AA buys LHR slot for $31 million from Cyprus Airways
- Thread starter FWAAA
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WorldTraveler
Corn Field
- Dec 5, 2003
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because AA employees do not work on BA flights.
DL employees work on DL, not AF flights
etc etc
robbedagain
Veteran
doesn't DL employees work the AF flight in ATL? I do know yrs ago at BWI the US folks worked the BA flight during the wet lease program
WorldTraveler
Corn Field
- Dec 5, 2003
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from a ground handling perspective, so far as I know.
I'm talking pilots and FAs. There is no US airline that I know of that has crewmembers of other carriers working their flights.
Thus, metal neutral does not necessarily mean the same for employees or even customers.
I'm talking pilots and FAs. There is no US airline that I know of that has crewmembers of other carriers working their flights.
Thus, metal neutral does not necessarily mean the same for employees or even customers.
I remember American flight attendants worked Alaska Airlines metal on flights from DFW to SEA in the early nineties. These were flights on our bid sheets. Cannot remember if the pilots were American or Alaskan Airlines. Did not like working them as we had to run everything, they had no service carts.
robbedagain
Veteran
I have heard that US crews used to fly the 76 during the Wet Lease program but the plane was in BA colors
WorldTraveler
Corn Field
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... as DID the DL/Swissair/Sabena alliance.
I don't believe any US airline alliance currently involves crew interchanges which means that routes flown by an alliance partner is work not done by a carrier.
Further, I'm not sure that any route operated as part of a JV actually reaches a true 50/50% division of revenue. The idea of these JVs is that one carrier is stronger on one route while another is stronger on another and in some cases there is a proportionate sharing of revenue and sometimes profits for the alliance as a whole and sometimes the connections associated with it based on the revenue contribution by each carrier.
Thus, while JVs are the closest thing to a revenue merger and providing access to routes that can't be flown by one carrier, they still do not duplicate operating a route on one's own metal if that is a possibility.
I don't believe any US airline alliance currently involves crew interchanges which means that routes flown by an alliance partner is work not done by a carrier.
Further, I'm not sure that any route operated as part of a JV actually reaches a true 50/50% division of revenue. The idea of these JVs is that one carrier is stronger on one route while another is stronger on another and in some cases there is a proportionate sharing of revenue and sometimes profits for the alliance as a whole and sometimes the connections associated with it based on the revenue contribution by each carrier.
Thus, while JVs are the closest thing to a revenue merger and providing access to routes that can't be flown by one carrier, they still do not duplicate operating a route on one's own metal if that is a possibility.
eolesen
Veteran
- Jul 23, 2003
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All that's great, but avoiding the topic.
If BOS-LHR is a JV market, then AA has service. It isn't operated by AA, but aside from Josh, customers don't seem to care whose airplane it is. Considering its a route AA had to drop service on to gain ATI approval, arguing over it is a bit specious.
If BOS-LHR is a JV market, then AA has service. It isn't operated by AA, but aside from Josh, customers don't seem to care whose airplane it is. Considering its a route AA had to drop service on to gain ATI approval, arguing over it is a bit specious.
WorldTraveler
Corn Field
- Dec 5, 2003
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they do care, because if they did, there would be equal levels of customers on each route.
but there aren't.
AA doesn't serve BOS-LHR with its own metal and they also don't serve SFO-LHR or SEA-LHR.
AA doesn't have service from BOS or any other west coast gateway to LHR or for that matter any other longhaul int'l destination.
I get the whole JV thing as far as shared revenues.
But jobs are not equally shared. Terminals and benefits are not the same for all JV flights.
Whose metal the flight is on does matter.
but there aren't.
AA doesn't serve BOS-LHR with its own metal and they also don't serve SFO-LHR or SEA-LHR.
AA doesn't have service from BOS or any other west coast gateway to LHR or for that matter any other longhaul int'l destination.
I get the whole JV thing as far as shared revenues.
But jobs are not equally shared. Terminals and benefits are not the same for all JV flights.
Whose metal the flight is on does matter.
Guys, it's only relevant when AA isn't using it's metal on the JV. When Delta exits markets like JFKCDG, that's totally cool.
Quoting WorldTraveller himself, see post 44:
http://www.airliners.net/aviation-forums/general_aviation/read.main/4095458/
Quoting WorldTraveller himself, see post 44:
http://www.airliners.net/aviation-forums/general_aviation/read.main/4095458/
WorldTraveler
Corn Field
- Dec 5, 2003
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and the logic behind my response is no different from E's.
But there are no DL FAs on AF flights and DL pilots don't fly AF aircraft and vice versa.
Further, it is worth noting that DL has added its own service on JFK-CDG alongside AF in part because inter-terminal connections at JFK are much more complicated and DL also adds its own BOS-CDG service on at least a seasonal basis.
From a revenue standpoint, JVs are the closest thing to a merger. from a customer standpoint, employee jobs, and inter-terminal connections and other benefits, there is not complete interchangeability within JVs.
DL and AF/KL also each have their own metal on key JV routes from ATL and NYC and sometimes other hubs; DL is doing the same type of route sharing with VS which gives rise to VS starting ATL and DL starting LAX.
if AA decides to restart its own service on BOS-LHR, it confirms my point.
perhaps you can tell me what percentage of the traffic is plated on AA from BOS-LHR even though flights are all operated by BA.
But there are no DL FAs on AF flights and DL pilots don't fly AF aircraft and vice versa.
Further, it is worth noting that DL has added its own service on JFK-CDG alongside AF in part because inter-terminal connections at JFK are much more complicated and DL also adds its own BOS-CDG service on at least a seasonal basis.
From a revenue standpoint, JVs are the closest thing to a merger. from a customer standpoint, employee jobs, and inter-terminal connections and other benefits, there is not complete interchangeability within JVs.
DL and AF/KL also each have their own metal on key JV routes from ATL and NYC and sometimes other hubs; DL is doing the same type of route sharing with VS which gives rise to VS starting ATL and DL starting LAX.
if AA decides to restart its own service on BOS-LHR, it confirms my point.
perhaps you can tell me what percentage of the traffic is plated on AA from BOS-LHR even though flights are all operated by BA.
