The BER flight would not connect to anything. I fear the flight would get sent to Rouge for this reason. Also LH beef up of BER was under the assumption the new terminal would have become operational in 2012. I don’t know if the BER upguage will survive the revised timeline for new terminal.
AA had trouble on this route a few years ago. Its been down to 2 daily and AA removed their service to ORD just to make YYC-DFW a reality. It is also a candidate to be handed over to WS as there is little front cabin revenue on the route.
UA service to DFW is abysmal, so there is no connection possibilities or beyond revenue. IF AC/UA was looking to stick it to AA and willing to sustain losses, then I could see a single daily morning flight YYC-DFW with late night return to YYC. Finally under this scenario I don’t know what the aircraft is supposed to do while waiting in DFW.
See my comments above, I would take a second daily YYC-FRA over YYC-MUC. But if FRA is heavily slot restricted, then MUC is a good second choice.
If I could run AC/UA joint venture, my plan for YYC-IAH would be as follows:
- Pull the 705s off YYC-IAH and redeploy them to YYC-DEN and remove the UA 50 seaters from YYC-DEN., leaving only the single daily mainline UA flight plus 4 daily ACX flights.
- I could also see putting the 705s onto the above mentioned YYC-DFW route if AC/UA wanted to jointly market to the Oil & Gas crowd (large advert spots, very competitive pricing, strong desire to be the leader and push other out of the market).

AC Rouge has a number of possibilities for YEG. YEG-LAX and YEG-LAS could be a good starting point. Additional flight to Mexico and the Caribbean could put 3-5 daily flights on AC Rouge 319s.