Mia Hub
- Thread starter jj
- Start date
As the PR said, they will change banks from seven to thirteen in order to allow a better flow of passengers through immigration. At the same time, they will be increasing the number of flights (no specifics yet, but more frequencies and more destinations are very likely) but using less airplanes. We should see the schedule uploaded early this Sunday morning or next Sunday morning.jj said:
I wouldn't be surprised. I have heard one new European destination will be announced by winter 2004/2005. The ones that have been tossed around the most are Brussels, Manchester, and Frankfurt. It is all rumours, though, so we'll have to wait and see. Brussels would work very well, and provide excellent connections to SNBrussel's African services. The market between Miami and Africa is huge, and Air France and KLM carry the bulk of the traffic.FA Mikey said:
1AA
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- Aug 20, 2002
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The 777 does have the range to fly from Miami to South Africa. It can fly the route under the ETOPS ruling. I would not fly any TWO engine airplane that far, but the route is achievable. You can go to Boeings site and look under the 777 performance and specifications. You will see a city pair example and a global map showing range capabilities.AAmech said:
Miami has certain things that won't change,
1. 5 am arrivals from Chile, Brazil and Argentina.
2. 8 pm to 12:00 midnight back to EZE, GRU & SCL.
3. the biggest bank between 5 pm and 7 pm for northern south america and the caribean and Europe
4. Virgin Atlantic's award winning service to LHR, so sorry BA.
5. multiple daily flights to CCS, LAX, LGA, JFK, BOG, Panama, SJO, GUA, MEX, SJU, SDQ, PAP, BOS, DCA, LIM, EZE, GRU, QUI, Guayaquill, Guatamala, CCN, LHR,MAD, and too many others.
AA has bought multiple daily flights to places you would have to stay overnight in. Now you can go to CCS in the morning and be back that evening.
1. 5 am arrivals from Chile, Brazil and Argentina.
2. 8 pm to 12:00 midnight back to EZE, GRU & SCL.
3. the biggest bank between 5 pm and 7 pm for northern south america and the caribean and Europe
4. Virgin Atlantic's award winning service to LHR, so sorry BA.
5. multiple daily flights to CCS, LAX, LGA, JFK, BOG, Panama, SJO, GUA, MEX, SJU, SDQ, PAP, BOS, DCA, LIM, EZE, GRU, QUI, Guayaquill, Guatamala, CCN, LHR,MAD, and too many others.
AA has bought multiple daily flights to places you would have to stay overnight in. Now you can go to CCS in the morning and be back that evening.
The 777 does indeed have the range to fly MIA-South Africa, though it is my understanding it would still be too weight restricted with pax and cargo. I'm sure AA has looked into the logistics of flying the route. With an A340 or 747-400, they would have no problem making it profitable, though there is no use getting a pair of 340s or 744s for one route, that just throws out the profit. Hopefully SAA, when they consider joining an alliance, will go for oneWorld.
NewHampshire Black Bears
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- Aug 20, 2002
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I realize PVD-MIA would be "small potatoes", compared to some of the other routes being discussed here,.
Pvd (first time I believe) just added a PVD-DFW trip and it's going "gangbusters"
People in RI are forced to drive to BOS(brutal commute), when TF Green(RI) is closer, and NOBODY flies PVD-MIA.(WN=PVD-FLL)
People in NE/SE Connecticut have to go to either BDL or BOS(TF Green is closest)
People in central Mass. have to go to BDL or BOS(TF Green is closest)
There is a HUGE population in this region that would support 1 rt daily PVD-MIA.
Mabey the fact that AA made PVD-DFW a reality, means that they "looked" at PVD-MIA.
?????????
NH/BB's
Pvd (first time I believe) just added a PVD-DFW trip and it's going "gangbusters"
People in RI are forced to drive to BOS(brutal commute), when TF Green(RI) is closer, and NOBODY flies PVD-MIA.(WN=PVD-FLL)
People in NE/SE Connecticut have to go to either BDL or BOS(TF Green is closest)
People in central Mass. have to go to BDL or BOS(TF Green is closest)
There is a HUGE population in this region that would support 1 rt daily PVD-MIA.
Mabey the fact that AA made PVD-DFW a reality, means that they "looked" at PVD-MIA.
?????????
NH/BB's
whatkindoffreshhell
Veteran
This guy just wants to fly free to a warm destination.NewHampshire Black Bears said:
NewHampshire Black Bears
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- Aug 20, 2002
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"freshhell",whatkindoffreshhell said:
Ya, your right. ME and a LOT of "revenue" passengers.
NH/BB's
South Africa should be a priority. SAA flew the route for about ten years before they went with Delta via ATL. The route is about 7700 miles, CAL operates EWR-HKG nonstop, I don't know how long that is but its about 16 hours flying time. Cape Town is closer to Miami then That. AA 777's with Rolls Royce Trents of 92,000 pounds each should have no problem. The ideal routing should be Miami-JNB-CPT-Miami. JNB is elevated at about 2,000 feet and CPT is a see level.
SAA and joining ONEWORLD
I think SAA will go ith SKYTEAM, they code share Delta to the USA. Air France would give them a huge market in Francophone ( Western) Africa and KLM(via Kenya Airways) would give them East Africa. JNB is too far south for a central African hub, but these to locations would give them a blanket for all Africa.
Another problem with ONEWORLD is if BA and SAA code share to LHR could that pass muster with the regulators? Not without giving up slots at LHR, no one is doing that. LHR is SAA's most important market, the only one with First Class after intrduction of the A340-600. A346 is Business and coach only. Skyteam would lay a great Afican foundation and not create a big one at LHR.
SAA and joining ONEWORLD
I think SAA will go ith SKYTEAM, they code share Delta to the USA. Air France would give them a huge market in Francophone ( Western) Africa and KLM(via Kenya Airways) would give them East Africa. JNB is too far south for a central African hub, but these to locations would give them a blanket for all Africa.
Another problem with ONEWORLD is if BA and SAA code share to LHR could that pass muster with the regulators? Not without giving up slots at LHR, no one is doing that. LHR is SAA's most important market, the only one with First Class after intrduction of the A340-600. A346 is Business and coach only. Skyteam would lay a great Afican foundation and not create a big one at LHR.
phllax
Veteran
In a recent aticle in on eof the aviation magazines, the CEO of SAA stated that they are not going to join an alliance, but instead code-share on specific routes. SAA is also geting the A340-500 I believe, which has the legs to do NY nonstop.
With respect to the EWR-HGK route, there are many more places to land if something were to go wrong on that route than the MIA-CPT route.
With respect to the EWR-HGK route, there are many more places to land if something were to go wrong on that route than the MIA-CPT route.
WingNaPrayer
Veteran
AA has confirmed that the depeaking of the MIA hub will mean some agents will be moved to full time, and the rest (bulk of the part timers) will be laid off. Period.
This was just forwarded to me today.
Jan. 21, 2003
De-peaking MIA Airport
Facts and Statistics
Fewer dramatic peaks in flights in a day
· We currently have seven "complexes" or waves of times in which the number of arrivals and departures peak, sometimes at levels that surpass airport capacity, even on a good weather day. That means it can take a very long time to get from the gate to the runway and off the ground - even when all is well. Our largest complex today has 43 departures. On average, we have 26 departures per complex.
· May 1, we will go to 13 complexes that will span nearly the exact same time frame, meaning that the activity in a wave will not peak as today, but will be more continuos throughout the day.
Fewer resources required to operate same number of flights
· We can operate the same equivalent schedule with six fewer American aircraft.
· Restructuring will drive the headcount reduction at the airport. We do not have at this time definitive figures on those reductions however, we expect reductions to be offset by the increased number of departures.
Passengers benefit in several ways
· The restructured Miami hub will significantly enhance customer service, allowing American to offer passengers more flight choices, giving customers more time to make their flight connections, and spreading out the flow of international passengers in ways that will make it easier to clear customs and immigration processing.
· This change will also moderate the flow of passengers at ticket counters and security checkpoints and produces less strain on the Federal Inspection System.
· Since we will experience less congestion on the ground with this new schedule, our dependability levels, which have been steadily increasing, will continue to improve. Upon departure, aircraft will leave the gate and take off faster, and will get off the runway after landing and park at the gate sooner.
Questions and Answers
Why is American changing the way it operates the Miami hub?
This change will improve the efficiency of the hub. Additionally, we are creating a structure that allows for growth while improving the dependability of the hub. At the same time, the restructured Miami hub will significantly enhance customer service, allowing American to offer passengers more flight choices, giving customers more time to make their flight connections, and spreading out the flow of international passengers in ways that will make it easier to clear customs and immigration processing.
Will jobs be affected? How many?
Currently, American and American Eagle have more than 9,000 employees in Miami-Dade. We expect some reductions although we do not have at this time definitive figures on those reductions. However, we expect these reductions to be somewhat offset by the increase in the number of flights.
How many flights is American adding? To what destinations?
As previously announced, we will begin service to a new destination Guanacaste, Costa Rica Jan. 31. American plans to add flights in May and then again in July. However, we do not have at this time a definitive figure of the number of flights or the destinations.
With the restructuring of the hub will the number of gates AA needs be reduced? If so, how will the reduction of gates affect the current North Terminal Construction (NTD) program?
The new hub design will give American and American Eagle room to grow at Miami within the framework of the new terminal facility that is now under construction. Miami is one of the linchpins of our global network and this initiative will enable us to operate more flights in and out of the hub -- using fewer aircraft -- reduce costs, and relieve some of the pressure the hub has been under from the ongoing terminal construction project.
Isn't this just an example of American not living up to its commitment to Miami?
Not at all. Miami is the airline's principal gateway to Latin America. This initiative will enable us to operate more flights in and out of Miami -- using fewer aircraft -- reduce costs, and relieve some of the pressure that hub has been under from the ongoing terminal construction project. Currently, American operates 195 flights at MIA. This represents a growth of 6% from February 2003. This past December we had an all time high of 213 flights. Our growth is ongoing. As previously announced, on Jan. 31 we will begin service to Guanacaste, Costa Rica.
We have been changing the way we operate our connecting hubs at both DFW and O'Hare. This initiative has enabled us to reduce costs. De-peaking the MIA hub is part of our continuing effort to improve efficiency.
The de-peaking process has been extremely popular with our customers at Chicago and Dallas/Fort Worth, and we now look forward to bringing the same benefits to passengers using the Miami Gateway.
This was just forwarded to me today.
Jan. 21, 2003
De-peaking MIA Airport
Facts and Statistics
Fewer dramatic peaks in flights in a day
· We currently have seven "complexes" or waves of times in which the number of arrivals and departures peak, sometimes at levels that surpass airport capacity, even on a good weather day. That means it can take a very long time to get from the gate to the runway and off the ground - even when all is well. Our largest complex today has 43 departures. On average, we have 26 departures per complex.
· May 1, we will go to 13 complexes that will span nearly the exact same time frame, meaning that the activity in a wave will not peak as today, but will be more continuos throughout the day.
Fewer resources required to operate same number of flights
· We can operate the same equivalent schedule with six fewer American aircraft.
· Restructuring will drive the headcount reduction at the airport. We do not have at this time definitive figures on those reductions however, we expect reductions to be offset by the increased number of departures.
Passengers benefit in several ways
· The restructured Miami hub will significantly enhance customer service, allowing American to offer passengers more flight choices, giving customers more time to make their flight connections, and spreading out the flow of international passengers in ways that will make it easier to clear customs and immigration processing.
· This change will also moderate the flow of passengers at ticket counters and security checkpoints and produces less strain on the Federal Inspection System.
· Since we will experience less congestion on the ground with this new schedule, our dependability levels, which have been steadily increasing, will continue to improve. Upon departure, aircraft will leave the gate and take off faster, and will get off the runway after landing and park at the gate sooner.
Questions and Answers
Why is American changing the way it operates the Miami hub?
This change will improve the efficiency of the hub. Additionally, we are creating a structure that allows for growth while improving the dependability of the hub. At the same time, the restructured Miami hub will significantly enhance customer service, allowing American to offer passengers more flight choices, giving customers more time to make their flight connections, and spreading out the flow of international passengers in ways that will make it easier to clear customs and immigration processing.
Will jobs be affected? How many?
Currently, American and American Eagle have more than 9,000 employees in Miami-Dade. We expect some reductions although we do not have at this time definitive figures on those reductions. However, we expect these reductions to be somewhat offset by the increase in the number of flights.
How many flights is American adding? To what destinations?
As previously announced, we will begin service to a new destination Guanacaste, Costa Rica Jan. 31. American plans to add flights in May and then again in July. However, we do not have at this time a definitive figure of the number of flights or the destinations.
With the restructuring of the hub will the number of gates AA needs be reduced? If so, how will the reduction of gates affect the current North Terminal Construction (NTD) program?
The new hub design will give American and American Eagle room to grow at Miami within the framework of the new terminal facility that is now under construction. Miami is one of the linchpins of our global network and this initiative will enable us to operate more flights in and out of the hub -- using fewer aircraft -- reduce costs, and relieve some of the pressure the hub has been under from the ongoing terminal construction project.
Isn't this just an example of American not living up to its commitment to Miami?
Not at all. Miami is the airline's principal gateway to Latin America. This initiative will enable us to operate more flights in and out of Miami -- using fewer aircraft -- reduce costs, and relieve some of the pressure that hub has been under from the ongoing terminal construction project. Currently, American operates 195 flights at MIA. This represents a growth of 6% from February 2003. This past December we had an all time high of 213 flights. Our growth is ongoing. As previously announced, on Jan. 31 we will begin service to Guanacaste, Costa Rica.
We have been changing the way we operate our connecting hubs at both DFW and O'Hare. This initiative has enabled us to reduce costs. De-peaking the MIA hub is part of our continuing effort to improve efficiency.
The de-peaking process has been extremely popular with our customers at Chicago and Dallas/Fort Worth, and we now look forward to bringing the same benefits to passengers using the Miami Gateway.
