ARCHIVE: Airbus A321 Transcon / A321T / "32B" 3 class (consolidated 2012-2014)
Jul 23, 2012, 1:10 pm
#106
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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.
Jul 23, 2012, 1:14 pm
#107
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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 . . .
Jul 23, 2012, 1:16 pm
#108
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Location: NYC
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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.
Jul 23, 2012, 1:17 pm
#109
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Jul 23, 2012, 1:17 pm
#110
Join Date: Jun 2010
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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.
Jul 23, 2012, 1:35 pm
#111
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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.
Jul 23, 2012, 1:37 pm
#112
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Jul 23, 2012, 1:43 pm
#113
Join Date: Oct 2007
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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.
Jul 23, 2012, 1:44 pm
#114
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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.
Jul 23, 2012, 2:08 pm
#115
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But us self loading cargo flying on Y tickets are less profitable than cargo. The C and F paid (depending on the pricing of those tickets), can be more profitable than the other cargo being hauled...YMMV....or in this case...Your cargo may vary..
Jul 23, 2012, 2:26 pm
#117
Join Date: Dec 1999
Location: NYC/PHX
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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.
Jul 23, 2012, 2:30 pm
#118
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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/
Jul 23, 2012, 2:52 pm
#119
Join Date: Nov 2007
Location: Los Angeles
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...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?
Jul 23, 2012, 2:58 pm
#120
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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?