Speculation: Will AA continue to pull back in NYC?
I'm only about a year into flying primarily American out of NYC (switched from DL), but after the recent transatlantic cuts, I'm now wondering if AA is going to pull back domestically as well. Most of my flights on AA are
JFK to LAX/SFO transcon Shuttle flights (LGA to BOS, ORD, DCA) LGA to ATL (great for upgrades) LGA to CLT to X (good for reaching small southern cities) JFK to EGE LGA/JFK/EWR to AA hubs (PHX, DFW) JFK to LHR I like AA's JFK terminal, and most of my LGA flights are out of Terminal C, which is nice enough. It seems like AA should be competitive on a lot of these types of routes. However, based on conversations with business colleagues, AA continues to be viewed poorly by a lot of business travelers, and Delta seems to be dominating more and more. Choosing to fly transcons out of PHL versus JFK seems ominous. Obviously you can connect out of PHL if necessary, but that seems backwards. Longer term, will AA be competitive in NYC? |
Today's news answers that question.
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Originally Posted by Adelphos
(Post 28698775)
I'm only about a year into flying primarily American out of NYC (switched from DL), but after the recent transatlantic cuts, I'm now wondering if AA is going to pull back domestically as well. Most of my flights on AA are
JFK to LAX/SFO transcon Shuttle flights (LGA to BOS, ORD, DCA) LGA to ATL (great for upgrades) LGA to CLT to X (good for reaching small southern cities) JFK to EGE LGA/JFK/EWR to AA hubs (PHX, DFW) JFK to LHR I like AA's JFK terminal, and most of my LGA flights are out of Terminal C, which is nice enough. It seems like AA should be competitive on a lot of these types of routes. However, based on conversations with business colleagues, AA continues to be viewed poorly by a lot of business travelers, and Delta seems to be dominating more and more. Choosing to fly transcons out of PHL versus JFK seems ominous. Obviously you can connect out of PHL if necessary, but that seems backwards. Longer term, will AA be competitive in NYC? |
Originally Posted by JonNYC
(Post 28698789)
Today's news answers that question.
1) Do you anticipate additional international route cuts? 2) Do you anticipate reductions in domestic flights or routes? After AA's investment in the Flagship Lounge at JFK, I'm not sure why they would pull back so much. |
Since the merger was announced, I always believed AA would eventually focus its northeast hub and TATL gateway on PHL. Looks like USdbaAA continues the merger tradition of eliminating a hub, and JFK is the odd one out.
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Originally Posted by Adelphos
(Post 28698805)
After AA's investment in the Flagship Lounge at JFK, I'm not sure why they would pull back so much.
Let's see if today's announcement is just a little trimming, or the unfolding of something big and strategic. |
Originally Posted by Adelphos
(Post 28698805)
After AA's investment in the Flagship Lounge at JFK, I'm not sure why they would pull back so much.
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Originally Posted by Adelphos
(Post 28698805)
To put a point to it:
1) Do you anticipate additional international route cuts? 2) Do you anticipate reductions in domestic flights or routes? After AA's investment in the Flagship Lounge at JFK, I'm not sure why they would pull back so much. |
Originally Posted by JonNYC
(Post 28698789)
Today's news answers that question.
AFAIK only BA,LH and QR have flights into PHL and 1 a piece. So although JFK may have the #s , PHL probably will allow much higher yields as there isnt any competition or LCCs to drive the fares down, and the flights will be seasonal |
Originally Posted by diver858
(Post 28699029)
Assuming AA maintains its JFK Flagship A321T transcon service, the Lounge should survive.
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Originally Posted by craz
(Post 28699099)
It should, wasnt it Kirby who said it was a big mistake for UA that it pulled out of the Transcon biz from JFK, so even with DL and B6 and now AS I think AA has a good chunk of the LAX/SFO-mkt
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Originally Posted by cmd320
(Post 28699136)
AS?
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I must say I do find the JFK cutback strategy a bit surprising. I get the whole argument that it's tough to build a competitive TATL network at JFK against DL and UA (EWR), so if you can't compete at scale then cut back.
However, it's clear that NYC-based premium O&D is crucial to both AA and the AA/BA joint business. That's why so much effort is put into JFK-LHR and JFK-LAX/SFO. But those crucial NYC premium flyers/firms don't just use those routes, they also do business in other key points in Europe such as AMS, FRA, ZRH. Now if they can't get to such places direct from NYC with AA and instead have to faff with connections, why put their NYC-LHR/LAX/SFO eggs in the AA basket at all? Why not just stick them in the much broader DL basket? I realise this point has been made many times on this forum. I also appreciate AA has thought long and hard about it and knows an awful lot more about its markets than I do. And yet intuitively, it still feels like a questionable strategy. |
Originally Posted by ashill
(Post 28699153)
Well, Alaska Air Group (VX). But given AA's small economy cabins on the A321 and markedly different product up front, AA and AS/VX may be competing for quite different segments of the JFK-LAX/SFO market.
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Originally Posted by Adelphos
(Post 28698775)
JFK to LAX/SFO transcon
Shuttle flights (LGA to BOS, ORD, DCA) LGA to ATL (great for upgrades) LGA to CLT to X (good for reaching small southern cities) JFK to EGE LGA/JFK/EWR to AA hubs (PHX, DFW) JFK to LHR
Originally Posted by Adelphos
(Post 28698775)
Longer term, will AA be competitive in NYC?
As for LGA, I could definitely see some cuts. CHO, ROA, ILM, and BGR come to mind. |
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