nutwpinut

Order would definitely change. There is a thread somewhere where CLT is #6 in the world for number of flights, but for passenger traffic it goes down to #31 .

Jonny11788

It's interesting (to me, anyway) that all of these cities in the 40s (which represent some of the largest non-hub domestic stations) were all once AA/US/HP hubs except for ATL. And also RDU right above with 52.

taseas

As a CMH based flyer, here's hoping (I know, I know...very wishful) for a CMH club!

wetrat0

Lots of frequencies to LUS hubs. If I recall correctly it was long ago a small hub for US or one of the airlines they acquired.

Score8

BOS is high simply due to the Shuttles to NYC and WAS. Otherwise, it would most certainly fall down the list a bunch. I continue to wonder how long some of the food venues on the AA side are going to last.

ashill

Well, BOS was also one of LAA's busiest outstations (along with SFO) too, and LAA didn't have a shuttle. It's one of only a handful of spokes with robust service to all hubs as well as some non-hub service.

aztimm

BOS was also a US hub, then became a, "focus city," after the HP-US merger, and gradually faded after that.

worldwidedreamer

At one point HP operated an America West Club for their mini-hub in Colombus; apparently it was formerly a TWA Ambassadors Club, too.

AlwaysAisle

Are you talking about Legal C Bar on landside and Todd English’s Bonfire at secure side? I spent so many time at Legal C Bar before going through the security. Spent a lot of time at Todd English’s Bonfire also, but mostly for drinks. Menu at Todd English’s Bonfire is mainly steak and price is not for my every other day lunch budget.

taseas

Thanks for that link, interesting reading.

TPJ

Yes - a small Piedmont hub in the 80's. IIRC closed when Piedmont wss taken over by US Air.

GotCalcio4

Not quite. You're confusing IND with PI's hub at DAY, which US closed along with SYR in the major retraction of 1991, which also was the first round of the gutting of the PSA network, when most mid and smaller western cities went to Express. LUS in its own right operated what it called a secondary hub at IND, with a number of regional flights feeding a pretty robust mainline operation. I would estimate that it peaked in the late 80s at maybe 125-150 daily flights. It was one of a number of LUS attempts at a hub operation in the Midwest to link its Eastern network with its former West Coast PSA operation, the others being CLE, MCI, and DAY (which as mentioned was LPI and dehubbed in 1991).

Theme: LUS had hubs or focus cities in dozens of major cities at some point since deregulation. Most didn't work.

Each of the cities listed here without clubs used to have clubs at some point, either ACs, US Clubs, or HP clubs, most as recently as he early 2000s. The only city that hasn't had a club in a long time is CVG. The US Club closed a longggg time ago, it may have been the early 90s. Not sure if there was ever an AC there though.

MIDWESTERNFLYER

I see this list consistent referenced on other threads and it is inaccurate

April 19th 2019

CMH-MIA-2x no mainline
CMH-PHX-2x 2 mainline
CMH-LAX-2x 2 mainline
CMH-DFW-4x 4 mainline
CMH-DCA-5x no mainline
CMH-PHL-6x no mainline
CMH-NYC-7x no mainline
CMH-CLT-8x no mainline
CMH-ORD-8x 2 mainline
44 flights, 10 mainline
————————————————
IND-MIA-3x no mainline
IND-PHX-2x 2 mainline
IND-LAX-1x 1 mainline
IND-DFW-5x 5 mainline
IND-DCA-6x no mainline
IND-PHL-5x no mainline
IND-NYC-3x no mainline
IND-CLT-8x 2 mainline
IND-ORD-8x 3 mainline
41 flights, 13 mainline

—————————————————
LAS-DCA-1x 1 mainline
LAS-MIA-3x 3 mainline
LAS-PHX-5x 5 mainline
LAS-PHL-3x 3 mainline
LAS-ORD-6x 6 mainline
LAS-LAX-7x 7 mainline
LAS-CLT-5x 5 mainline
LAS-DFW-11x 11 mainline
LAS-NYC-2x 2 mainline
43 Flights, 43 mainline
—————————————————
DTW-CLT-7x 3 mainline
DTW-ORD-7x 1 mainline
DTW-NYC-6x 0 mainline
DTW-DFW-5x 5 mainline
DTW-PHL-5x 1 mainline
DTW-PHX-3x 3 mainline
DTW-DCA-3x 0 mainline
DTW-MIA-2x 2 mainline
38 flights, 15 mainline
—————————————————
CVG-CLT-7x 0 mainline
CVG-ORD-7x 0 mainline
CVG-NYC-3x 0 mainline
CVG-DFW-5x 4 mainline
CVG-PHL-5x 0 mainline
CVG-DCA-2x 0 mainline
CVG-MIA-3x 0 mainline
32 flights, 4 mainline
——————————————————
CLE-CLT-7x 3 mainline
CLE-ORD-7x 0 mainline
CLE-NYC-4x 0 mainline
CLE-DFW-4x 4 mainline
CLE-PHL-5x 2 mainline (e190)
CLE-DCA-2x 0 mainline
CLE-MIA-3x 0 mainline
32 flights, 9 mainline

Mainline is a better indicator than sheer number of flights

Through October YTD total AA mainline/eagle passengers by airport (I used October since some airports haven't updated YE '18)
LAS-3,783,802 total AA pax
DEN-2,741,123 total AA pax
RDU-2,539,716 total AA pax
SEA-2,381,294 total AA pax
AUS-2,339,503 total AA pax
IAH-1,981,654 total AA pax
IND-1,725,680 total AA pax
DTW-1,707,342 total AA pax (estimated based off of deplaned pax)
CMH-1,567,956 total AA pax

DCP2016

Surprised BDL is not on there, but I guess that's why they no longer have a club.

SkyTeam777

Can anyone explain what are the restrictions about a station being an Envoy station? Like GSO has long been an Express/Envoy station with staff paid at lower levels. But, it still has a few mainline flights. Are there restrictions to the number of mainline flights an Express station can have? What about stations where ops are outsourced to another airline altogether (really small stations)? Trying to differentiate between mainline and express stations from AA’s perspective.