77D/2-cabin 772 enters service today
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etops1 said:
Its a big improvement over the outgoing product. The 772 J-seat is even better than 77W J-seat, which on its own is spectacular. Hopefully the new configuration will be more viable and enable AA to open new markets.
Josh
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Yes, but how will they compete with DL's 767s?737823 said:
MetalMover
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Yes...I was being sarcastic about comparing them to DL's 767s.737823 said:
robbedagain
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Boy Aint that the truth!!!jcw said:
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the int'l Wifi is coming.
DL had a fleet that had non-revenue producing lead weights.
It is called the M11 and DL has never made the same mistake since.
In related news, AA just reported its traffic for Sept. and AA's TATL load factor fell by a stunning 8 points while its Pacific LF fell by nearly 5 points and even Latin America fell by 2 points. AA's TATL performance is all the more stunning given the AF strike.
US's network was built around lots of low fare capacity which is now married with AA's perceived need to grow in Asia.
AA is flying WAY too much int'l capacity and it will have to come out if AA wants to financially be in the same tier as its best in class peers, specifically DL.
AA's expected RASM growth is expected to come in at least half of DL's.
Reconfiguring 777s is the least of AA's worries.
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WorldTraveler said:
In the same news release, did you happen to notice the 1.6% Sept. increase in ASM and the relatively unchanged RPM (-0.2% for Sept. but still up 1.5% YTD)?
What? You did but since that data doesn't fit your narrative you didn't mention it. OK, got it.
WholeTruth!
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if you got past the first line and into the data, you would see that AA increased int'l system capacity by 2.3% and its domestic system by 1%.
But the domestic system improved its LF while, once again, AA's LF IN EVERY int'l region DECLINED.
AA is simply trying to grow its int'l network at a time when the demand is not there while leaving its domestic system untouched.
Companies the size of AA should be better able to align their strategies with the market.
AA will very soon have to face the reality that it will end up being the #3 out of 3 US int'l carriers regardless of what it is in the domestic market.
AA didn't have a Pacific presence before the merger and its Atlantic system was eclipsed by DL and UA. The justification for the merger was that AA and US together could better compete with DL and UA. Yet since the merger AA has spent enormous money trying to grow its int'l route system where it was not strong.
AA's performance on the TATL system is all the more shocking considering the Air France strike.
The whole truth is that AA is and will be a lot smaller airline than a lot of you thought they would be if they have the slightest goal of being profitable on par with the best in the business.
But the domestic system improved its LF while, once again, AA's LF IN EVERY int'l region DECLINED.
AA is simply trying to grow its int'l network at a time when the demand is not there while leaving its domestic system untouched.
Companies the size of AA should be better able to align their strategies with the market.
AA will very soon have to face the reality that it will end up being the #3 out of 3 US int'l carriers regardless of what it is in the domestic market.
AA didn't have a Pacific presence before the merger and its Atlantic system was eclipsed by DL and UA. The justification for the merger was that AA and US together could better compete with DL and UA. Yet since the merger AA has spent enormous money trying to grow its int'l route system where it was not strong.
AA's performance on the TATL system is all the more shocking considering the Air France strike.
The whole truth is that AA is and will be a lot smaller airline than a lot of you thought they would be if they have the slightest goal of being profitable on par with the best in the business.
