We bankruptcy yet?

All you armchair management guys always giving out management advice! Sure glad the finance and marketing departments don't write our manuals! Geez guys. Just move the metal cash the checks and enjoy the days off. This forum is exhausting.

Exactly.

To be fair, we don't have seatback IFE. I'd prefer we offer both, but some carriers only offer the IFE on the seatback, and I'd much prefer to watch content on my own device. And best yet, have both options.

It sounds like they are back to LGA and ORD (mostly RJs since mainline growth is slow). I think LAX is a lost cause because they think having our Alaska partner there is enough.

DFW and CLT are full until they add gates. PHL you are just going to have to deal with. JFK is Delta's European gateway, EWR is United's and we're stuck with PHL but the more RJs they slam in there the more wide-bodies we can fill up.

PHX is all we got out west so hopefully they do something with it.

Pour yourself another one Jimmy. It's fine if you don't care and you are right we can't do a damn thing about it. But cashing those fat checks until retirement would be easier if we had 10% margins instead of 2 so I hope we make the changes necessary to move upmarket.

Im sure that not only does Mr Isom read this forum he really appreciates your input so keep up the good work. We'll be pulling ahead of Delter soon!

Looks like we’ll incorporate a 777 on some LAX-JFK trips.

https://onemileatatime.com/news/american-777-jfk-lax/

What's truly eye-opening is that even for American, its most profitable routes are concentrated in New York and Los Angeles, two high-value markets the carrier has willingly retreated from in favor of lower-yielding endeavors.

Reestablishing a meaningful presence there will be exceedingly difficult, due to entrenched competition, slot constraints, and the erosion of brand relevance.

not defending management decisions as a whole one iota but…:

high revenue does not equal high profit. We have no idea if JFK-LAX is high profit for any of the carriers. What we do know is the passenger costs out of those 2 airports are extremely high. Especially when compared to CLT and DFW. Like saying a popular pizza place in Times Square MUST be profitable because of the lines and prices, without knowing their rent bill

Wonderful, a 35 year old worn out 777 will compliment the worn out old 321ts nicely.

Nobody’s denying JFK and LAX are expensive. But the idea that high cost kills profitability on high-revenue routes doesn’t hold up. Profit margins aren’t fixed, they scale. Airlines fight for JFK-LAX slots for a reason: because yield is strong, premium demand is high, and unit revenues often offset unit costs.

Delta has major hubs in high-cost markets like JFK and LAX. United centers much of its network around EWR, SFO, and ORD. Clearly, they believe those hubs are profit centers, not liabilities. Would anyone argue that our opposite focus on the Sunbelt has been a more successful strategy over time?

In American’s earnings call, they explicitly cited JFK-LAX and similar coastal hub flying were among their highest-margin operations. Delta and United run widebodies on these routes for a reason, and it’s not charity. (We did too, before scrapping them)

If a pizza joint in Times Square sells $7 slices and has a line out the door all day, odds are it’s doing just fine. High costs don’t erase profit when demand is strong and margins are priced accordingly.