ARCHIVE: Airbus A321 Transcon / A321T / "32B" 3 class (consolidated 2012-2014)
#106
Join Date: Oct 2007
Location: Bay Area
Programs: UA 1K, AA Plat, WN A-list, AS MVP 75K, Hilton Diamond, Marriott Titanium
Posts: 380
As far as cargo...AA having the only wide-bodies on SFO-JFK and LAX-JFK is (was) a huge plus. If they transition to all narrow-bodied aircraft on those routes, then they're just like everyone else (and make my job quite a bit harder.)
Well, I understand that flying fewer humans could open up capacity for a heavier cargo load...but if the optimal mix of pax/cargo was more on the cargo end of things, why aren't all airlines running their aircraft this way? In the process, they could market all sorts of "premium" services?
I just assumed that self-loading cargo (us) was more profitable than inanimate cargo...hence cramped seats and other lovely aspects of flying Coach in modern times.
I just assumed that self-loading cargo (us) was more profitable than inanimate cargo...hence cramped seats and other lovely aspects of flying Coach in modern times.
#107
FlyerTalk Evangelist
Join Date: May 2001
Location: LAX; AA EXP, MM; HH Gold
Posts: 31,789
For containerized cargo, the A321 handles LD3s, and with only 102 passengers on board, there should be some cargo capacity. For cargo on pallets, on the other hand . . .
#108
FlyerTalk Evangelist
Join Date: Apr 2001
Location: NYC
Posts: 27,222
I'm still thinking with just 36 Y seats, unless fares on AA are far above its competitors, 36 Y seats will be filled up very quickly. Generally its the leisure traveler that is booking six months out.
It sounds like AA really wants to hand off the low yield stuff to other carriers. Remember in the 2006 documenatry when the JFK/LAX flight was examined and it only made a net profit of $200 (of course that was one sole flight six years ago).
It sounds like AA really wants to hand off the low yield stuff to other carriers. Remember in the 2006 documenatry when the JFK/LAX flight was examined and it only made a net profit of $200 (of course that was one sole flight six years ago).
At the end of the day, it's basic supply and demand. Reduce supply (smaller Y cabins, even if they add a frequency or two), and assuming external demand remains constant, you can command a higher price.
#109
FlyerTalk Evangelist
Join Date: Apr 2001
Location: NYC
Posts: 27,222
Yes, presumably your freight costs will go up. See my comment above about supply and demand.
#110
Join Date: Jun 2010
Programs: AA EXP
Posts: 57
Although with 1,000 Y seats being taken out of daily capacity (probably a little less since another frequency or two might be added) I'm not sure how cheapo Y fares there will be. Its seems as though AA is ceding that part of the market to B6 and other carriers. Even as it is I'm not finding much below $500ai RT for the JFK/LAX route. Of course, possibly to get a cheaper fare (and better chance at upgrading) one will now need to connect rather than take the direct flight.
It's too early to know what the upgrade rates will be and how fares will shake out, but at the moment AA is presenting me with what looks like a solid transcon product in Y. This is something they aren't doing presently on the 762s. That is enough to make me want to stay with them despite a potential/likely reduction in upgrades.
#111
In Memoriam, FlyerTalk Evangelist
Join Date: Jul 2002
Location: Durham, NC (RDU/GSO/CLT)
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Looks good, looks really good. Still, I can't wrap my mind around an AA without 767-200s, not to mention an AA with narrowbody Airbus! Oh well, the times they are a-changing.
#112
Join Date: Jul 2002
Location: ORY/PCT
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Posts: 1,150
#113
Join Date: Oct 2007
Location: Bay Area
Programs: UA 1K, AA Plat, WN A-list, AS MVP 75K, Hilton Diamond, Marriott Titanium
Posts: 380
That's not the issue at all...Some freight can only move on a larger aircraft. AA has a monopoly on this space; often with such demand there's a backlog to book it. There is plenty of "supply"/carriers to move normal-sized freight/freight that can be containerized trans-con.
#114
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Join Date: Dec 2003
Location: Benicia, California, USA
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^^^
Even with the possibility of more restricted upgrade space transcontinental, this is very good news. And I'd guess that the more restricted upgrade space might not be as as limited as it might seem, since it's quite likely AA will add one or more flights to the SFO/LAX-JFK routes.
More generally, it looks like the new planes throughout the domestic fleet bring some nice improvements.
Even with the possibility of more restricted upgrade space transcontinental, this is very good news. And I'd guess that the more restricted upgrade space might not be as as limited as it might seem, since it's quite likely AA will add one or more flights to the SFO/LAX-JFK routes.
More generally, it looks like the new planes throughout the domestic fleet bring some nice improvements.
#115
Join Date: Aug 2008
Location: Always on the move
Programs: Something lifetime here and there
Posts: 1,867
YMMV....or in this case...Your cargo may vary..
#117
Join Date: Dec 1999
Location: NYC/PHX
Programs: IATA, Sabre, AvgeekAgent
Posts: 1,958
Given that cabin layout constraints are most likely responsible for the disproportionate F:J seat count vs the 762, might we see AA relax the sticker upgrade policy to allow upgrades from paid J? Could help soften the blow of unsold F seats by opening up more J for sale and/or disappointed elites hoping to jump from Y to J. Even if it's limited to full fare tix, could be a win-win solution (and didn't AA permit this a long time back? I know UA once did).
Does anyone think AA will supplement these flights with non-flagship service (from JFK or additional EWR) to make up for lost Y and give elites on cheapo tix other upgrade opportunities?
My hope is we'll see a few wide bodies (which could go J/Y only) or 2/3 additional AFS frequencies to soften the loss of J/Y seats.
Does anyone think AA will supplement these flights with non-flagship service (from JFK or additional EWR) to make up for lost Y and give elites on cheapo tix other upgrade opportunities?
My hope is we'll see a few wide bodies (which could go J/Y only) or 2/3 additional AFS frequencies to soften the loss of J/Y seats.
#118
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Join Date: Dec 2000
Location: PHL, NYC
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One question for the jetbridge experts: Is it feasible to board A321s from the 2L doorway or will everyone be traipsing thru F on their way back? Some airlines found that the left engine was too vulnerable to a jetbridge accident to continue boarding from 2L - apparently, the A321 has less margin for error than the 757.
An old thread on airliners discusses it a bit more.
http://www.airliners.net/aviation-fo....main/4628659/
#119
Join Date: Nov 2007
Location: Los Angeles
Programs: AA LT Gold
Posts: 3,644
...might we see AA relax the sticker upgrade policy to allow upgrades from paid J? Could help soften the blow of unsold F seats by opening up more J for sale and/or disappointed elites hoping to jump from Y to J. Even if it's limited to full fare tix, could be a win-win solution (and didn't AA permit this a long time back? I know UA once did)...
If I was AA, I would probably not do what you suggest (stickers from J to F)...the harder it is to get to F, the more people will want to get in there and pay for it...or burn some miles+copay or SWUs...Let those F seats fly empty! Like QF or CX do?
#120
Suspended
Join Date: Sep 2006
Programs: AAdvantage PP
Posts: 13,913
Or why not double upgrade with (double) stickers from Y to F???
If I was AA, I would probably not do what you suggest (stickers from J to F)...the harder it is to get to F, the more people will want to get in there and pay for it...or burn some miles+copay or SWUs...Let those F seats fly empty! Like QF or CX do?
If I was AA, I would probably not do what you suggest (stickers from J to F)...the harder it is to get to F, the more people will want to get in there and pay for it...or burn some miles+copay or SWUs...Let those F seats fly empty! Like QF or CX do?