The party is over ?

Die staking is van de baan (zie dit topic).

Persoonlijk denk ik ook dat Openskies een betere kans van slagen heeft dan de andere 3. Time will tell.
 
Dodging bullets

Dodging bullets

Ace of Spades said:
Silverjet stopt ook per direct hun operatie, de laatste all-business class carrier die vanaf London vliegt, nadat MaxJet en EOS ermee opgehouden zijn.
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I applied to Silverjet about 2 years ago - I liked the concept. They offered me an interview in Luton.

Despite the attraction of working closer to home - I was a bit leery about joining a start-up given my previous experiences. I was also very reluctant to trade in the A320 rating for the 767 given the vast job market on the A320.

In the end I declined their offer - looks like I made the correct decision.

In the current economic climate the chances of any new Airline surviving are virtually zero.
 
Hi 19,

Ik ga wel mee met je laatste opmerking hierboven met echter een uitzondering,
de geplande EK LCC gaat het wel redden denk ik.;)

Heeft iemand trouwens nog iets gehoord of gezien van Amsterdam Airlines?

En om de kosten te drukken, bij Easy schijnen ze daarin nogal innovatief te zijn.
Er is op pprune een zeer interessante discussie gaande hierover, (terms and endearment forum), wat ik met verbazing aan het lezen ben geweest.
Dacht eerst dat er een wind up merchant aan de gang was maar nee, allemaal serieus.
Ik heb er even dit uitgehaald om te laten zien waar het over gaat,

quote,
If Easyjet can make money out of the co-pilots by charging them to fly then that probably cancels out the cost of the captain. So the net result is that pilots (including captains) come free of charge! I don't think that Easyjet can claim that this is not something that will affect terms and conditions - it is basically equivalent to reducing the salaries of all new FOs from X to -50GBP per hour and putting them on temporary contracts limited to 150 hours. I think we could be looking at ultimate reduction of flight crew to 1 (captain/instructor), with the FO becoming basically a paying passenger/student. If this catches on, it has the potential to do huge damage to the market for pilots - basically cutting the market in half. unquote.

U kunt zelf even op dat forum gaan kijken, beetje bizar allemaal.
Airwork Easy pilots die hierover wat kunnen zeggen?

Cheers
Art
 
Klinkt mij een beetje als Pprune zonder de eerste P.... Veel van die rumors op fora raken kant noch wal. Overal paniek, iedereen maakt zich zorgen, en achteraf blijkt het te gaan om dingen die bij het management niet eens opkomen.
 
Phoenix_X said:
Klinkt mij een beetje als Pprune zonder de eerste P.... Veel van die rumors op fora raken kant noch wal. Overal paniek, iedereen maakt zich zorgen, en achteraf blijkt het te gaan om dingen die bij het management niet eens opkomen.
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Et voila, Art is dus goed geinformeerd!

Phoenix, kijk anders ook effe op het BALPA forum, moet je natuurlijk wel eerst lid worden... ;)
 
Hahaha, kom op mensen, laat PPRuNe roumors asjeblieft voor wat ze zijn. Als ik die quote moet geloven dan is straks iedere captain een linetrainer...je moet heel wat fantasie hebben om dit te posten.

Het 'enige' wat hier aan de hand is, is dat een bepaalde vliegschool linetraining gekocht heeft bij easyJet. Hier kun je heel wat op tegen hebben, maar bijzonder is het niet. Immers, principieel is het niet veel anders dan wat het o zo respectabele CTC al jaren doet voor zowat elke respectabele airline in de UK behalve BA (in CTC's geval piloten leveren voor 6 maanden unpaid labour, met geen enkele verplichting tot een aansluitend vast contract).

Dus Art, relax. It is utter gibberish ;).
 
Jack Daniels said:
Et voila, Art is dus goed geinformeerd!

Phoenix, kijk anders ook effe op het BALPA forum, moet je natuurlijk wel eerst lid worden... ;)
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Dat is niets nieuws, en nogal ver weg van de quote van Art. Staat mij ook niet aan, sommige trainers ook niet overigens, maar het is een zeer kleine groep. En ja, dat kan groter worden maar niet zo extreem als eerder genoemd.

En ben lid van BALPA, maar vind de fora daar net zoveel rook, en net zo weinig vuur.....
 
UAL Corp.'s United Airlines, the world's second-largest carrier, will cut its fleet by about 70 planes and shut the low-fare Ted unit to counter record fuel expenses, a person familiar with the plan said.

The reductions will take effect later this year, adding to the 30 aircraft taken out of service and 1,100 job cuts that United announced in April, said the person, who didn't want to be identified because the matter is still private.

The second round of cutbacks in two months at Chicago-based United follows a 76 percent surge in jet fuel in the past year and a decision by American Airlines to reduce domestic capacity by 12 percent. The Ted unit, which started in 2004 as a low-fare competitor, will join more than a dozen carriers in the U.S., Asia and Europe that have collapsed in the past six months.

``Some of these capacity cuts are being done with the precision of a chainsaw,'' said Michael Boyd of Evergreen, Colorado-based consulting firm Boyd Group. ``You can't just park planes and cut routes. It has to be the right kinds of planes on the right routes.''

The airline will announce additional cuts among management and salaried workers, the person said, adding that the number of unionized, front-line workers who will lose their jobs hasn't been determined. United has about 52,500 employees.

Grounding Planes

United plans to ground about 64 Boeing Co. 737s and six Boeing 747s by the end of 2009, according to the person. Aircraft the company owns will be taken out of service and later sold, while leased aircraft will be returned to their owners, the person said. United had a fleet of 735 planes in operation as of the end of March.

The plan comes less than a week after the collapse of merger talks with US Airways Group Inc. Chicago-based UAL has posted four quarterly losses since exiting bankruptcy in February 2006.

Jean Medina, a United spokeswoman, declined to comment on the airline's fleet or capacity plans. The Wall Street Journal reported the planned reductions in the size of the fleet late yesterday.

Airlines' efforts to cover fuel costs with fare increases and new baggage-check fees have fallen short, leading JPMorgan Chase & Co. analyst Jamie Baker to estimate that the U.S. industry's losses will top $7.2 billion this year.

U.K.-based business-class operator Silverjet Plc, long-haul budget carrier Oasis Hong Kong Airlines Ltd., Columbus, Ohio- based Skybus Airlines Inc. and Frontier Airlines Holdings Inc. of Denver have all failed in recent weeks.

Stocks Pummeled

Forecasts of losses are weighing on airline shares, chopping UAL's market value this year by 76 percent to $1.07 billion and making the carrier the worst performer among 14 stocks in the Bloomberg U.S. Airlines Index. The index has tumbled 35 percent in 2008.

UAL gained 65 cents, or 8.3 percent, to $8.53 yesterday in Nasdaq Stock Market composite trading. The shares rose 2 cents at 8:01 a.m. New York time, before regular trading today.

Credit-default swaps on the company rose 57 basis points to 3,216 yesterday, according to New York prices from CMA Datavision. The price to protect $10 million of United debt for five years is equivalent to $3.2 million annually. Credit-default swaps increase as investor perceptions of credit quality deteriorate.

Baker's loss estimate would be a record for the U.S. airline industry. Globally, airlines may lose $6.1 billion this year, the International Air Transport Association, whose members account for 93 percent of international traffic, said this week.

Delta Reductions

Delta Air Lines Inc. President Edward Bastian said yesterday that the Atlanta-based carrier would further pare flying this year, expanding on domestic seating-capacity cutbacks announced earlier of as much as 11 percent. Delta is grounding 90 planes and eliminating 3,000 jobs through buyouts. That represents about 5.5 percent of Delta's workforce.

AMR Corp.'s American Airlines, the world's largest carrier, announced May 21 it plans to reduce capacity on domestic routes by 12 percent.

United's Ted was started to compete with discounters including Frontier Airlines Holdings Inc. and Southwest Airlines Co. Ted, which takes its name from the last three letters of United, flies from cities such as Denver and Chicago to leisure markets including Miami and Cancun, Mexico. The unit operates Airbus SAS jets in one class of service.

``Ted was never anything other than a different paint job,'' consultant Boyd said yesterday in an interview. The unit didn't have lower fares or costs, and ``it has lost tens and tens of millions of dollars.''
 
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De staatslening aan alitalia was niet terecht en moet per direct worden terug betaald heeft het europese hof bepaald en de handel in hun aandelen is vandaag gestopt. Zouden ze nu echt failliet zijn?
 
zo niet zal het niet lang meer duren denk. Is gewoon een lastig verhaal met die vakbonden, zolang die dwars blijven liggen zullen ze ook niet overgenomen worden. En al die oude vliegtuigen, af-klm moet blij zijn dat die overname mislukt is naar mijn mening, teveel kosten voor enkel slots.
 
Continental Airlines to cut 3,000 jobs, capacity

DALLAS (AP) - Business travelers are likely to lose out when the fall off-peak season arrives and airlines that have cut flights slap more restrictions on the cheap fares that usually come that time of year.

Continental on Thursday became the latest airline to announce cutbacks, saying it will shed 3,000 jobs - more than 6 percent of its work force - and reduce capacity by 11 percent this fall.

The industry is battling record fuel costs that have pushed it into its worst crisis since 2001.

Amid that, Continental said its two top executives will forgo pay the rest of this year.

The Houston-based airline said recent fare hikes have not covered the cost of fuel, which has nearly doubled in the past year. Continental estimates it will spend $2.3 billion more on fuel this year than last - a difference of $50,000 per employee. Fuel has surpassed labor as Continental's biggest expense.

In a memo to employees, Continental Chief Executive Lawrence Kellner and President Jeffrey Smisek said at current fuel prices Continental is losing money on "a large number of our flights." As fares rise, fewer people will fly, and "we will need fewer employees to operate the airline," they said.

The executives said they expect most of the 3,000 job cuts will be handled through voluntary buyouts to limit layoffs. They didn't rule out more job losses.

Unions were positioning to limit layoffs. Mark Adams, a spokesman for Continental pilots, said he hoped the company would offer attractive buyouts to those near the previous retirement age of 60 so that younger pilots could keep their jobs.

Kellner and Smisek said they will not take salaries or incentive pay the rest of the year. In a regulatory filing, the company said Kellner, who was paid a salary of $712,500 last year, would get $296,875 this year, and Smisek's salary would be cut to $240,000 from $363,300.

Kellner's total compensation last year was valued at nearly $6 million, according to an Associated Press analysis, although about one-third was in stock and option grants that are now worth far less than they were when granted in February 2007 because of the slump in the company's stock.

Many analysts consider Continental to be the healthiest of the six big network carriers, a group that excludes low-fare Southwest Airlines Co. But that did not make Continental immune from cuts - the airline still lost $80 million in the first quarter after earning a profit last year.

"If they did not do it they would be irresponsible," said Ray Neidl, an analyst with Calyon Securities.

"At current fuel prices, the old economics do not work. Ticket prices have to rise dramatically, and the only way that can be achieved is by sharply reducing capacity," he said. "The whole industry has to show this discipline or some big airline will have to go out of business."

Continental is the latest airline to make sharp cutbacks.

On Wednesday, UAL Corp.'s United Airlines, the nation's No. 2 carrier, announced it would cut up to 1,100 more jobs, ground 70 airplanes and drop its coach-only service, named Ted. Two weeks ago, AMR Corp.'s American Airlines, the nation's largest airline, said it would cut capacity 11 percent to 12 percent after the peak summer travel season and probably eliminate thousands of jobs, though it hasn't given an exact figure.

Delta Air Lines Inc. said in March it would cut U.S. capacity about 10 percent in the second half of 2008. Northwest Airlines Corp., which Delta is buying, has announced smaller reductions, and a Northwest spokeswoman said further moves were being reviewed.

Philip Baggaley, an analyst with Standard & Poor's, said capacity cuts would help, but "we still forecast heavy losses for most airlines this year."

Fewer flights will inevitably lead to higher prices, most in the industry believe.

The biggest U.S. airlines have already raised fares about a dozen times since December, with some of the sharpest increases reserved for nonstop flights that let travelers avoid changing planes at crowded hub airports.

Airlines typically cut fares in the fall to spur ticket sales when kids are back in school and family vacations are over. That's likely to remain true this fall, even with Continental, American and United offering far fewer flights, experts say.

"They'll always discount for the fall even if they have less seats," said Rick Seaney, chief executive of price-watching Web site FareCompare.com. "But you're going to see more targeted restrictions, like minimum stay-overs, to prevent business travelers from getting cheap fares."

Airlines that had eliminated restrictions such as Saturday night stay-overs on cheap fares, because business customers hated them, have been putting them back in.

Fewer flights are also likely to reduce the ability of travelers to find a convenient flight where they're going. And airlines may drop service completely to some smaller cities.

Continental said it will announce next week which flights and destinations it will reduce or eliminate. The airline operates hubs in Houston, Newark, N.J., and Cleveland.

Fewer flights will mean fewer planes. Continental has already pulled six planes this year and mothball an additional 67 planes through 2009. By the end of June, its fleet will number 375.

Less than two months ago, Continental was in advanced talks to combine with United to create an airline even bigger than Delta-plus-Northwest. But Continental walked away from the deal in April as oil prices soared and the industry's outlook slumped, and analysts see no other mergers immediately on the horizon.

Airline stocks rose on Continental's announcement, even overcoming another rise in oil prices.

The Amex Airline Index rose 6.3 percent, and shares of Continental gained 70 cents, or 4.8 percent, to $15.20.
 
Ik hoop dat die Airline piloten nog iets anders weten dan knopjes drukken, want het ziet er niet goed meer uit.
Ik hoop dat meeste wannabees nu echt maar hun opleiding gaan afmaken, want er is binnenkort echt geen piloten tekort.
 
It's an ill wind...
Jun 5th 2008
From The Economist print edition

High fuel prices are hurting some airlines more than others


“DESPERATE,” wailed Giovanni Bisignani, summing up the plight of the air-transport industry. Speaking at the industry's annual bash in Istanbul, the director-general of IATA, its trade body, lamented that 24 airlines had gone bust since January. Airlines are squeezed between high oil prices and falling passenger demand in America and Europe. He predicted that if the oil price does not fall, airlines will swing from a combined profit of $5.6 billion in 2007 to a loss of $6.1 billion.

Many airline executives fear that after the cost-cutting that swept through the industry in the wake of September 11th 2001, they no longer have any fat left to trim. The speck of comfort for some is the hint that the predicament of the budget airlines could be worse still. A fortnight ago Willie Walsh, the boss of British Airways (BA), said he believed that “the era of very low fares is behind us...the industry has no future if it doesn't price in its costs.” Already, big airlines are following the lead of the low-cost airlines and levying what have euphemistically become known as “ancillary” charges. These include making passengers pay extra for luggage that has to go in the hold, and for in-flight meals.

Mr Walsh and others like him believe that the inevitable increases in fares and the imposition of fuel surcharges will hurt the budget airlines most, because their brands are synonymous with “give-away” seat prices. That, in turn, they argue, will strike at a vital part of the no-frills business model—the kind of cheap, discretionary short breaks that people either choose at the last minute or because they have taken advantage of a tempting special offer.

It is an analysis that may prove half-right and half-wrong. Among the weaker low-cost carriers, most of which are already losing money, the latest turn of the screw could prove to be fatal. But it would be a big mistake to conclude the same about either of Europe's dominant budget airlines, Ryanair and easyJet, with their strong balance sheets, modern fleets and strong cultures of low-cost operation.

Ryanair's combative boss, Michael O'Leary, seems almost to welcome Mr Bisignani's Jeremiad. Announcing a 20% increase in full-year profits to €481m ($680m) on June 3rd, he admitted that if oil prices do not fall, his airline will merely break even in this financial year. But his message was still bullish. “A downturn in the industry is badly needed,” he said. “The great thing about oil at $130 a barrel is that you will hear less of this environmental guff about taxing air travel, and it will see off a lot of the inefficiency in the system.” He not only expects some airlines to disappear, but he believes that the likes of BA, “which is levying surcharges faster than it's losing bags at Terminal Five”, will end up handing more business to Ryanair.

Geoff van Klaveren, an airline analyst at Exane BNP Paribas, calculates that BA's £6 ($12) fuel surcharge on short-haul flights would be worth an 8% yield increase for Ryanair and 6% for easyJet. With healthy advanced bookings, he expects pricing for both airlines to be “very strong” this summer. EasyJet's boss, Andy Harrison, is quieter than Mr O'Leary, but actions can speak louder than words. At the end of May he bought nearly £500,000 ($1m) of shares in his company.
 
He not only expects some airlines to disappear, but he believes that the likes of BA, “which is levying surcharges faster than it's losing bags at Terminal Five”, will end up handing more business to Ryanair.
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Ik moest lachen :(
 
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