The New York/Philadelphia/Washington regions will also see minimal changes. Both JFK and LGA airport

On Wednesday , the boards of Tempe, AZ-based US Airways and Fort Worth-based American Airlines approved a merger hudson hotel new york city that would equate hudson hotel new york city to $11 billion in terms of market value. According to sources, American creditors will own 72% of the combined company and US Airways shareholders will take the remaining balance. Current US Airways Chief Executive Officer Doug Parker will retain CEO position of the combined company. There is much more to know about what the merger implications will entail. Below, I have conducted hudson hotel new york city various analyses of the merger impacts on the functional and operational arenas for the combined carrier.
The Service Oversight Center (SOC) and Headquarters will be located in Fort Worth, TX, the present home of AMR Corporation (the parent company of American Airlines). US Airways' SOC is currently located in Pittsburgh, PA, but its headquarters is in Tempe, AZ. American's current Chairman and CEO, Thomas Horton, will serve as Chairman of the combined airlines' Board of Directors through its first annual meeting of shareholders, and will serve as the combined airlines' representative of the OneWorld global alliance. The Board will be comprised of three American Airlines representatives, including Horton, four US Airways representatives, including Doug Parker, and five AMR creditor representatives.
The US Airways name will disappear and the merged entity will retain American's name. American's controversial new livery , which was unveiled on January 17, 2013, will (unfortunately) remain in place. It is inconceivable to think that the airline would spend millions on a re-branding campaign hudson hotel new york city and scrap its plans within 30 days due to merger activity. The re-branding decision, and resulting hideous paint scheme, was debuted entirely with a US Airways merger in mind. AA claims that the re-branding effort began before hudson hotel new york city the carrier filed for bankruptcy in 2011, and that US Airways played no role in the re-branding hudson hotel new york city process. I don't dispute this, personally, but I also don't think US was a complete afterthought, either. Regardless, it's a legitimate excuse for American to get away with this hair-brained idea over the long-run, and in the four weeks that has elapsed since the new logo and paint scheme became publicly known, hudson hotel new york city I still haven't shifted my stance on the issue .
One thing that mergers inevitably breed is a mashing of fleet types across Boeing and Airbus models, as was the case for both Delta Air Lines when it merged with Northwest hudson hotel new york city Airlines hudson hotel new york city in 2008 and United with Continental Airlines in 2010. US Airways and American will be no different, as both airlines either presently operate or expect hudson hotel new york city to receive large deliveries from both major providers.
hudson hotel new york city Widebody: American recieved its first Boeing 777-300ER series aircraft hudson hotel new york city last month , which will remain the largest aircraft in the combined fleet and be deployed to capacity-restricted, important business markets such as London, S o Paulo and Tokyo, likely from the pre-merger AA hubs only. American's current 777-2ooER series planes are being re-configured with new Business Class and Main Cabin Extra seats, with First Class eliminated entirely, and these frames will likely be deployed on legacy US Airways and American routes to Europe, Latin America and Asia, such as Madrid, Beijing and Buenos hudson hotel new york city Aires. Similar seating arrangements hudson hotel new york city will take place on US Airways' Airbus A330-300/200 series planes, hudson hotel new york city and these frames will likely be used on more leisure-oriented routes to cities such as Roma and Barcelona
Both airlines operate fuel-inefficient Boeing 767-200ER series hudson hotel new york city planes, although AA uses theirs primarily on domestic/transcontinental routes, whereas US deploys them internationally. Both carriers will likely see the retirement hudson hotel new york city time frame for these aircraft moved up a bit as new Boeing 787 and Airbus A350 deliveries come in (hopefully). American's 767-300ERs will remain in the fleet for some time, but will be re-fitted hudson hotel new york city with fully lie-flat premium seating similar to those used on US Airways' International Envoy service on the A330s.
Narrowbody: US and American both also operate 757s on a few transatlantic and medium-haul routes to Latin America and Hawaii, which will also see their replacement imminent as AA has A321 airframes on order to operate its transcontinental routes from JFK to SFO and LAX . If the combined carrier decides to continue using 757s on transatlantic routes, such as Philadelphia to Amsterdam, Charlotte to Dublin, etc, the American Airlines version will prevail over the model used by US, as it offers lie-flat seating and and upgraded interior product.
Regional: American's E-Jet orders hudson hotel new york city will be a huge boon for the O'Hare hub, which is desperately in need of 100-seater planes with a more competitive hudson hotel new york city product. US also brings a healthy number of E-Jets to the table, and the first pickings of these planes will go to the business-heavy hubs in the Northeast (PHL/WAS/NYC) and Chicago in the Midwest. This will relieve some of these hubs of Canadair Regional Jets, particularly at O'Hare, which can be re-deployed to the more geographically dispersed hubs on the coastal regions, such as CLT, MIA and LAX, or down to DFW.
One wildcard remains: US Airways Express' Dash-8s. These are older aircraft that aren't necessarily useless, and AA also has a few ATR-72 turboprop planes lying around. It's possible the merged airline can order some more ATRs or Q400s to serve some secondary and tertiary cities in far-flung corners.
The good news for frequent fliers is that most of the current levels of operations across all nine of these affected hubs are likely to remain intact. While the two airlines do not compete directly on many flights from a route-by-route basis (hence, why the merger is likely not subject to any Department hudson hotel new york city of Transportation anti-trust violations) there is still a fair amount of "regional" hudson hotel new york city overlap that will result in some overall network trimming.
Let's start in the east and move westward: American's Miami hub is a Latin American gold mine, and will remain that way after the merger given the large amount of high-yielding Origin and Destination (O D) traffic in the South Florida metropolitan area. Traffic levels to Latin America are booming these days, and the region has remained largely unaffected by premium revenue downturns that have crippled the transatlantic and transpacific long haul markets. Despite a large low-cost carrier presence at nearby hudson hotel new york city Fort Lauderdale airport, American continues to rake in high profit margins at its Miami hub, which is a success story likely to play dividends for a long time.
Charlotte plays a strategically important role in covering the Southeastern US, and therefore will also likely see little impact. Charlotte also benefits from its own fare share of high-yielding traffic thanks to its banking/finance sector ties. Likely, some of Charlotte's Caribbean and long-haul hudson hotel new york city Europe/Latin American network may be reduced slightly as the more lucrative traffic can be routed through Miami, but it will retain key international linkages to cities like London, Frankfurt, hudson hotel new york city Paris, and beach/island resort destinations in the Bahamas, Dominican hudson hotel new york city Republic, Puerto Rico, Netherlands Antilles, etc.
The New York/Philadelphia/Washington regions will also see minimal changes. Both JFK and LGA airports, where AA has sizable presences, are slot-restricted airports that can be now utilized more effectively for O D traffic to strong domestic business markets (from LaGuardia to say Kansas City, Denver, and New Orleans) and important global destinations from JFK (such as Frankfurt, Moscow and Tel Aviv). Philadelphia, at present, has a robust transatlantic network via US Airways, and will likely retain those nonstop flights in becoming the singular, northeastern US connecting hub and gateway to Europe, and possibly receive a long-coveted nonstop flight to Tokyo finally. Washington National hudson hotel new york city airport, also slot-restricted, will simply beef up its current "shuttle-like" operations to business markets like Chicago, Miami and Dallas/Ft. Worth.
American's Chicago O'Hare hub has invariably suffered over the years to its #1 competitor, hudson hotel new york city United, a much larger force in the same town. Schedules have been parred and mainline capacity hudson hotel new york city has been shifted over to regional jets. Moreover, once considered AA's primary gateway to Europe, Chicago has lost nonstop hudson hotel new york city transatlantic services to cities such as Frankfurt, Zurich and Brussels. However, the merger will reverse much of those changes as American-US will have a new supply of "right-sized" aircraft with the optimal mix of seats to re-launch flights to markets in the Northeastern US (such as Providence, Rochester, Buffalo) and West Coast (Portland, Sacramento) that have either lost nonstop service to Chicago or experienced schedule and seat reductions. European flights will likely grow in smaller increments ( AA is adding a year-round daily flight to Dusseldorf, Germany this summer ) since Philly will take over the European gateway role for AA over the long run.
American's LAX and DFW hubs will likely see the smallest changes of all. At LAX, similar hudson hotel new york city to NYC, American chases after O D traffic, which will be unaffected by the merger. hudson hotel new york city As is, LAX is a fragmented market hudson hotel new york city between many domestic airlines, and there isn't much room to grow nor contract. DFW primarily serves as an East-West, North-South connecting hub with international services hudson hotel new york city to key OneWorld hubs (Tokyo, Sydney, Madrid and London), important business markets (Frankfurt, Seoul and S o Paulo) and a slew of destinations in Canada, Mexico, Latin America hudson hotel new york city and the Caribbean, all of which will remain hudson hotel new york city untouched by the merger. DFW will only stand to lose a few frequencies to some of the Southeastern US cities that can be handled over Charlotte.
Finally, that leaves Phoenix, which is likely to be the biggest hudson hotel new york city loser in the merger. At present, Phoenix is linked to 78 domestic cities, 10 Latin American markets, and 9 Canadian cities. As of this week, US Airways offers 3,516 weekly departures fro