Larger aircraft in Charlotte ?
#17
Join Date: Aug 2014
Posts: 185
Once 767 goes away 787-8 will replace them in Philly, well, CLT may not get 787s at all, It maybe a base thing, Just like Miami doesn't get 787. Primary 787 bases in Order, DFW, LAX, ORD and eventually Phl.
#19
Join Date: Apr 2013
Location: NC
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Posts: 63
Was looking for details on CLT LH fleet improvements and found this thread.
BA used to fly into CLT with 772s, and Lufthansa have the A350 now to MUC, so aside from limited gate space, I can see no reason why AA arent (or cant) providing better planes when the A333s are finally put out of their misery.
Runway length isnt an issue. 18C/36C at 3048m is just about ok for an A380, but not by much (2900m requirement at max take off weight).
BA used to fly into CLT with 772s, and Lufthansa have the A350 now to MUC, so aside from limited gate space, I can see no reason why AA arent (or cant) providing better planes when the A333s are finally put out of their misery.
Runway length isnt an issue. 18C/36C at 3048m is just about ok for an A380, but not by much (2900m requirement at max take off weight).
#20
Join Date: Sep 2001
Location: charlotte NC
Programs: AA EP
Posts: 572
Yep! I enjoyed my Envoy Suite on CLT-MCO-CLT this past week. Boarding was through 2L both ways with lots of surprised reactions from those in F and wondering why it was on this flight.
One of the biggest restrictions for widebodies at CLT is going to be that, AFAIK, only the D gates are widebody capable.
One of the biggest restrictions for widebodies at CLT is going to be that, AFAIK, only the D gates are widebody capable.
#21
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Was looking for details on CLT LH fleet improvements and found this thread.
BA used to fly into CLT with 772s, and Lufthansa have the A350 now to MUC, so aside from limited gate space, I can see no reason why AA aren’t (or can’t) providing better planes when the A333s are finally put out of their misery.
Runway length isn’t an issue. 18C/36C at 3048m is just about ok for an A380, but not by much (2900m requirement at max take off weight).
BA used to fly into CLT with 772s, and Lufthansa have the A350 now to MUC, so aside from limited gate space, I can see no reason why AA aren’t (or can’t) providing better planes when the A333s are finally put out of their misery.
Runway length isn’t an issue. 18C/36C at 3048m is just about ok for an A380, but not by much (2900m requirement at max take off weight).
I thought that the LH daily MUC nonstop would end after LUS/AA left Star Alliance. Guess I was wrong about that, and the business community in the region was able to keep it going. If GSP had the capacity to handle that flight, it would.
#22
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Good to know! I'd hate to board a widebody down at those gates...when a few narrowbodies are arriving/departing at the same time it's congested enough down there!
#23
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Join Date: Dec 2011
Location: CLT
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The issue is that CLT is not positioned to be any kind of big international hub. PHL is the basket where all the eggs are going. Just look at the exPHL routes that have been "upgraded" to a 787 and new routes that have been added there. CLT has been getting overflow routes to large Europe cities to supplement PHL during the busy travel months, but not much more.
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#24
Join Date: Nov 2017
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Disagree. Not only is Charlotte positioned as an international hub, its currently used as an AA international hub for the Caribbean. I suspect CLT sees more Caribbean pax than PHL sees in Trans-Atlantic. TA is more glamorous and gets nicer, newer planes while CLT is stuck with LUS A321.
#25
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That and it's not really about glamour. It's about the right a/c for the right job. CLT has a lot of domestic heavy routes and therefore lots of 321s. CLT like other hubs sees widebodies on trunk routes. MIA is a 763 on and off. I would imagine that once MIA gets the 788 there could be a turn to CLT (as well as PHL). CLT is primarily a domestic hub albeit less so than PHX.
#26
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#27
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#28
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#29
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I think newyorkgeorge meant that CLT and PHX are primarily connecting hubs for domestic traffic flows, although PHX is even more focused on domestic-domestic connections than CLT is.
#30
Join Date: Jul 2009
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And even PHL's domestic widebody service, at least the volume of it, is as much a function of the number of widebodies that flow through PHL for TATL service—and whose utilization can be maximized through rotations on domestic routes—as it is the ability of AA to maybe fill those planes. If PHL didn't have a lot of widebody TATL service already, AA wouldn't be assigning 332s, 767s, 787s on daily or even multiple daily rotations to ORD, DFW, SFO, LAX, MIA, etc.