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Ive been in contact with people at both airlines. My prediction, based on what Ive heard for Charlotte:
-Roughly 450 flights a day
-Transatlantic service to London and Frankfurt kept year round/Paris and Madird to be seasonal. Dublin and Rome will eventually be cut.
-Sao Paulo will be retimed for better slots and Rio will be cut
-Major Caribbean destinations will be cut, minor ones will shift to Miami in frequency
-No domestic destinations to be lost.
This may not thrill our friends in Charlotte, but its a lot more rosy than what I think will take place in Phoenix.
I don't think so. Before the merger, the old US Airways routed the majority of their flights originating in the eastern US bound for destinations west of the Mississippi through Charlotte. With the new airline having hubs in ORD and DFW with a far greater O&D pool expect a good amount of those trans-con flights to be routed through DFW and ORD.
Expect Charlotte to be a regional hub for southeast traffic but it's days for a variety of international flights and trans-con non-stops are numbered.
Last edited by Fastphilly; 06-21-2013 at 10:23 PM..
Yes I remember how AA kept their promise not to downsize our hub.
signed,
St. Louis
MEM, MSP, DTW, SLC, and CIN all had similar promises when Northwest Airlines merged with Delta, and so far Memphis and Cincy are getting hacked apart, while jobs in MSP have been transferred over to ATL (much to the chagrin of the employees) and SLC is really concerned about losing their "hub" status. Of that bunch, MSP and DTW appear to be okay (albeit stunned), while the others are seeing a lot of broken promises so far.
To hell with companies who lie straight in the faces of the people who work for them!
MEM, MSP, DTW, SLC, and CIN all had similar promises when Northwest Airlines merged with Delta, and so far Memphis and Cincy are getting hacked apart, while jobs in MSP have been transferred over to ATL (much to the chagrin of the employees) and SLC is really concerned about losing their "hub" status. Of that bunch, MSP and DTW appear to be okay (albeit stunned), while the others are seeing a lot of broken promises so far.
To hell with companies who lie straight in the faces of the people who work for them!
Detroit is actually doing much better. Ever since the merger, theyve gained service to Beijing, Shanghai, and Seoul as well as increases in domestic service.
MSP has had a few decreases, but actually the flight count is not that much lower. Theyre pretty much flat except their Tokyo flight was downsized and theyve seen an increase of larger RJ's.
SLC is doing fine. They have a Paris flight now and they tried a Tokyo flight (which failed). Overall, they are in a much better spot than pre-merger.
Actually, I would argue from an air service perspective, Atlanta was better off pre-merger. They have seen some European capacity shift to JFK and give up on Asia expansion from ATL in favor of Detroit.
I don't think so. Before the merger, the old US Airways routed the majority of their flights originating in the eastern US bound for destinations west of the Mississippi through Charlotte. With the new airline having hubs in ORD and DFW with a far greater O&D pool expect a good amount of those trans-con flights to be routed through DFW and ORD.
Expect Charlotte to be a regional hub for southeast traffic but it's days for a variety of international flights and trans-con non-stops are numbered.
What does the airline gain by this? The hub is very profitable and its a very high fare market. The market is still of a decent size and Charlotte punches well above its weight for its metro size and the market can support (at the very least) service to all major cities nation wide plus London and Frankfurt.
The combined airline needs a Charlotte hub, just not a 700 flight a day Charlotte hub.
Wow. Lots of people making excuses for why their city's primary airport is a big non-factor. Being close to another market, so on, so on.
When I think of world class cities, the very first thing I think of is it's airport, how we get in and out of one and generally most world class cities (except a small few) have multiple airports.
As for US Airways, that's a really mediocre airlines. Has to be by far the smallest and worst of the big 4 American carriers (United, American, Delta, and US Air).
-Atlanta's domestic numbers fell off of a cliff while the international numbers held steady YOY. Atlanta's domestic O&D numbers were pushing 26 million in 2010 and in 2012 they didnt even hit 19 million. I imagine Atlanta just had a bad year and will probably see an increase next year. Losses that big typically arent constant.
Is that unusual? A 27% drop in anything, no matter the industry, seems extreme, esp when jobs/ economic growth/population were all positive over that period. Meanwhile, the airport's total traffic grew from 88 million to 95 million. If int'l o/d held still at ~3 million, that would mean connections increased from 59 million to 73 million. A pretty massive jump.
Is that unusual? A 27% drop in anything, no matter the industry, seems extreme, esp when jobs/ economic growth/population were all positive over that period. Meanwhile, the airport's total traffic grew from 88 million to 95 million. If int'l o/d held still at ~3 million, that would mean connections increased from 59 million to 73 million. A pretty massive jump.
Yes, thats why I found the numbers somewhat alarming because that is unusual. Its not particularly unusual for an airport to drop in O&D YOY (especially large hubs like ATL, DFW, IAH, ORD, or DEN), but what is unusal is to see a drop of that capacity.
Now, the other thing to remember is how this data is measure. Things are measured by ticketing destination. That means if (for example) you have a traveler making the journey from Sao Paulo to Seoul via Atlanta and there are two seperate tickets (one from Sao Paulo to Atlanta and one from Atlanta to Seoul, then it would count as one passenger from Sao Paulo to Atlanta and one passenger from Atlanta to Seoul. This is why O&D numbers from large hubs can sometimes be inflated/deflated based on what they really are. The Atlanta-Seoul market is a perfect example of that. Its a very large market, but its O&D numbers swing wildly from year to year. Ive seen numbers in that market rise and fall by 50% YOY. Part of all of this is how the airline registers the tickets. The domestic carriers are good about it, the Asian carriers less so.
Still its the measure we have, so we have to roll with it.
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