Reduction/Schedule Changes in Premium Transcontinental Flights Starting Nov 2020
Nov 30, 2020, 12:02 pm
#91
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Unconfirmed rumors ahoy! Courtesy of JonNYC
https://twitter.com/xJonNYC/status/1333474961890156546
That's... not surprising if true.
https://twitter.com/xJonNYC/status/1333474961890156546
That's... not surprising if true.
Nov 30, 2020, 12:07 pm
#92
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No, it’d just remove a subfleet and they’d run them anywhere in the network. But in turn hopefully they’d follow DL and at least put widebodies on the routes since AA doesn’t have any narrowbodies left with lie flats.
Nov 30, 2020, 12:13 pm
#93
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The thing is a three class 321 with a seating capacity of 102 in a market where premium corporate traffic has dropped off some probably doesn't make a ton of sense...
Nov 30, 2020, 12:24 pm
#95
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AA might well make more money with a J/Y+/Y layout for premium transcon (basically back to the future, except the three cabins will be more cramped, but with better lie-flats in 788/789 J than an old 762 in F).
Nov 30, 2020, 1:24 pm
#96
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I'll definitely miss the A321Ts if they go away-- in better times when load factors were high, boarding a flight with only 100 or so other passengers was always a pleasure (fast, and less issues with late boarders finding overhead space)... that being said, reduced schedule options aside I've enjoyed the 772s on LAX-JFK lately... since a guaranteed Premium Economy seat obviously beats row 11 on the A321T any day.
Nov 30, 2020, 1:45 pm
#99
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At the moment only 3/17 of the A321T is flying so it makes sense for AA to reconfigure some of these aircraft.
Also, a reminder that AA would receive more Airbus A321neo's in the future and Airbus A321XLR's where some of them could be in a business-heavy configuration when demand recovers.
I would also have a question, isn't there any wide-body gates at SFO that AA could utilize at the new Terminal 1? I don't recall AA operating a wide-body to SFO despite the route.
Also, a reminder that AA would receive more Airbus A321neo's in the future and Airbus A321XLR's where some of them could be in a business-heavy configuration when demand recovers.
I would also have a question, isn't there any wide-body gates at SFO that AA could utilize at the new Terminal 1? I don't recall AA operating a wide-body to SFO despite the route.
Nov 30, 2020, 2:11 pm
#100
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I don't think there have been since they moved, at least nothing regular. AA used to use widebody aircraft to SFO all the time.
Nov 30, 2020, 2:15 pm
#101
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I remember DFW-SFO flights operating on 787's and SFO-PHL flights on 330's last year.
Nov 30, 2020, 4:17 pm
#102
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Yes. I have my skepticism that Flagship F transcon was anything more than "employee standby/SWU from J/award class" anyway. Look at how willing LH/SQ/CX have been to pull longhaul F from US markets. Look at everyone and their uncle dumping jumbos (save EK) with the biggest F cabins. Look at how UA and DL have basically gone "nope" about three-class F.
AA might well make more money with a J/Y+/Y layout for premium transcon (basically back to the future, except the three cabins will be more cramped, but with better lie-flats in 788/789 J than an old 762 in F).
AA might well make more money with a J/Y+/Y layout for premium transcon (basically back to the future, except the three cabins will be more cramped, but with better lie-flats in 788/789 J than an old 762 in F).
I will miss the 321T if it goes away. Quick boarding/disembarking, lots of flights. But yeah, I'm not seeing how a 102-seat plane with 30 J/F seats works if there's significantly reduced business travel.
Nov 30, 2020, 6:27 pm
#103
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I personally think the size of the A321T F cabin is too big compared to actual demand even prior to Covid... they should consider reducing the cabin to 4-6 F seats, put a few J seats behind it and then reduce the size of the current J cabin to allow for more Y seats
Nov 30, 2020, 6:36 pm
#104
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I don’t necessarily agree with removing F all together. It’s one of the few things AA still has that separates it from competitors, many of which are superior, at least normally.
Nov 30, 2020, 6:44 pm
#105
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I agree. I think the goal was to have that area north of the 2L door to be all F, but on an aircraft that small it is a very large cabin. I agree though, shortening the F cabin to like 4F or 6F is probably the best move, then split the J cabin north and south of 2L and expand the Y cabin.
I don’t necessarily agree with removing F all together. It’s one of the few things AA still has that separates it from competitors, many of which are superior, at least normally.
I don’t necessarily agree with removing F all together. It’s one of the few things AA still has that separates it from competitors, many of which are superior, at least normally.