Speculation: Will AA continue to pull back in NYC?
#706
Moderator, Amtrak & Spirit Airlines
Join Date: Jan 2011
Location: EWR :rolleyes:
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Took the weekly seasonal JFK-SKB flight this Saturday. I know Saturday morning is the lightest travel time of the week, but boy was it sad in T8. Just feels totally lifeless in the midfield terminal.
Flight was lightly loaded, no one for the exit rows, and MCE was not full either.
It was interesting to me that even at 8AM the Departure Boards had so little on them to show the Europe night flights were already up.
Flight was lightly loaded, no one for the exit rows, and MCE was not full either.
It was interesting to me that even at 8AM the Departure Boards had so little on them to show the Europe night flights were already up.
#707
Join Date: Nov 2016
Location: NY
Programs: DL DM, Ex-AA EXP, HZ Pres, MRT AMB/LTP
Posts: 130
Looks like this change is going to be in place at least through November. Only one daily flight. There are numerous reductions among the AE flights with majority of destinations (CLE, CMH, BWI, YUL, etc.) going down to just one flight per day. Granted this may be mainly driven by the runway closure, but I won't be surprised that most of those cuts will stick.
LAS also permanently goes down to two daily flights. SAN/SEA goes down to 1x daily.
Side note - flying between PIT/JFK to connect to TATL flight is very frustrating. AA charges more to fly PIT-JFK to connect to a TATL flight even though the flight loads are very poor on this route. For our upcoming trip to LHR, we are connecting in DCA on the outbound to JFK
I suppose this is what happens when you lose economics of scale necessitating to charge a premium to make the "hub" profitable.
Side note 2 - AA is now definitely feeling the squeeze at PHL operationally after rebanking PHL (eliminated two banks and made the remaining ones bigger) and trying to make PHL the main TATL hub where there are severe infrastructure limitations. On our PIT-PHL flights its becoming more common that we have to sit on the tarmac at PIT because there is no gate or space to park at PHL if we arrive early.
LAS also permanently goes down to two daily flights. SAN/SEA goes down to 1x daily.
Side note - flying between PIT/JFK to connect to TATL flight is very frustrating. AA charges more to fly PIT-JFK to connect to a TATL flight even though the flight loads are very poor on this route. For our upcoming trip to LHR, we are connecting in DCA on the outbound to JFK
I suppose this is what happens when you lose economics of scale necessitating to charge a premium to make the "hub" profitable.
Side note 2 - AA is now definitely feeling the squeeze at PHL operationally after rebanking PHL (eliminated two banks and made the remaining ones bigger) and trying to make PHL the main TATL hub where there are severe infrastructure limitations. On our PIT-PHL flights its becoming more common that we have to sit on the tarmac at PIT because there is no gate or space to park at PHL if we arrive early.
#708
Join Date: May 2015
Location: Empire State
Programs: AAdvantage Executive Platinum; Marriott Platinum
Posts: 461
Took the weekly seasonal JFK-SKB flight this Saturday. I know Saturday morning is the lightest travel time of the week, but boy was it sad in T8. Just feels totally lifeless in the midfield terminal.
Flight was lightly loaded, no one for the exit rows, and MCE was not full either.
It was interesting to me that even at 8AM the Departure Boards had so little on them to show the Europe night flights were already up.
Flight was lightly loaded, no one for the exit rows, and MCE was not full either.
It was interesting to me that even at 8AM the Departure Boards had so little on them to show the Europe night flights were already up.
#710
Join Date: May 2007
Programs: UA 1K, Hyatt Globalist
Posts: 5,456
Fortunately (?), PHL already has a BCN flight. But co-sign all of the posts above on how sad JFK T8 can be at certain (or all?) times of day/days of week.
AA has said some of the recent reductions, especially the Eagle ones, are related to the closure of 13L/31R this summer (other airlines have been asked to similarly reduce their schedules), and that they'll resume flying their "full schedule" in the fall once the runway is reopened.
AA has said some of the recent reductions, especially the Eagle ones, are related to the closure of 13L/31R this summer (other airlines have been asked to similarly reduce their schedules), and that they'll resume flying their "full schedule" in the fall once the runway is reopened.
#711
Join Date: Sep 2016
Location: LAX/BUR, RDU
Programs: DL SM, AAdvantage, SPG
Posts: 1,360
I think there's strong demand from NYC to MXP although with that number of airlines who knows what kind of yields AA is getting. I don't know what kind of demand would be outside of NYC. From what I understand Milan is a very industrial city. BCN is a bit strange as it would seem there isn't a huge local demand from NYC, unlike MAD. SCL is in fact LATAM.
#712
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The US industry’s cartel kingpins have their boundaries and don’t want to step hard on the toes of the other cartel kingpins, as peace within the oligopoly is more profitable than open warfare amongst the oligopoly’s kingpins. And so AA is more or less signaling to DL that JFK is going to be DL’s first by far and away (when it comes to dividing up the market amongst the US3 airlines); and as EWR will of course remain UA’s, AA seems to be slowly but surely retreating from NYC.
It will be interesting to see how these cartel kingpins deal with parceling LAX over the longer term.
It will be interesting to see how these cartel kingpins deal with parceling LAX over the longer term.
#713
Original Poster
Join Date: May 2011
Location: NYC (LGA, JFK), CT
Programs: Delta Platinum, American Gold, JetBlue Mosaic 4, Marriott Platinum, Hyatt Explorist, Hilton Diamond,
Posts: 4,895
The US industry’s cartel kingpins have their boundaries and don’t want to step hard on the toes of the other cartel kingpins, as peace within the oligopoly is more profitable than open warfare amongst the oligopoly’s kingpins. And so AA is more or less signaling to DL that JFK is going to be DL’s first by far and away (when it comes to dividing up the market amongst the US3 airlines); and as EWR will of course remain UA’s, AA seems to be slowly but surely retreating from NYC.
It will be interesting to see how these cartel kingpins deal with parceling LAX over the longer term.
It will be interesting to see how these cartel kingpins deal with parceling LAX over the longer term.
#714
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Join Date: Sep 2006
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Posts: 13,913
The thing is that AA still runs a solid schedule out of LGA, and they are not giving up slots at either airline - so despite their weakening positioning, they really aren't cutting net capacity, or so it seems. On Saturdays especially, all of these airlines (and especially American) are flying flights that are half full. I've been on plenty of Delta flights in and out of NYC that are lightly loaded. Are airlines OK with this situation long term?
#715
Posted at the CrankyFlier blog today: https://crankyflier.com/2019/04/09/a...ork-this-fall/
Looks like they will be increasing the # of flights/day out of JFK post the runway renovation.
Looks like they will be increasing the # of flights/day out of JFK post the runway renovation.
#716
Join Date: Mar 2015
Location: Austin, TX - AUS
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Posts: 1,625
Posted at the CrankyFlier blog today: https://crankyflier.com/2019/04/09/a...ork-this-fall/
Looks like they will be increasing the # of flights/day out of JFK post the runway renovation.
Looks like they will be increasing the # of flights/day out of JFK post the runway renovation.
#717
For what it is worth this blogger used to work at American and it sounds like he talked to people at American when writing this post so seems like, at least for now, American's intention it to actually expand the JFK schedule in the fall.
#718
Join Date: Aug 2005
Location: Whidbey Island, WA
Programs: AA EXP, DL UA AS
Posts: 207
It is a shame that AA and AS can't codeshare between JFK and SEA considering the minimal service the AA now offers. Our JFK-SEA flight on 6/1 was cancelled. The AS flight would have been a good alternative.
#720
Ambassador: Alaska Airlines
Join Date: Nov 2008
Location: BWI
Posts: 7,390
If you force a routing (PIT-JFK-LHR), which is not available as a thru fare, you're going to have to pay for each segment separately. Why would you do that rather than accepting one of the plethora of thru fare routings offered : PIT-PHL/ORD/CLT-LHR ??
The statement : " AA is definitely feeling the squeeze at PHL operationally after rebanking" is a personal and refutable opinion.
If there were "severe infrastructure limitations" at PHL, AA would have abandoned it, not bulked it up into its now "main TATL Hub".
Delaying the departure of a flight that would arrive earlier than scheduled and tie up a gate that was scheduled for an on-time arrival is very typical at most Hubs, such as JFK, LAX, ORD, etc.. It's called schedule/gate management.
The statement : " AA is definitely feeling the squeeze at PHL operationally after rebanking" is a personal and refutable opinion.
If there were "severe infrastructure limitations" at PHL, AA would have abandoned it, not bulked it up into its now "main TATL Hub".
Delaying the departure of a flight that would arrive earlier than scheduled and tie up a gate that was scheduled for an on-time arrival is very typical at most Hubs, such as JFK, LAX, ORD, etc.. It's called schedule/gate management.
PIT AA X/NYC AA LON 370.00QKW8C1B5 AA X/NYC AA PIT 320.00
For hub rebanking - sometimes how things look on a spreadsheet does not always translate in reality. Rebanking absolutely helps drive down costs by a considerable margin.... When everything goes according to plan. When you pad your flight times too much (i.e. PIT-PHL has 30-40 minutes of padding) it gives a false sense when calculating ground resources causing revolving operational challenges on the ground when something skips a beat (ground crew, gate agent, caterering, gate space, etc.). Once one link shakes the domino effect begins.
Rebanking is better than rolling hubs no doubt, but the question is how aggressive should you be with rebanking? I think this is the challenge AA has right now as I can tell from my experience that AA is deep in the aggressive terriority (missed connections, mis-catering, gate agents struggling, lack of gate space, etc.). AA’s operational reliability is not very good and their financial results aren’t showing the benefits that I think they are hoping to achieve from tightening up the hub banks.
Last edited by golfingboy; Apr 9, 2019 at 10:21 am