Just an observation, but both DAL and UAL are running widebodies from JFK/EWR to LAX. While I agree that AA increasing the number of seats per flight from 102 to 155 is a step in the right direction, it still seems a day late and a dollar short.

 

Not sure about DAL but at UAL, the plan was to have the Max10 have 20 Polaris seats to milk the premium transcon customer even more. Guess we will see if they are ever certified and delivered.

 

That's why they have leased the 321s. It's amazing how fast they are showing up.

I suspected but didn't research that Delta and United also use a few wide-bodies on those routes. Clearly that's an effective strategy.

As mentioned every single data point indicates that we either need a strategy shift or to simply admit that we like 3rd place. It's embarrassing.

 

I've been here over 11 years and not once have I felt management cared about our position relative to Delta and United. There was a time where I was optimistic we'd see the money being made by Delta and try to emulate their strategy, but that hasn't been the case. And finally I figured the Board would get tired of the incompetence and make a change, but that doesn't seem to be happening either.

I've got just under 20 years to go, and now I'm resigned to being like Quint in Jaws, just hoping my increasing seniority outpaces management's incompetence:



The good news is I enjoy the day to day job and the people I fly with, so at least life doesn't suck while I shake my head at the operation otherwise.

 

Well that will only happen after all the meaningless awards and tone deaf pats on the back take up 90% of the presentation.

 

It's amusing how many "experts" have already pre-determined this for us. The focus is always UA vs. DAL, with AA just existing in the background. Numerous aviation experts, analysts, and websites have essentially written off AA as a hybrid of an LCC and an international carrier, not even considering us in the same league as UA and DAL. At this point, it might be more strategic to operate in that manner, rather than emulate UA and DAL's spending habits while providing a product comparable to Alaska/JetBlue/Hawaiian. We've become a lot like US Airways, and I realize it's tough for some to accept that we're not on par with UA and DAL, but that's the reality, and it's unlikely to change. I wouldn't be surprised if the next bankruptcy results in contract/pay cuts, with the justification being, "We don't operate in the same category or business model as UA and DAL."

 

2 years ago, maybe. However, AA seems to be making direct and targeted efforts lately to begin to compete amongst UA and DL again. Buy on board offerings, new suites, enhanced meals, bringing back the second beverage service on transcons (lol…), and returned focused growth on previously forgotten hubs. I’m not saying they are competing well yet, but it is obvious they want to get out of that grey area you describe.

There is a long way to go but over the past 12 months there has been a noticeable shift in strategy.

 

The biggest thing I noticed last year after buying a ticket was the plane we flew on 1/2 way across the country didn't even have IFE, which is free on DAL/UAL/JB. That stands out as a loud statement that we are here to compete with LCC's.

 

It's a step, but insufficient. It's like a 500-pound person cutting cola from 5 to 3 liters. They aren't prioritizing the right hubs. Instead of focusing on JFK, LAX, MIA, and ORD, they seem to be adding flights in lower-yielding hubs like PHX, DFW, CLT, and PHL. Complaining about competition in those former major markets is weak; when your airline is bad, no one will choose it over four other options. Start by addressing inflight and airport customer service. I served by a gate agent with ugly arm tattoos at PHL the other day with an attitude equally as ugly.

We really are the Stellantis of the airlines and slowly moving towards being the Kia.

 

This has been the case for years and argued to death on this forum so many times. But to your point, the strategy shift at AA has been so apparent that those same blogs began speculating AA would bring back seatback IFE on domestic NBs.

I highly doubt that’s ever going to happen, but if outspoken AA critics like Gary Leff were suggesting it, then there is some truth to the boat turning.