More AA gates coming in LAX
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jimntx
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It doesn't matter. If DL is losing in SEA, it is not an important West Coast city for the analysis. The losing cities are NEVER included in himself's analyses. For instance, DFW is an airport of no importance whatsoever in any analysis of anything.jcw said:
And, I think I've told you before not to respond to his posts. It just encourages him to make up more stuff to "prove" his point when it is not necessary. We can all clearly see his point on top of his head.
WorldTraveler
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The west coast states of CA, OR, and WA and service to all cities in them. Flights operated by the mainline carrier and regional carriers where 100% of the capacity on a flight is flown for the major airline partner are included.
Kev3188
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http://youtu.be/R_UpLtGEWoY
LDVAviation
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robbedagain said:
The TBIT gate (151) when the T4 connector opens. (It is closed now in part because of the construction.)
The reconfiguration of T4 begins next year. Gate 41 (widebody international) remains as is.
There is an agreement in principle.
Delta to T3/T2. (T3 rebuild and T3 connector)
AA and perhaps AS to T5. (AS to T5 still in negotiation.)
Forgot to ask about what happens to T6. (Logical to assume VX may end up there. Could be the reason why AS would rather move in with AA.)
(Somebody with his talk of "pipe dreams" was wrong again. Maybe he should stop trolling these threads.)
WorldTraveler
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Since there are some non-int'l carriers in T2/3, they will have to be accommodated somewhere in domestic terminals. VX and B6 included.LDVAviation said:
and again, the final plan is far from known. It is fully expected that there will be growth for multiple carriers in domestic markets while pushing as much int'l traffic into the terminals which LAWA can expand. LAWA wants the most traffic thru the facility that is possible.
Remember that it is precisely because gate space is tight that the economics of growth are favorable.
Tight gate and runway space is already acute on the coasts and will spread to center of the US. LAX as the most concentrated airport serving one of the world's largest cities is particularly affected.
It makes sense for AA and LAWA as well as other carriers to cement their future.
Overspeed
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LDVAviation said:
As expected. That connector is going to be a huge help to passengers connecting between AA and partners in TBIT. When I flew through LAX a few weeks ago, I saw that 41 had reopened and the new hallway leading to the eventual connector was there. Looked like they did a pretty good job with the traffic flow, and while the size of the 41 gate area had obviously shrunk somewhat, that didn't seem too much an issue since I don't think they're not running 747s or 777s out of there anymore (or if they are still dispatching AA widebodies out of that gate, doubt it will be for much longer).
LDVAviation said:
As you and others previously predicted - interesting. A few things come to mind:
- To the point made several days ago - a (perhaps "the") key question will be how many gates Delta gets at T2, as I believe T3 - at least currently - has 12 jetbridges, 1 less than Delta presently has at T5
- Plus - needless to say, T3 is going to definitely need some major work
- Similarly, would AA/Alaska presumably split T5 among themselves? If so, that will likely mean some incremental additional space for both of them, as I think that's more gate capacity than the two combined currently have in T6
- AA/Alaska being in T5 together would certainly ease connections not just between the two airlines, but also obviously for AA's own connections (i.e., shorter tunnel walk T4-T5 than T4-T6)
- And finally, on a related note, could all of the displaced T3 airlines fit into the T6 gates vacated by AA, Alaska and Delta? (I would guess yes) And on a related note, to make room for Delta (and Southwest?) at T2, would they also move some T2 airlines to T6 as well
WorldTraveler
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I have to believe that LDV's information is correct regarding an agreement in principle for DL's move.
He said "T2/T3" and "T3 rebuild" which says that the current configuration of T3 or how it compares to T5 today means anything. A connector between T3 and Other than after hours arrivals, DL operates no flights at TBIT. T3 thus could become all domestic or DL could use T2 for international as well as for some of its alliance partners. thé TBIT is only necessary if DL intends to do the same thing that AA is going to do between T4 and the TBIT. A connector between T2/3 allows those terminals to operate as one just as T4/5/6/7/8 do.
I also believe that T6 could become the airline for everyone other than WN, DL, AA, and UA that is not in the TBIT and DL has reason to help see its int'l partners (VS, AF/KL and perhaps AM) to move into the TBIT.
As I have said and dawg pointed out, it has made sense for DL to be on the north side for quite some time and if DL's move helps AA consolidate its operations and close the Eagle's nest or at the least increase the number of gates in T4 while reducing pad gates, it is hard to not see this as a win-win for AA, DL, and LAWA and the changes will lead to growth for all involved.
He said "T2/T3" and "T3 rebuild" which says that the current configuration of T3 or how it compares to T5 today means anything. A connector between T3 and Other than after hours arrivals, DL operates no flights at TBIT. T3 thus could become all domestic or DL could use T2 for international as well as for some of its alliance partners. thé TBIT is only necessary if DL intends to do the same thing that AA is going to do between T4 and the TBIT. A connector between T2/3 allows those terminals to operate as one just as T4/5/6/7/8 do.
I also believe that T6 could become the airline for everyone other than WN, DL, AA, and UA that is not in the TBIT and DL has reason to help see its int'l partners (VS, AF/KL and perhaps AM) to move into the TBIT.
As I have said and dawg pointed out, it has made sense for DL to be on the north side for quite some time and if DL's move helps AA consolidate its operations and close the Eagle's nest or at the least increase the number of gates in T4 while reducing pad gates, it is hard to not see this as a win-win for AA, DL, and LAWA and the changes will lead to growth for all involved.
FrugalFlyerv2.0
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WorldTraveler said:
Aren't all of DL's partners / all of skyteam except for AM and VS already in TBIT?
WorldTraveler
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They may be now but AF/KL was running a split operation with its A380 flights in TBIT and the rest in T2.
There is a movement of int'l carriers to the TBIT and LAWA creates domestic growth by doing that.
If AA and DL both have access to TBIT for some of their int'l operations, the ability of the domestic terminal complex to grow is significantly improved. This month DL has about 450 flights/day to other than Canada and the US while AA has about 360.
Given that more than 10% of DL's flights and a slightly smaller percent for AA are to other than the US and Canada and have to go thru US immigration/customs, there is the potential to free up 2 gates or more for domestic growth.
The benefit to LAWA is clear in moving domestic carriers that want to grow to be able to put int'l flights in or with access to the TBIT while moving as many int'l carriers there.
It appears that the design is for AA and DL to have similar terminal layouts on the south and north sides of the airport.
There is a movement of int'l carriers to the TBIT and LAWA creates domestic growth by doing that.
If AA and DL both have access to TBIT for some of their int'l operations, the ability of the domestic terminal complex to grow is significantly improved. This month DL has about 450 flights/day to other than Canada and the US while AA has about 360.
Given that more than 10% of DL's flights and a slightly smaller percent for AA are to other than the US and Canada and have to go thru US immigration/customs, there is the potential to free up 2 gates or more for domestic growth.
The benefit to LAWA is clear in moving domestic carriers that want to grow to be able to put int'l flights in or with access to the TBIT while moving as many int'l carriers there.
It appears that the design is for AA and DL to have similar terminal layouts on the south and north sides of the airport.
WorldTraveler
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correction... 450 flights/month to non-US/Canada destinations for DL and 360 (about) for AA.
Moving as much of those flights to the TBIT increases domestic growth potential at LAX
Moving as much of those flights to the TBIT increases domestic growth potential at LAX
