They can at specific times during 4 pilot operations.
Check the manuals. "Class 3 "is the key.

I see what you're saying.
So they can occupy the 1D seat for Take-off and landing. Good luck getting some of these captains to think that critically about it though. Especailly if a flight attendant tries to make a comment about it. Lets hope APA (lol, who are we kidding) puts out some kind of guidance for that.

Using the F/C rest seat, and cycling jumpseaters through it for takeoff and landing, has been known to w/b Captains for years (over a decade). If you're pointing fingers don't point it at the old/older/senior Captains.

Do we still dominate LA/SA?? I'm curious to see the data on how we stack up against the Delta Latam combo.

Latam is doing what they always have been doing and Delta just added a few more flight to miami form their hubs and a few bigger us cities. But nothing else has changed and I'm not sure delta even does all the cities they added after latam.

We still have more daily flights into brazil and argentina than delta and united have to all of south america, not that I would really brag about that.

[size=0pt]Don't have data, but every time I am down there I always see more AA aircraft than any other American carrier. Until somebody shows me different, there is no reason to think that AA doesn’t dominate that area. [/size]

I'm not talking about flights operated by mainline equipment today. I'm talking about which brand is going to dominate that region over the long run. My guess is that Delta chips away at AA and eventually becomes the dominant brand in Latin America. AA has historically dominanted due to the partnship with Latam. We had connections all over South America via Latam. We could sell a ticket from just about anywhere in the US to just about anywhere in Latin America. Much like our situation in LHR. We fly a ton of pax to BA's hub and they take it from there. When Delta snagged Latam they changed the math overnight.

example: Someone wanting to fly from LAX to Lima next month could choose from 2 non-stops on Delta (via Latam) or they could take a 12 hour journey with a connection in Miami on AA. From LAX to the capital of Brazil requires 2 flights under the Delta brand vs 3 with AAL. It's also interesting to see Delta A350s in Lima vs our A321s.

I don't think that's how the airline business works these days (just comparing mainline acft on the ground between US carriers). If we can't offer as many connections, frequency, and convenience as the other brand then we eventually lose. According to this article Delta overtook AA a couple years ago between N and S America. I was just wondeirng if anyone here had the acutal ASM numbers for Latin America between the Delta umbrella and OneWorld.

https://thepointsguy.com/news/delta-...nture-update/#

So then AA was number one in the NE when we had the NE Alliance?

Domestically I have no idea. But the company stated they needed the NE alliance to be competitive in JFK and Isom said "there is no Plan B" during one of our earnings calls in regards to the JFK market. We wanted to boost our frequency in and out of JFK to support our international flights. The idea was JetBlue would feed JFK and we would send them onwards. I believe Latam used to serve that role for AA in S. America. Without onward connections from Sao Paulo, Santiago, BA, etc our product offering isn't as compelling. We might dominate MIA-GRU but what about the US at large to Salvador, Manaus, Brasilia, etc, etc? Or secondary S. American cities to the US? We have GOL, but I don't think there network is nearly as robust as Latam. This isn't a theory I invented. I think it's airline business 101 and why our BA partnership is so critical to our Atlantic network.