US, AA merger could cost Charlotte

[johnny kat]

With aprox. 25 percent O&D traffic CLT will definately lose some flights. But the new airline will be strengthened because of the efficiencies generated by the reductions. Ticket prices will rise as a result. A win win for the airline.

 

[AAviator]

With aprox. 25 percent O&D traffic CLT will definately lose some flights. But the new airline will be strengthened because of the efficiencies generated by the reductions. Ticket prices will rise as a result. A win win for the airline.

Only problem with that is the spill of traffic to DAL/ATL

Mike Boyd consults for the DFW airport and came to the conclusion DFW will grow a good bit with a merger.

Given the new aircraft, both mainline 125 seat and regional (w/FC cabins), DFW is poised to grow without a merger.

CLT will lose traffic no matter what, so why should AA employees get bumped due to the coming reductions in CLT?

 

[zethya]

Boyd doesn't realize that AA currently flies 22 departures from JFK to places like TPA, AUS, BWI, etc. between 4 pm and 9 pm and could easily sacrifice/retime some of those to grow international departures in a huge way. Plus the fact that departure slots before 3 pm or so can be had for the asking. Anybody who has flown from JFK at 11 am or Noon where you taxi from gate to runway and you're #2 or #3 for departure knows that JFK has additional capacity. AA has plenty of additional capacity not only in slots but T-8 is severely underutilized. Lots of empty gate space.

Right and where would AA get their connecting traffic from for international flights, since it appears the domestic flight departure slots you mentioned (18-20 actually) are likely the incoming connections ? Unless nearly 100% of AA's JFK international departures are O&D - which they are not, I doubt that would be a viable strategy for an airline attempting to recover from past gross inefficiences and significantly lower Trans-Atlantic profit margins than UA, CO and US. AA, or the new AA, likely needs to significantly optimize their JFK strategy, including potentially reducing capacity, rather than increasing it, to reach a level of competetive equivalence to UA and DL. US cannot currently help with the JFK TA situation, since they own only 1 (possibly 2) prime slot (s) and 2 potential connecting arrival domestic slots.

Everybody knows that JFK has loads of additional capacity outside of the viable TA arrival/departure time zones - but who wants it ? It's been evidenced for quite a while, that the number of travelers supporting NYC-London daylight (nightime arrival) flights is very limited.

 

[cltrat]

Only problem with that is the spill of traffic to DAL/ATL

Mike Boyd consults for the DFW airport and came to the conclusion DFW will grow a good bit with a merger.

Given the new aircraft, both mainline 125 seat and regional (w/FC cabins), DFW is poised to grow without a merger.

CLT will lose traffic no matter what, so why should AA employees get bumped due to the coming reductions in CLT?

not gonna happen genius , I feel even more confident of that since you haven't had a prediction
right yet
the best thing you have going for you is you probably aren't as big a pr**k in person as you seem on here.

 

[dariencc]

Only problem with that is the spill of traffic to DAL/ATL

Mike Boyd consults for the DFW airport and came to the conclusion DFW will grow a good bit with a merger.

Given the new aircraft, both mainline 125 seat and regional (w/FC cabins), DFW is poised to grow without a merger.

CLT will lose traffic no matter what, so why should AA employees get bumped due to the coming reductions in CLT?

So we're quoting Boyd now? Ok, let's have at it.

Not surprised that an America West tool like you, who is now junior at American, would forget that Boyd actually believes that most of the growth at DFW would come at the expense of PHX, not CLT.

And don't miss the part below where he predicts Philly international growth at the expense of JFK. So why should LCC crews get bumped due to the coming reductions at Kennedy?

Mike also rains all over another of your fabled predictions, the JetBlue-American merger.

Let's hope he reads this forum so he can see the wisdom of your latest brainfart. The huge potential of an AA-Frontier combo.


Michael Boyd:

American/US Airways
A merger between these two carriers will likely have no effect on traffic flows until at least the fourth quarter of the year. However, assuming that the surviving management is that of US Airways, we can look for the following:
 Revision to Cornerstone Strategy. The AA strategy is the right one, but simply because it is the only one open to the airline. With the traffic flows that US Airways can bring to the mix, we can expect JFK – where there is no room for AA to grow, short of a likely product- disastrous tie-up with JetBlue – to see some international emphasis shifted to PHL.
 Some shift of flow traffic from PHX to DFW is very likely due to the better demographics and geographic location of the DFW Metroplex.

 

[robbedagain]

ive said it before clt n phl will grow vs phx

 

[nycbusdriver]

Only problem with that is the spill of traffic to DAL/ATL

Mike Boyd consults for the DFW airport and came to the conclusion DFW will grow a good bit with a merger.

Given the new aircraft, both mainline 125 seat and regional (w/FC cabins), DFW is poised to grow without a merger.

CLT will lose traffic no matter what, so why should AA employees get bumped due to the coming reductions in CLT?

Dream on AA****le. Remember, CLT is the hub that sent you AA nimrods packing...twice. How's RDU and BNA working out these days? Big operations there?

Oh, and let's not forget CO's big move to push US into the Atlantic with their big GSO hub. How'd that work out?

CLT will grow because AA will grow it. It's the mid-Atlantic hub they've wanted for decades, but just can't seem to make work due to that airport in the Queen City of North Carolina. Solution? Buy that hub and prosper.

 

[AAviator]

Dream on AA****le. Remember, CLT is the hub that sent you AA nimrods packing...twice. How's RDU and BNA working out these days? Big operations there?

Oh, and let's not forget CO's big move to push US into the Atlantic with their big GSO hub. How'd that work out?

CLT will grow because AA will grow it. It's the mid-Atlantic hub they've wanted for decades, but just can't seem to make work due to that airport in the Queen City of North Carolina. Solution? Buy that hub and prosper.

BS.

CLT hasn't sent anyone packing. 70% connecting traffic with REAL mainline compensation packages makes LCC swirl down the bowl. That is something you can count on.

If LCC is the terror of the industry, why is Parker table dancing topless? Why didn't anyone else snap up the queen of the industry?

USAirways, with that powerful hub in CLT was days from liquidating. In fact, USAirways died, and was folded into AWA.

Stop trying to revise history.....

http://www.youtube.com/watch?v=2o0V6VPX_E0

 

[AAviator]

p.s.

which airline is still here?????

 

[cltrat]

p.s.

which airline is still here?????

keep posting the rest of us are laughing at your dumbass, the only thing scary about you is apparently you are allowed to fly a plane with people on..lmao

 

[AAviator]

keep posting the rest of us are laughing at your dumbass, the only thing scary about you is apparently you are allowed to fly a plane with people on..lmao

So, attack the poster and not the topic?

Dude,
UAL has the same hole vis-a-vis ..the S.E. US. They're in a much better position in the industry because they have a LARGE international network. CO and the EWR (which is really the NYC metro region) hub is monstrous across the NATL. They brought THAT and combined it with the UAL strong Pacific and created what they are.

Notice UAL didn't really need LCC to make it happen for them.. They fixed the bigger problems they had correctly. LCC would be like adding tint to windows when the transmission is slipping.

USA1 then busdriver, who by the way is making LESS than a NYC bus driver tried to float the balloon that CLT is a slot machine stuck on 777 crapping out money ..

According to Parker, it works because you're playing with a 16% revenue disadvantage helped by a 19% labor cost advantage..

Now then, when the E175's and 319's come on line, they will without question strengthen AA. MIA has a lot of northern US markets that are out of reach of the 145's and too small for the 737-8's. A good number of current 145 markets can and will be upgraded in frequency of A/C with premium cabins. With or without a merger you'd be a fool to think there will be no impact on CLT.

Moving on to DFW... As soon as places like CHS, and other east spokes operated with emb's get the new F/C cabin 175's and 319's, there WILL be revenue growth, at other carriers expense.

You're kidding yourself if you think AA can't live without LCC.

AA still has a problem with the pacific and NYC. LCC can't help. Time to face it.

Parker will make this deal happen if it kills him. No matter how much it costs, and how much risk is associated, he will proceed. It's better than the hand he currently hold. My preference is to move on without U and see how it goes. IF we need you, I'm sure Parker will be lecherously close at hand.

 

[cltrat]

So, attack the poster and not the topic?

Dude,
UAL has the same hole vis-a-vis ..the S.E. US. They're in a much better position in the industry because they have a LARGE international network. CO and the EWR (which is really the NYC metro region) hub is monstrous across the NATL. They brought THAT and combined it with the UAL strong Pacific and created what they are.

Notice UAL didn't really need LCC to make it happen for them.. They fixed the bigger problems they had correctly. LCC would be like adding tint to windows when the transmission is slipping.

USA1 then busdriver, who by the way is making LESS than a NYC bus driver tried to float the balloon that CLT is a slot machine stuck on 777 crapping out money ..

According to Parker, it works because you're playing with a 16% revenue disadvantage helped by a 19% labor cost advantage..

Now then, when the E175's and 319's come on line, they will without question strengthen AA. MIA has a lot of northern US markets that are out of reach of the 145's and too small for the 737-8's. A good number of current 145 markets can and will be upgraded in frequency of A/C with premium cabins. With or without a merger you'd be a fool to think there will be no impact on CLT.

Moving on to DFW... As soon as places like CHS, and other east spokes operated with emb's get the new F/C cabin 175's and 319's, there WILL be revenue growth, at other carriers expense.

You're kidding yourself if you think AA can't live without LCC.

AA still has a problem with the pacific and NYC. LCC can't help. Time to face it.

Parker will make this deal happen if it kills him. No matter how much it costs, and how much risk is associated, he will proceed. It's better than the hand he currently hold. My preference is to move on without U and see how it goes. IF we need you, I'm sure Parker will be lecherously close at hand.

as I have said numerous times I am against this merger and frankly what happens with AA is not my concern.

As I have also noted your prediction record is notoriously bad.
So I will leave you with a question, what is the only airline on Gods earth bleeding money and currently in bankruptcy ? Here's a clue for you since you don't have one, look in the mirror.

 

[dash8roa]

Way too much sniping. AA was the last major to enter chapter 13 which is why their costs were higher than most other carriers. AA has world brand recognition and a much larger route map than US, not counting small express stations. US has managed over the years to extract a lot from underpaid employees who did a great job in keeping the airline flying. I think too much credit is given to Parker when in fact it is the front line employees who went the extra mile in keeping the company solvent. I hear of some financial obligations for US coming due in 2014 and this is Parker's motivation for getting the merger done quickly. I don't claim to know what it is or how much it will affect the bottom line but when US brass stated a few months ago that US will get along fine as a stand alone carrier, why should not the same apply to AA.
A lot of strong feelings here and I wish both AA and US employees the best but be prepared for quite a few lay offs with the merger for that's where some of the cost saving synergies will come from.

 

[700UW]

Chapter 13?

Try 11, 13 is personal bankruptcy.

 

[Claxon]

as I have said numerous times I am against this merger and frankly what happens with AA is not my concern.

As I have also noted your prediction record is notoriously bad.
So I will leave you with a question, what is the only airline on Gods earth bleeding money and currently in bankruptcy ? Here's a clue for you since you don't have one, look in the mirror.

AA Aviator. The bad predictions are priceless humor.