Why not use the lie flat 757-200s? Too big? |
Originally Posted by footballfanatic
(Post 31068624)
Why not use the lie flat 757-200s? Too big? |
Originally Posted by ralphs
(Post 31068414)
I see a 777 on the schedule LAX-MIA on, say, Oct 30. Perhaps it is a 772 and not a 773, and AA wants to discriminate between the two?
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Originally Posted by footballfanatic
(Post 31068624)
Why not use the lie flat 757-200s? Too big? AA certainly could use the 752s from Nov-Apr, but this means they will be bringing in an inconsistent product to the market if they keep switching equipment type during the year. |
Thanks for the data point!
Originally Posted by lrdpenn
(Post 31064090)
I am fairly sure op ups are happening. On a recent BOS-LAX on the A321T I was upgraded T-24 hrs Y to J as plat. At T-48 hrs, all F seats were open, all J seats unavailable, same number of J and F seats (6 or 7) for sale. After I was upgraded there was still the same number of J and F seats for sale (but only 1). I was assigned a seat at the gate. It seems like J and F were almost treated jointly for availability and a cabin roll had everyone seated. Maybe this route is managed differently from JFK routes due to insufficient F demand. |
It’s interesting they think they can get a better yield on LAX/BOS than adding a frequency to LAX or SFO/JFK. Seems like the yields on the other routes would still have more premium demand willing to pay the much higher fares for J/F on these birds. I wonder how much of the LA based entertainment flyers need to go to BOS... |
Originally Posted by lightbulbs
(Post 31074446)
It’s interesting they think they can get a better yield on LAX/BOS than adding a frequency to LAX or SFO/JFK. Seems like the yields on the other routes would still have more premium demand willing to pay the much higher fares for J/F on these birds. I wonder how much of the LA based entertainment flyers need to go to BOS... |
Originally Posted by footballfanatic
(Post 31075176)
what about BOS based flyers? As for Boston based flyers: 1) wouldn’t have imagined it is a market that would better monetize three class aircraft any more than some of the other large metros that AA serves and less than LA based flyers 2) isn’t a hub for AA like LA is and hence I would imagine would have much less Origin flying on AA than vice versa. 3) not sure why LA would be a top destination for Boston over say SF that would connect the tech and pharma industries that have presence in both cities 4) with B6 strong presence in Boston I imagine Boston based flyers wanting to fly west in premium cabins have some good choices already on B6 |
Another day, another upg.
T-101, J had 13 unoccupied seats, F had 8. Cleared at T-100 into J. Day of departure both J and F full. F appeared to be rolls from J, J had at least a few D1 pax. Y not full. |
Originally Posted by DWFI
(Post 31078266)
Another day, another upg.
T-101, J had 13 unoccupied seats, F had 8. Cleared at T-100 into J. Day of departure both J and F full. F appeared to be rolls from J, J had at least a few D1 pax. Y not full. |
Originally Posted by jacca83
(Post 31079234)
This plane will be pulled off the route within one year, if that long.
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Originally Posted by jacca83
(Post 31079234)
This plane will be pulled off the route within one year, if that long.
That being said, my upgrade rate was also 100% on the normal domestic 321S they have been running otherwise - before, they had the wrong product and were too expensive, now they're just too expensive. UA has no problem filling a 16J 752 on BOS-LAX and BOS-SFO and occasionally a 28J on BOS-SFO, albeit with some of the aggressive discounting mentioned upthread. |
I think the issue for AA is the lack of a 2-class narrowbody where J is full-flat (edit: other than the 752s that are used elsewhere). The F cabin in the A321T is under-utilized in BOS-LAX, but the recliners on the 737 or A321S are dreadful compared to the Mint seats for a 6 hour flight. So paid J business goes to B6 based on the hard product unless AA gets the flat seats in there.
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Originally Posted by DWFI
(Post 31080138)
It's the wrong plane. They need a 16J aircraft.
That being said, my upgrade rate was also 100% on the normal domestic 321S they have been running otherwise - before, they had the wrong product and were too expensive, now they're just too expensive. UA has no problem filling a 16J 752 on BOS-LAX and BOS-SFO and occasionally a 28J on BOS-SFO, albeit with some of the aggressive discounting mentioned upthread. |
Speculating, it is also possible that AA knows they will never sell F and knows that 30 seats is too many, and they're merely using this as an experiment (because they have no spare 75Ls) to test revenue premiums in the J cabin on the route to explore viability of a 321 16J subfleet for this route and others (JFK-SAN/SEA/LAS, etc).
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