Black Magic
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- Jan 4, 2008
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Couple questions. How many flights does American currently operate out of LAX? Has the number been higher in previous years than others? Also who has more flights there between United and American?
AA Lax hub info
- Thread starter Black Magic
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Today, AA has 94 mainline departures from LAX (and several dozen Eagle departures from the remote terminal). In previous years, AA has flown more mainline flights from T-4, but not too many more. Adding the US flights is going to make things crowded.
Today, UA has 96 mainline departures (and a bunch of regional flights as well) from LAX. IIRC, AA+Eagle flights is slightly larger than UA+regional flights.
Today, UA has 96 mainline departures (and a bunch of regional flights as well) from LAX. IIRC, AA+Eagle flights is slightly larger than UA+regional flights.
Overspeed
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- Jun 27, 2011
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FWAAA said:
Peak departures was probably back prior to 2002 when AA had merged with Reno Air and TWA and operated out of two terminals at LAX. The airport is undergoing heavy construction last time I went through there. Maybe AA will get more gates but now DL, UA, and AA will all be operating out of the same side of the airport which could drive a lot of congestion.
OP
Black Magic
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- Jan 4, 2008
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Thanks for the info. That sounds about right considering what I've read from different news reports. I was confused as US Airways sent out a company memo to employees stating the flight stats of the different hubs and it has AA at LAX with 367 daily departures?! I didn't think it was that big, maybe they meant with codeshares?FWAAA said:
367 is definitely a typo. Even adding all the Alaska flights from LAX and international codeshares, and all Eagle regional flights, I don't think you get to 367.Black Magic said:
Looks like 61 or so daily Eagle departures plus the 20-21 daily US departures, so a total of about 176.autofixer said:
Sure, following the RenoAir and then TWA acquisitions, there were far more than 94 daily mainline departures, but a while ago, I reviewed some previous summer schedules from post-2003/04 (after AA had left T-3), and found that AA was operating a few more than 94 daily departures, just from T-4.Overspeed said:
Of course, due to its geography, like other west coast airports, LAX suffers from some big peaks and big valleys in its operations, depending on time of day, with some late afternoon lulls before the overnight redeye departures cause activity to pick up again. Still, with about 19-20 hours of daily activity, LAX T-4 should be able to handle perhaps 120-130 departures from those 13 gates. Some of the US redeyes to PHL and CLT depart quite late - even later than the second LAX-DFW at 1:00 am or so.
The good news for new AA at LAX are the four TBIT gates that AA will have on a preferential use basis. MAH4546 has said that perhaps AA moves all of its widebody flights to the new TBIT when those gates become available, which should help the T-4 congestion. Based on the current schedule, that would include not only the 777 TPAC flights but also the 777s and 763s to MIA and DFW.
Lastly, the new A321Ts that will soon replace the 762s on the JFK transcons should be able to be turned much faster than the current 762s. Just 102 passengers and probably little or no cargo. The current 762s to/from JFK appear to occupy gates for about two hours between their arrival and pushback, and that's inefficient. On the flipside, frequency goes up from 9 today to 13 by June.
WorldTraveler
Corn Field
- Dec 5, 2003
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That's great news and likely true since they admit it isn't a large profit but says those experts were probably right a year ago. Cutting billions systemwide will help LAX.
Don't worry cuz they think DL's NRT hub is losing money even tho DL specifically said it is highly profitable.
At least the two of us know the truth.
Thx for the update
Don't worry cuz they think DL's NRT hub is losing money even tho DL specifically said it is highly profitable.
At least the two of us know the truth.
Thx for the update
robbedagain
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- Oct 13, 2003
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Asia growth I wonder if the 787 and the 777 will be utilized depending on what cities they intend to serve
UPNAWAY said:
There is definitley a major space issue and it will continue through 2015.
But once AA gets the it's four TBIT gates, things will really slack up. Those TBIT gates will be used for all international ops and likely a number of domestic flights too - notably widebodies to Dallas and Miami. Widebodies take up more space and gate time at T4, so it will make T4 a more efficient operation.
jimntx
Veteran
I remember years ago before I was furloughed (7/2003-11/2004) or not long after recall, E or FWAAA corrected me one time on here when I made reference to the LAX hub. It was pointed out to me that in American Way magazine on the route map, LAX did not have the symbol for a hub, like DFW, ORD, etc. That LAX was not a hub. Did that change?
eolesen
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- Jul 23, 2003
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It was probably me -- at the time, LAX and JFK weren't considered hubs, certainly not in the traditional sense of connecting people across it, and from a performance reporting structure standpoint (which I still worked with at the time), LAX and JFK were still considered part of a larger US/Canada region while DFW, MIA and ORD were standalone entities for reporting.
They don't have VP's heading them up, which is the classic status symbol for defining a hub (technically, there's now a VP of NYC, but he covers more than just the three airports).
Even today, I'd argue they're still not hubs (my definition of a hub is >60% connections) and I'd guess that LAX and JFK are closer to if not exceeding 60% O&D.
Internally, most airlines I've worked with still make a distinction between a connecting hub and an operational hub... some still use the term gateway and focus city... but that rarely makes it into the public facing comms. The public understands hub. So be it.
They don't have VP's heading them up, which is the classic status symbol for defining a hub (technically, there's now a VP of NYC, but he covers more than just the three airports).
Even today, I'd argue they're still not hubs (my definition of a hub is >60% connections) and I'd guess that LAX and JFK are closer to if not exceeding 60% O&D.
Internally, most airlines I've worked with still make a distinction between a connecting hub and an operational hub... some still use the term gateway and focus city... but that rarely makes it into the public facing comms. The public understands hub. So be it.
eolesen
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- Jul 23, 2003
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On a separate issue... here's the mix of marketing flights by airline @ LAX. Should help frame the discussion of who's the biggest by whatever measure you want to look at...
Sorry for the image quality. The forum software is mangling data tables, so this is the next best thing.
Sorry for the image quality. The forum software is mangling data tables, so this is the next best thing.
