I never cease to be amazed at how hard you work to try to prove your point by ignoring every piece of data which someone else points out that is contrary to your position.
First, AA isn't even close to having any power at FLL. based on the latest DOT origin and destination data, pre merger AA has 5% of the FLL market and is #4 out of 4 among the big 4 airlines - and of course all of the legacies are smaller than B6 as well. Even with the merger, AA and US are still smaller than DL. AA has no power at FLL.
Second, F9 is not "holding its own" at DEN. It has been losing revenue share for a number of years, mostly against WN. If they were holding their own, they wouldn't have thrown in the towel on their previous strategies and restructured the airline as a ULCC.
Third, you completely ignore even the most basic schedule data - which you have repeatedly demonstrated you can view - which shows that DFW has the highest percentage of ULCC seats relative to a network carrier of any of the legacy carrier hubs.
Further, ATL is #13 of the list of the top cities in the US for ULCCs. OTOH, DFW is #4 on the list only behind DEN, LAS, and FLL. and yet DFW has considerably more ULCC seats than ORD, MSP, DTW, LAX, MCO, IAH, and LGA - all of which have more ULCC seats than ATL. In fact, DFW has 3 times the number of ULCC seats than ATL has.
Anyone who even remotely understands the airline industry knows that DEN has been F9's biggest base for years so DEN is expected. LAS and FLL are major leisure destinations so they can be expected. But DFW has more than 2/3 the number of seats that these major leisure destinations have.
Finally, DOT data shows that the ULCCs have grown faster at DFW than they have in any other legacy carrier hub and the ULCCs have succeeded at gaining a larger portion of the total domestic market at DFW than they have at other hubs. Even though legacy carriers consistently hold onto the majority of the market in their hubs (not surprising), the 2nd largest carrier could be either an LCC or a ULCC. DEN is the only major legacy carrier hub that has a large presence (double digit share) by both an LCC and a ULCC. ULCCs and LCCs compete among themselves to a far less degree than with the legacy carriers; nearly every legacy carrier hub will have one or the other - but DEN is the only one with both.
The difference with DFW vs. MSP and DTW and ATL is that DFW and ORD have a low cost carrier hub at another airport in the same city; DL's hubs are one airport cities.
WN's presence at ATL is enough to keep ULCC interest to a minimum - and that is reflected by the fact that ULCCs have less than 1.5% of the domestic seats.
Not only will AA have a larger ULCC presence at DFW than exists at any other hubs but AA at DFW, not DL at ATL, will have a LCC hub at another airport.
You've tried for years to deny the effect of growing low fare competition on AA in N. Texas and tried to paint that the risk is DL's at ATL and yet the evidence overwhelmingly shows just the opposite.
