AA 88/89 ORD-BRU-ORD Going Away
Sep 17, 2011, 2:27 pm
#61
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Last edited by MileageAddict; Sep 18, 2011 at 10:19 am
Sep 17, 2011, 4:20 pm
#62
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So this leaves the only year round ORD TATL destinations CDG, LHR, and MAN. Hopefully this is the beginning of the end for AA in ORD. Even with the recent gains AA is considerably smaller at ORD today compared to circa 2005-2006 with significantly more flights operated by Eagle. I'd imagine the Eagle/mainline ratio for AA at ORD closely mirror the UAX/UAL ratio but obviously AA sends mainline to cities UA doesn't and vice versa.
This really whittles down the IOR bid sheets. I bet the FAs aren't happy.
Obviously it's become more difficult for AA in the past couple years with SN Brussels joining Star and UA entering the route but clearly something isn't working out on AA's end if that leads them to discontinue a route they've served for 20+ years. With your logic, how can DL successfully operate a daily 763 on ATL-BRU or serve five cities in Germany-same number as CO (DUS, FRA, MUC, STR, and TXL) between ATL and JFK.
It's actually less premium capacity 8F/40C while the CO 777 has 50C and has a better on board experience. Additionally, the pilot crewrest ties up one of the Employee Class (F) seats so it's still less than CO. Not to mention the overall Continental BusinessFirst flatbed experience is superior to the United First or United Business. Furthermore Y reduces to 221 compared to 225 on the CO 777.
I suppose its okay since IAD-AMS/CDG are being operated by CO 757s ^. The IAD-based AFA Council 21 employees aren't happy since it significantly reduces the number of premium seats for NRSAs. Additionally, the PMCO 757 is staffed with 5 FAs on the CONTINENTAL seniority list compared to umpteen UA FAs on the outgoing 777s. Pilot crewrest on the CO 757 is a single Y seat ^ unlike the TWO C seats AA's pilots require. So fewer bid positions and fewer premium seats for non-revs
This is one of the few areas of the operation UA commands full control of as even the most restrictive collective bargaining agreements provides the workers no recourse when the company imposes changes like this.
BRU-MIA would be much better
This really whittles down the IOR bid sheets. I bet the FAs aren't happy.
Really? Even though there's a Oneworld member airline hub at BUD?
The problem with BRU is the same as at FRA: They are both *A hubs and it's difficult for AA to capture much corporate traffic with one or two daily flights systemwide compared to the more frequent service offered by the competing alliance.
The problem with BRU is the same as at FRA: They are both *A hubs and it's difficult for AA to capture much corporate traffic with one or two daily flights systemwide compared to the more frequent service offered by the competing alliance.
I suppose its okay since IAD-AMS/CDG are being operated by CO 757s ^. The IAD-based AFA Council 21 employees aren't happy since it significantly reduces the number of premium seats for NRSAs. Additionally, the PMCO 757 is staffed with 5 FAs on the CONTINENTAL seniority list compared to umpteen UA FAs on the outgoing 777s. Pilot crewrest on the CO 757 is a single Y seat ^ unlike the TWO C seats AA's pilots require. So fewer bid positions and fewer premium seats for non-revs
This is one of the few areas of the operation UA commands full control of as even the most restrictive collective bargaining agreements provides the workers no recourse when the company imposes changes like this.
BRU-MIA would be much better
Sep 17, 2011, 4:29 pm
#63
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Sep 17, 2011, 4:33 pm
#64
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Maybe it would do well for AA to consolidate to a PMCO model of 3 hubs + 1 focus city where they do well and focus on a service culture.
Dehub ORD and offer lots of frequencies and destinations from everyone else--might work
Dehub ORD and offer lots of frequencies and destinations from everyone else--might work
Sep 17, 2011, 4:47 pm
#65
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Sep 17, 2011, 4:48 pm
#66
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Sep 17, 2011, 5:07 pm
#67
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if you want comfort, you can try Delta JFK to BRU
Sep 17, 2011, 6:04 pm
#68
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Originally I was flying BRU - ORD - LAX in January 2012.
What is the best routing to ask for?
BRU - LHR - LAX on BA or BA/AA
BRU - MAD - LAX on IB
I am using an award ticket in Y and already had good exit row seats. What is the best routing that I could get good seats. I am AA PLT. I would like to avoid the BRU - JFK - LAX and a 8 hour flight on a 757 through JFK.
Thanks.
What is the best routing to ask for?
BRU - LHR - LAX on BA or BA/AA
BRU - MAD - LAX on IB
I am using an award ticket in Y and already had good exit row seats. What is the best routing that I could get good seats. I am AA PLT. I would like to avoid the BRU - JFK - LAX and a 8 hour flight on a 757 through JFK.
Thanks.
Sep 17, 2011, 6:13 pm
#69
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Sep 17, 2011, 7:15 pm
#70
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Clue number one as to why AA is dropping the route: every seat allocated to T, U or C inventory is one they don't expect to sell so might as well send the plane elsewhere.
And perhaps someone who knows more about AA and its ops than I: Are any 763s coming up on major mechanical maintenance? If one has to go out of service they have to choose something to cancel and what we currently see for summer schedules is too far out to know for sure whether it will return.
And perhaps someone who knows more about AA and its ops than I: Are any 763s coming up on major mechanical maintenance? If one has to go out of service they have to choose something to cancel and what we currently see for summer schedules is too far out to know for sure whether it will return.
Sep 17, 2011, 8:00 pm
#71
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And perhaps someone who knows more about AA and its ops than I: Are any 763s coming up on major mechanical maintenance? If one has to go out of service they have to choose something to cancel and what we currently see for summer schedules is too far out to know for sure whether it will return.
Last week, AA announced sharp schedule reductions on slower travel days (Tue, Wed and Sat) for this fall and I expect to see more marginal flights cut. The economy is still in the toilet (meaning weak premium ticket demand) and fuel is still very expensive. Cuts like this one should be no surprise.
Sep 17, 2011, 8:44 pm
#72
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If I were to have to bet, I'd bet that ORD-HEL's 2011 seasonal service this year will cover a substantially different number of days than any ORD-HEL service in 2012. That would include, if anything, a bet on a shorter season next year.
Sep 17, 2011, 8:50 pm
#73
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It's actually less premium capacity 8F/40C while the CO 777 has 50C and has a better on board experience. Additionally, the pilot crewrest ties up one of the Employee Class (F) seats so it's still less than CO. Not to mention the overall Continental BusinessFirst flatbed experience is superior to the United First or United Business. Furthermore Y reduces to 221 compared to 225 on the CO 777.
BTW: The planes used on BRU have a F8/C49 layout and not the F8/C40 one, so in general it's indeed an increase in premium seats
And more important, you have economy plus at UA's fleet, something that CO at the moment lacks off. And trust me, it makes a difference when flying cattle in the back...
BRU-MIA would be much better
Sep 17, 2011, 9:11 pm
#74
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[QUOTE=firstglobal;17126322]Correct, JFK-STL is going away 17 NOV 11 due to union contract rules, the same reason as LGA-BOS.
See: [URL="http://www.flyertalk.com/forum/16821065-post20.html"]http://www.flyertalk.com/forum/16821065-post20.html[
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See: [URL="http://www.flyertalk.com/forum/16821065-post20.html"]http://www.flyertalk.com/forum/16821065-post20.html[
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Sep 17, 2011, 9:18 pm
#75
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In that case I see another possibility: temporarily replacing a 777 w/a 763 for a couple Europe or South America flights due to available pilots since AA has more pilots qualified for the type. If they get to the point where they have to cut routes to get enough 763s then this again seems like a logical one. Anything being downgauged that you know of?