ARCHIVE: Speculation: Possible Routes (Flights) and Hubs, Discussion - 2015 on
Mar 13, 2016, 11:16 am
#121
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I still personally put AA MIA-JNB firmly in the FT pipe-dream category.
Mar 13, 2016, 1:22 pm
#122
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Personally, I don't think MIA-JNB is even on the top of AA's priority list. They are so weak in Asia (they only serve PEK, HKG, ICN, NRT/HND, and PVG), and will probably try to build up an Asian gateway at LAX before focusing on Africa. They also like to build on partnerships, so CX/JL partnerships in Asia will encourage more flights.
Additionally, BA has so many seats to South Africa, and AA seems happy flying customers USA-LHR-CPT/JNB.
Additionally, BA has so many seats to South Africa, and AA seems happy flying customers USA-LHR-CPT/JNB.
Speaking of HND, wasn't LAX-NRT going to be canned this year, especially since AA could potentially be operating LAX-HND during the daytime this coming fall? I'd figure an LAX-HND daytime flight would make LAX-NRT redundant. I wonder if AA would consider upgauging from a 788 to a 77W as a daytime LAX-HND sounds like a potential goldmine for HVFers despite the weak Japanese economy.
Mar 13, 2016, 1:42 pm
#123
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Of course none of that means AA will fly MIA-JNB.
Mar 13, 2016, 3:40 pm
#124
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Responding to JonNYC, the 77Ls were on the market a couple years ago. AA looked at the economics of the planes and MIA-JNB, as well as a few other routes and decided to pass.
And to the poster above, not exactly sure how the JV is structured, but since JNB is techically a TATL destination, BA may have a say in whether AA serves that market, since it may adversely impact a market for BA where they don't have to share revenues. Again, haven't the seen the JV text, but AA and BA collaborate a lot on route planning, since a money loser for one = a money loser for everyone.
And to the poster above, not exactly sure how the JV is structured, but since JNB is techically a TATL destination, BA may have a say in whether AA serves that market, since it may adversely impact a market for BA where they don't have to share revenues. Again, haven't the seen the JV text, but AA and BA collaborate a lot on route planning, since a money loser for one = a money loser for everyone.
Mar 13, 2016, 6:40 pm
#125
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Speaking of HND, wasn't LAX-NRT going to be canned this year, especially since AA could potentially be operating LAX-HND during the daytime this coming fall? I'd figure an LAX-HND daytime flight would make LAX-NRT redundant. I wonder if AA would consider upgauging from a 788 to a 77W as a daytime LAX-HND sounds like a potential goldmine for HVFers despite the weak Japanese economy.
Mar 13, 2016, 7:11 pm
#126
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Does anyone think that AA would open direct DFW to DUB routes?
Mar 13, 2016, 7:16 pm
#127
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Responding to JonNYC, the 77Ls were on the market a couple years ago. AA looked at the economics of the planes and MIA-JNB, as well as a few other routes and decided to pass.
And to the poster above, not exactly sure how the JV is structured, but since JNB is techically a TATL destination, BA may have a say in whether AA serves that market, since it may adversely impact a market for BA where they don't have to share revenues. Again, haven't the seen the JV text, but AA and BA collaborate a lot on route planning, since a money loser for one = a money loser for everyone.
And to the poster above, not exactly sure how the JV is structured, but since JNB is techically a TATL destination, BA may have a say in whether AA serves that market, since it may adversely impact a market for BA where they don't have to share revenues. Again, haven't the seen the JV text, but AA and BA collaborate a lot on route planning, since a money loser for one = a money loser for everyone.
I wonder how profitable and competitive direct flight MIA-ACC/DKR-JNB would be with a 763/330; given the need for a 7-10 hour layover at LHR or MAD currently, even a direct 1 stop would be a massive improvement for AA and OneWorld. Don't forget that Delta initially built up the ATL-JNB market by using 767s via Dakar at first.
I think MIA-DUB is probably first in line as AA's next DUB route (unless EI beats them there first).
Mar 13, 2016, 7:20 pm
#128
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DUB really isn't a high-yielding station. And is kind of overserved as it is with PHL/JFK/CLT/ORD flights. However, now that EI is part of IAG, it all depends upon what they plan on doing with the DUB hub (more flights and better banking to European stations). But even that type of re-structuring is a couple of years away.
Mar 13, 2016, 7:34 pm
#129
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DUB really isn't a high-yielding station. And is kind of overserved as it is with PHL/JFK/CLT/ORD flights. However, now that EI is part of IAG, it all depends upon what they plan on doing with the DUB hub (more flights and better banking to European stations). But even that type of re-structuring is a couple of years away.
Mar 13, 2016, 10:00 pm
#130
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Hard to imagine premium traffic wanting to connect through DUB given the product that EI offers within Europe (a step up from Ryanair, but not a big one). I get the sense DUB will become a secondary hub catering to the, as is so aptly put in the UK, the "bucket-and-spade brigade".
Also, the USA preclearance at DUB has some value to some travelers.
Mar 13, 2016, 10:29 pm
#131
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I get the sense DUB will become a secondary hub catering to the, as is so aptly put in the UK, the "bucket-and-spade brigade".
Mar 13, 2016, 10:29 pm
#132
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DUB really isn't a high-yielding station. And is kind of overserved as it is with PHL/JFK/CLT/ORD flights. However, now that EI is part of IAG, it all depends upon what they plan on doing with the DUB hub (more flights and better banking to European stations). But even that type of re-structuring is a couple of years away.
Between USA tourists to Ireland and Irish tourism to the USA, total traffic is about 1.1 million annually (each way), and is heavily weighted to the warmer six months.
Once EI joins the immunized joint venture, AA's only competitors to DUB will be UA and DL. As the dominant airline group to Ireland, I could see AA adding another flight or two, perhaps from BOS and maybe from LAX.
Mar 13, 2016, 10:30 pm
#133
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Preclearance is nice when it works. I've only had it coming in from Canada, and as I recollect it was every bit as painful as it can be stateside. GE fixes that problem.
The degree of choice a large hub like LHR provides makes a reasonably compelling case. (Yes, I know, it has its downsides, APD, routine delays and all). But absent significant growth at DUB and product upgrade for EI, I see it benefiting only those for whom it would not mean an additional connection stateside when otherwise on AA or BA metal.
Mar 13, 2016, 10:34 pm
#134
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EI soft product - I don't think the CC really give a toss. One quick run down the aisle with the drinks-for-sale trolley, and then it's back to the galley to read magazines. Basically Ryanair with a shamrock livery.
Mar 13, 2016, 10:34 pm
#135
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I don't know that I'd agree that AA "overserves" DUB. Prior to IAG's acquisition of EI, I figured that AA should begin a seasonal daily BOS-DUB as EI flies it double and triple daily.
Once EI joins the immunized joint venture, AA's only competitors to DUB will be UA and DL. As the dominant airline group to Ireland, I could see AA adding another flight or two, perhaps from BOS and maybe from LAX.
Once EI joins the immunized joint venture, AA's only competitors to DUB will be UA and DL. As the dominant airline group to Ireland, I could see AA adding another flight or two, perhaps from BOS and maybe from LAX.