American Airlines, CLT detail growth plans
- Thread starter 700UW
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Guess you don't understand how a JV works. British Airways operates the flight but AA jointly shares in the revenues and is involved in the capacity planning. The four daily LHR flights are currently operated by British Airways but that could change in the future. CDG is operated by AA metal seasonally.700UW said:
DL metals operates BOS-AMS/CDD/LHR, formerly NW, UA, US, and TW flew transatlantic from BOS.
Josh
If it doesn't cost anything to have a crew base at a station why don't airlines have crew bases every where they fly
There is overhead associated with crew bases however once again no idea how it works
It's like having multiple fraud departments in many cities you have overhead on running each location - sorry that might have been to hard to follow for some
There is overhead associated with crew bases however once again no idea how it works
It's like having multiple fraud departments in many cities you have overhead on running each location - sorry that might have been to hard to follow for some
eolesen
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- Jul 23, 2003
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Snapshotting from 2005:robbedagain said:
Code:
AA BOS 148
US BOS 136
AA LGA 142
US LGA 243
AA JFK 110
US JFK 4
AA EWR 47
US EWR 20
AA NYC 299
US NYC 267
AA PHL 37
US PHL 531
AA IAD 25
US IAD 14
AA DCA 65
US DCA 209As I said, historically, a huge presence and larger than US in NYC.
I won't disagree that there was some significant shrinking over the past few years, particularly while the JetBlue agreement was in place.
By May 2013, the numbers had shifted quite a bit:
NYC shrank down to 130 flights (39 @ JFK, 82 @ LGA, 9 @ EWR)
BOS came down to 23 flights
DCA was half its size, at 30 departures
Robbed, as pointed out, EWR had a very nice size operation there for AA just as ATL was a crew base for PI. Neither of that matters now as BK's and Inter Office SweetHeart Deals between the Airlines has changed everything over the last 20 years. EWR at one point had over 150 flights daily for PI/AL at merger.robbedagain said:
WorldTraveler
Corn Field
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ATL now constitutes about 40% of DL's revenues now. It is not a majority of DL's system any more than DFW is for AA.
Commavia's post is pretty accurate.
CLT is a powerful hub but it has a higher percentage of connecting passengers than nearly every hub and uses smaller aircraft on average which makes it hard to grow the hub.
CLT is viable but will be evaluated against other AA hubs for int'l flights and many of those hubs are in cities that have much larger local demand.
It just simply needs to be reiterated that CLT is half the size of ATL and considerably smaller than DFW. While CLT is one of the largest hubs in the US, it is not in the class of ATL or DFW and half the size of DL at ATL in terms of the number of passengers that are handled.
robbedagain
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thanks E and Hope
I would expect to see most Daily Carib flying from CLT transfer to MIA. CLT will have it's place in the new American but I doubt it will remain the size it is today. As far as ATL, CVG and DFW didnt survive as hubs for Delta as they saw the Value of ATL. Curious, what is the Costs of Passengers enplaned at ATL?
According to Fitch, in 2012, ATL had the second-lowest (second only to CLT) cost per enplaned passenger total at $4.51 per:Hope777 said:
http://wfae.org/post/philosophy-behind-charlotte-airports-success
robbedagain
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hope I know bwi AA does not have their own FSAs either I did not know it was like that up there in EWR
nevergiveup
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Lots of land available to expand in CLT. Delta is fortunate that they never built a second airport in ATL.WorldTraveler said:
WorldTraveler
Corn Field
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Land is NOT the issue. The sìze of the market will determine success of any hub.
DEN has lots of land, three airlines still fighting it out, and likely an unprofitable hub for any.
DL doesn't hub at DFW because DL had less than 15% of the local market despite 250 flights. DL's local share now is not muchblower even though DL has 1/5 the flights
DTW killed CVG. DTW still has one of the highest ratios of 50 seaters of any DL hub but DTW also supports many more int'l and large markets.
there have been proposals to build a new separate south terminal at ATL but the costs are too high and DL doesn't want gates at that cost. Same will apply to CLT. At some point the benefit of more gates is not worth the cost
DEN has lots of land, three airlines still fighting it out, and likely an unprofitable hub for any.
DL doesn't hub at DFW because DL had less than 15% of the local market despite 250 flights. DL's local share now is not muchblower even though DL has 1/5 the flights
DTW killed CVG. DTW still has one of the highest ratios of 50 seaters of any DL hub but DTW also supports many more int'l and large markets.
there have been proposals to build a new separate south terminal at ATL but the costs are too high and DL doesn't want gates at that cost. Same will apply to CLT. At some point the benefit of more gates is not worth the cost
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