have a gateway to Asia at LAX instead of SEA.
While SEA might work with a population of approx. 4 million and economic ties to Asia, it is not L.A. (population approx. 17 million, one of the largest economic center in the world, strong ties to Asia (i.e. port of Long Beach)).
 

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