Check in on Qantas New Strategy

Posted on: March 31st, 2012 by: Martin J Cowling

I am not a complete fan of Qantas survival strategy outlined by CEO Joyce in 2011. The strategy involved the following key elements:

  1. Paring back Qantas International to key points such as Hong Kong, Bangkok, Los Angeles, Santiago and Dallas, handing passengers over to One World partners at those points
  2. Creating a Premium airline in Asia in conjunction with an Asian partner called  RedQ, RedQ Executive Flyer, OneAsia or RedSky, all names Qantas trademarked in Jun-2011  This carrer would operate an initial fleet of eight A320s, growing to 11 in the medium-term, focused on service to key medium-haul Asian destinations like China and India as well as to Australia.
  3. Growing Jetstar in Asia
Mr Joyce said in Aug-2011: “As a nation we used to fly over or via Asia, on our way to Europe. Now we fly to Asia, both for business and relaxation. And as Asian economies grow, the future will be about travel both to and within Asia,”

Strategy one has started with Qantas pulling out of services to London from both Hong-Kong and Bangkok.  The Auckland-Los Angeles services will go in April this year. The airline also added Santiago and dropped Buenos Aries. This means Qantas International is now very light on. Compared to Qatar, Etihad and Emirates, Qantas is starting to look very shabby. Acknowledging the subsidies and favourite tax treatments of some of these airlines, they all offer what is perceived to be very good service on very new aircraft to a very large range of destinations. Despite Mr Joyce’s rhetoric, Qantas International does not fly to key cities in Asia such as Bangalore, Beijing, Delhi, kuala Lumpar, Kyoto, Seoul and Tapei and the carrier will soon drop Mumbai.

As for strategy two, Qantas CEO Alan Joyce emphatically said there were ‘no plans’ or discussions with China Eastern concerning a jointly owned premium carrier (RedQ is one possible name). This strategy has failed to  get traction in Singapore or Malaysia.   Singapore was ruled out after active lobbying from national carrier Singapore Airlines and problems getting landing rights for China. Malaysia became more of interest when Malaysia Airlines announced its intention to join One World.  It also announced an equity swap with Air Asia. However, Malaysian have already planned  their own premium airline named “Sapphire” and Malaysian lost $780million last year.  Qantas pulled the pin on March 12. Next steps anyone? The question on everyone’s lips is: “What is Plan C for Red Q?” One wonders if it is completely dead?

Strategy three  is full throttle, with this week’s decision to form Jetstar Hong Kong with China Eastern Airlines.This move aims to tap into both the Hong Kong and Chinese markets. Jetstar says that budget airlines account for under five per cent of the  Chinese market.  Hong Kong, however, has not been kind to low cost carriers with Oasis Air shutting down in 2008 and Viva Macau Airlines collapsing in 2010.  Qantas and China Eastern are  contributing just $US198 million in start up capital is needed  from both Qantas and China Eastern. With three A320s in 2012 moving to 18 by 2015 this gives  Qantas  rapid passenger growth for a very low cost.

So Qantas Strategy? Two thirds on track?

 

 

Wacky Wednesday? Air Pacific Nationalises

Posted on: March 28th, 2012 by: Martin J Cowling


Today’s wacky Wednesday post is a little different. Is what Fiji doing with their carrier Wacky?

The Fijian government led by Commodore Frank Bainimarama seized power in a coup d’état in December 2006. Fiji has been running against the world and pushing back against Australia since then. Australia and Fji expelled each other’s diplomats in 2009 and Fiji has been increasingly making it  difficult for foreign owned [often Australian controlled]  businesses to operate. Now the “war” has moved to the air.

Air Pacific, the flag carrier, was Fiji Air. It was founded in  1951 by Gatty, an Australian aviator. 70 per cent of all travellers to the island nation use Air Pacific, although competition by the two Australian carriers  Jetstar, owned by Qantas and Virgin Australia has been steadily increasing. Air Pacific flies to points in Australia, New Zealand and USA plus key Pacific islands. CEO Dave Pflieger (who came in 2010 from Virgin America) has been leading a restructuring project. The carrier is today owned by:

  • the Fijian government (51%
  •  Qantas (46.32%).
  • Air New Zealand (3.7%)
  • the governments of Kiribati, Tonga, Nauru and Samoa  (minor stakes)
I am not sure how and when Qantas got the stake in Air Pacific but it is no secret that Qantas has wanted to sell for many years. The obvious buyer is the Fijian government but the parties haven’t been able to agree on terms and price. Qantas in 2010 proposed a price of $F70 million (about $US39.5 million)This week, though, the government of Fiji has forced Qantas hand.A new Civil Aviation Decree requires that at least two-thirds of Air Pacific’s board be Fijian, and that the airline be “under actual and effective control of Fijian citizens”. They have said that while Qantas will still be entitled to dividends (when and if paid), it no longer be able to exercise control over the annual operating budget, the appointment of the airline’s chairman, routing or other key management decisions. A spokesperson for the government has said they want to fly to countries which they have recently established relations with. These two countries are Georgia (the country not the US state) and Russia who are competing for attention in the islands. Flights between those two countries do not strike me as making much economic sense. Moscow- Bangkok-Nadi anyone? Maybe charter flights for Russian holiday makers?
I think there are some negative implications with this nationalisation move:
  1.  the value of the airline will be reduced,
  2. the potential value of the Qantas stake will be eroded. I don’t think it will stop Qantas selling but they may not be thrilled with he final price,
  3. More importantly, it will be harder to sell stakes to third parties outside Fiji which reduces the pool of potential investment now and in the future,
  4. This move wont help attract capital and Air pacific is already woefully undercapitalised. This has limited expansion and growth. For example, in 2011, Air Pacific canceled their entire order of eight 787s after two horror financial  years,
  5. For some passengers, the diluting of Qantas involvement may be a reason not to fly Air Pacific and push more passengers to Jetstar and Virgin,
  6. There are signifiant links between Qantas and Air Pacific’s frequent flyer programs which also build the case for flying Air Pacific.

This move potentially sidelines Air Pacific and consigns to an ever shrinking network, capacity and fleet. If this is the result, then this move is wacky. I am curious to see what CEO Dave Pflieger (pictured here) does next.

I have often thought that Air Pacific should stitch up deals across the region creating a mega airline with Air Caledonia, Air Tahiti Nui, Solomon Islands, Air Nu Gini, and covering all Pacific islands countries. Instead of a lot of small carriers all competing, one could take on the world taking passengers across the region. No way are we going to see that idea which may prove to be as wacky as the effective nationalisation of Air Pacific.

Tuesday Trip Report: United: London-Washington

Posted on: March 27th, 2012 by: Martin J Cowling

 

I flew four days after the finalisation of the United-Continental merger and four days after the new combined reservations system had commenced. Thought I would test things didn’t I? This flight was the 830th I have ever flown in my life and was my 93rd flight with United and/or Continental. The flight itself was pretty okay. It was about what I would expect from the pre merger United so if I was expecting a dramatic leap to being one of the world’s greatest airlines as promised by United CEO, I didn’t see it. I have long regarded United as one of the worst legacy carriers in the world along with American Airlines and US Airways. Two previous posts  Thats it United, and United 757: Uber Fail pretty much sum up my feelings for the airline.  Although I do try to approach every flight with an open mind. Continental, however, I always saw as holding their own in the airline world and keep hoping their influence will influence the merged airline.

Booking: 7 out of 10

I had an existing United LHR-WAS booking.  I changed the date of travel with an agent over the telephone as the online system would let me do it! The agent changed my flight, quoted me the fare change fee, collected my credit card number for payment and emailed me an itinerary. That was the last I thought of the matter. My Mistake!

Check In: 7 out of 10

I attempted to Check in on the new United.com. This site looks and feels like the old Continental.com which I found disconcerting! The system would not, however, let me check in so I called reservations. As I waited on hold, an announcement apologised for the wait, advising that I try after 72 hours unless it was urgent. This call volume was largely due to the change over of systems, a problem reported in quite a few media outlets. I did get to choose a good  seat online!

Unable to use the online system, I got to Heathrow super early and was first in line for check in. The check in agent paused and sighed. It seems I had not been ticketed properly hence why I could not check in on-line. The agent blamed the new reservations system. Annoyingly. the fee I thought I had paid had vanished.  Now I sighed. The next thing I knew, I had four agents serving me as they discussed how best to navigate the “Continental” reservations system to issue a ticket. There was much joking and complaining as the agents worked out the system for 15 minutes. One complained that she felt she was working for  Eastern (the now defunct Miami based airline) because they felt the new res system was so old! Eventually I got a boarding pass. But I was still concerned,  at the airport, that I might have paid two change fees to United.  I was really glad I had come to the airport early though.

Boarding: 8 out of 10

Boarding the 777, was very smooth as the plane was quite empty.  No crew welcomed passengers on board apart from  the couple at the door. This US custom of ignoring boarding passengers always strikes me as counter productive. I commented on how different airlines welcome people aboard last year.

On Board: 4 out of 10

United Economy on this 777 was 2/5/2. Other airlines aim for 3/3/3. This layout gives the impression the plane is more crowded than it is. I pity the person in the middle seat of the economy rows. Of course when there are few passengers then five seats gives a nice stretch.

Seat pitch (the distance between seats is 55″in Business, 34″ to 36″ in Economy Plus and in 31″ in  Economy.  Width is 18″ in Economy and 20.5″ in Business.

First class has ten Flat bed seats.

United provides no amenity kits to Economy class passengers. It has very thin small pillows and miniature sized blankets available.

 

Takeoff and Landing: 8 out of 10

We pushed back eight minutes early and joined the long line of aeroplanes waiting to take off.  Soon the huge powerful 777 engines roared into life and we were away. The 8 hour 20 minute flight was very uneventful and despite traffic control constraints at Washington Dulles, we landed nine minutes early – in other words, we gained one minute through the flight!

Meals: 3 out of 10

Catering was up to the usual United standard. Awful. Sad Salad. Tasteless over cooked main meal and revolting dessert. Cabin crew were not overly interested. They did do a couple of water runs but were not very engaged with passengers. I checked in mid flight to see what snacks they had. Not much! 

Entertainment: 3 out of 10

To be honest, I was so tired,I fell asleep pretty much straight away and I don’t recall much about the entertainment on this flight! Every seat has a personal video screen ith nine channels and Airshow. First class also have access to a further 14 channels via digital player. I did watch an episode of The Office and Big Bang Theory. I must admit after flying Qantas, Emirates, Air New Zealand etc which all have entertainment systems that give you multiple movies, TV shows and news, it is a shock coming back to United’s offerring. At least its a step up from the single screen in the middle of the cabin! I do know that United are upgrading their entertainment systems.


The Verdict

My rating: 63% (3 out of 5). My overall rating of the pre merger United over many flights, is 3.5 out of 5 so we are about the same. It interests me how many Americans would only experience this level of service and not realise that many European, Asian-Pacific and Middle Eastern carriers kill United in this area. In fact, United’s CEO, acknowledged that United needs to do better,  to the Australian business community. I do note that the Asian carriers and helped by much lower cost structures and many of the Middle Eastern carriers are in fact heavily subsidised.

Positives:  777 (I love that plane), 9 minutes early,- I am really pushing here!

Negatives: Meal, disinterested staff, lack of snacks, seat layout in Economy, no amenities kit

Would I ride them again? I say NO.  Every time I do fly them, I remember why I don’t like flying United. I am still crossing my fingers that the Continental magic will improve their overall performance.

My Last Trip Report: March 20: Thalys-Paris to Amsterdam

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This Week: March 26 to April 1

Posted on: March 25th, 2012 by: Martin J Cowling

I am in sunny Perth, Australia! Anyone else here? Any tips or advice for the week?

I have no flights for a whole week! Luxury!

Have a great week.

Armavia Ailing or Aspiring?

Posted on: March 23rd, 2012 by: Martin J Cowling

 

Few will have heard of Amravia but this week they sounded like they were about to join the list if bankrupt airlines for 2012. Armavia is the national airline of Armenia, a small landlocked  mountainous country in the South Caucasus region of Eurasia. It  was part of the USSR.

Armavia was established in 1996, with commercial flights to Russia and Turkey starting in 2001. It had a strategic alliance with Russian  S7 Airlines who owned 68% of Armavia for a while. The carrier took over flights from Armenian airlines which went bankrupt in 2003 and then it absorbed flights operated by Armenian International Airways  which collapsed in 2005.

It has a smallish fleet of eleven planes and was launch customer for the Sukhoi Superjet 100 last year. They named it after the first cosmonaut, Yuri Gagarin. (Ironically, one of the largest orders for the Superjets  was from the now defunct Malev Hungarian Airlines). Their second Superjet 100 comes in April, 2012.

They fly to points in Europe (eg Amsterdam, Lyon, Milan, Venice), Middle East (eg Tel Aviv, Beirut, Dubai, Istanbul), Russia (Mosow, Volgograd) and Ukraine (Kiev, Odessa). Most flights orginate from Zvartnots Airport 12 km (7.5 mi) west of the Armenian capital:  Yerevan.

For much of 2011, they have been clearly in a cash flow crisis. They dismissed staff very quickly after the European summer of 2011. In addition, there have been rumors that the airline is up for sale.  Armavia flights have been delayed because of the company’s high debts to Zvartnots Airport which twice surpasses the norm set. In December they reduced all fares by 7 per cent- one wonders if to generate cash. The Federal Russian Air Transport Agency (Rosaviatsia) suspended flights in Russian airspace until air navigation fees were settled.  On March 6, Armavia promised this payment by March 20.

On the same day, the airline went on “strike”, refusing to pay fees on flights out of Zvartnots Airport in protest of the high fees at that airport. The Managing Director of Armavia,  Mikhail Baghdasarov said “either we declare bankruptcy or Zvartnots Airport lowers its tariffs by 25 percent“. There was an agreement on March 14, 2012 between the airport and the airline which has been kept confidential.  The company said is preparing for a “busy summer” and intends to acquire new types of aircraft.

So is Armavia ailing or aspiring?

 

 

Invention for Slow walkers

Posted on: March 21st, 2012 by: Martin J Cowling

One of my frustrations in Airports are people who meander. Some people wander slowly through airports because they are lost or confused or stressed and some because they are day dreaming. These individuals (and groups) walk slowly on travelators, stop for discussions at the top of escalators, hold the button on the lifts (elevators) and bunch at the doors of airports. Drives me crazy!!

I am always trying to minimise my time in an airport, so I want to plow through. I am also familiar with airports and how to quickly get to gates. I have to remember, not everyone is as adept at airports.  This video shows one man’s attempt to deal with the situation.

Would it work in your airport?!!

Trip Report: Thalys – Paris – Amsterdam

Posted on: March 20th, 2012 by: Martin J Cowling

I love trains! Always have. Travelling from Paris to Amsterdam recently, the logical thing was to book a flight.In fact, the friends I was meeting, assumed I would fly in.

There is an amazing alternative, which means I got to ride a train! Thalys is a direct train service using High Speed lines to key destinations on two routes: Paris-Brussels-Cologne-Essen and  Paris-Brussels-Antwerp-Amsterdam.  Thalys International company is owned by the SNCF French Railways -62%, Belgium Railways (NMBS/SNCB ) -28% and German Railways ( Deutsche Bahn)  -10%.

Thalys has no meaning and can be spoken, understood and recognised by travellers from all of the countries served by its trans.  The Thalys logo is a feminine face in profile over a white arrow symbolising speed.

The distance between  Paris and Amsterdam is 430 km (267 miles). I proved to myself (and to my friends) that there is absolutely no reason to fly between  the two cities. The plane takes 1 hour 15 minutes. Add travel time to and from the airport at each end (say an hour total) and check in time (an hour), your travel time is about the same.

Booking- 8 out of 10

Bookings for these trains is compulsory. You cannot just rock up and buy a seat on board. Thalys on line booking system is very easy. The website is available in English, French, Dutch and German. Thalys offer two fare classes:

  • Comfort One- more room- a meal served at the seat, free WiFi and free newspapers
  • Comfort Two-standard economy class
As I searched for the cheapest fare, I found a seat in Comfort One that was 24 Euros cheaper than the cheapest seat in Comfort Two: 80 Euro compared to 104. Looking at other dates, there were quite a few occasions when a ticket in Comfort One was cheaper than Comfort Two. It is worth investigating. This is the one drawback of what was a very good system. This discounted opportunity, was a little hidden. So search carefully. Cheaper
Thalys offer ticketless travel which means your confirmation is emailed with barcode. You can also get it texted to your phone, along with texts in relation to travel delays and reminders. Your seat is allocated upon booking.I could not find a place to change your seat if you chose to.

Boarding- 10 out of 10

The train left from Gare du Nord, a sprawling station in the North of Paris. The station is home to Eurostar trains to London, Thalys, SNCF High Speed and Regional Regional Trains, RER suburban lines and Metro lines.

Guess who was late? I got to Gare du Nord with only minutes to spare. Train doors on Thalys close two minutes before departure usually, so I rushed along the platform.  Concerned I would run out of time hopped onto the first Comfort One carriage I saw hoping I could walk through the train. Unfortunately I discovered that the train was a combination of two train sets joined together. I could not walk into the front train set! Worse, is that while the front train set was going all the way to Amsterdam, the rear train set would be de coupled at Brussels. The train guard who happily accommodated me in a new seat, advised me I had five minutes at Brussels to move to the front train. He also advised the other guard of my situation so he would be looking out for me.

At Brussels, he helped get me off the train, cleared some Belgian students from my path and pointed in the direction of the front of the train. Great service. I boarded my correct carriage and found my seat easily.

What impressed me was that the train needed only a five minute wait time in Brussels and this including decoupling two trains. Why does Amtrak insist on a 30 minute wait for its Northeast regional services in New York?

Trains are wheelchair-accessible and the platforms are at door height which means that there are no stairs or gaps boarding trains. Carriage numbers are clearly illuminated.

The Trains

Thalys has two types of train: PBA and PBKA, all owned by the French railways and painted a cherry red with a silver stripe with the exception of the Tintin train, specially painted last year for the launch of the movie!. The PBA
of which there are nine of them can operate using three different types of overhead electric curent and the PBKA (17 exist) can use the four different types found on their routes. Top speed of the trains is 185mph or 300km/h. The pantographs on the Thalys trains had to be modified to limit their extension, to allow them to operate in the Netherlands which has some very low drawbridges.

On Board- 10 out of 10

Comfort One was about two thirds full and felt very roomy. Seats are arranged 1/2. In Comfort Two seats are arranged 2/2 . Carriage layout is here.
There was plenty of luggage room above the seats and at each end of the carriage. Officially, each traveler is entitled to a maximum of two suitcases and a piece of hand luggage. I had  a table for my laptop. There was a power outlet for recharging.

 

Safety Briefing

Thalys did not provide a detailed safety briefing. Announcements were multi lingual and minimal.

Meal – 5 out of 10

My seat in Comfort One included a free meal served to my seat. The “meal” consisted of a choice of a sweet or savoury pastry, a yoghurt and a drink. I chose Perrier! This is hardly a meal. It was mid afternoon so I wonder if at lunch or dinner times, there is something more substantial?

Service was friendly and very multi lingual. The staff served every customer in the carriage in their own language.

There is a bar in the middle of the train serves drinks, sandwiches and hot dishes.

 

The Ride: 10 out of 10

The train smoothly accelerated out of Paris du Nord right on time on a mild and sunny Sunday afternoon. We rolled through the Paris suburbs and then 16.6 kilometres (10 miles) from Gare du Nord moved to the LGV Nord high speed line which takes trains from Paris to Lille, London and the Belgian border. Euostar trains use this line and there are even direct trains from London to Eurodisney which pass this way. Very soon, my cell phone chirped twice to tell me it was changing phone providers from the French to Belgian phone services.  This was the only sign that I had crossed the border into Belgium.We were now running on the Belgian High Speed line HSL 1 (see Wikipedia map above) which continues until 17 kilometres from Brussels Midi Station. At that point maximum speed for the train falls to 200km/h (120mph). It was raining in Brussels and the city looked very grey compounded by the approaching dusk.

From Brussels to the Northern Belgian city of Antwerp a 47 kilometre trip, the train speed dropped to  160 kilometres per hour (100mph) on an upgraded regular line and the scenery outside got darker as evening drew in. After Antwerp, it was back to high speed running to the Dutch border (although in some countries 160km/h is considered high speed!). Another two chirps on my mobile told me I had switched from the Belgian to Dutch mobile network. Amazing that once upon a time, the train would have stopped for a border and customs inspection! We were now on the Hogesnelheidslijn Zuid, (High-Speed Line South!), the newest segment of this high speed line. It was dark now so I could not see much of the Dutch countryside. The train paused at Rotterdam and then sailed into Amsterdam station right on time after exactly 3 hours 19 minutes of train travel.

Noise inside the train was quite muted. Ride was very smooth.

 

 


Wifi – 7 out of 10

Connecting to the free wifi was easy. Remaining connected was a challenge. Connection seemed to drop. Download speeds varied from reasonable to non existent. This was very frustrating.

 

The Verdict

My rating: 93% (4.5 out of 5).

Positives:  Cabin, Roomy, free wifi, great staff, convenience, speed

Negatives: Meal, wifi slow

Would I ride them again? Yes, yes, yes.

Commentary:  The distance on this route (430km -250miles) is about the same as Sydney to Coffs Harbour in Australia which takes the XPT (Express Passenger Train) eight hours 50 minutes.

In the  USA,  Chicago to Saint Louis is a similar distance – Amtrak takes five hours and 20 minutes (when on time..they were an hour delayed en route when I rode it last). On the East Coast Boston and Philadelphia, a similar distance will take four hours and 56 minutes with Acela and almost six hours by ordinary train. Its also about the same distance between Dallas and San Antonio which takes Amtrak 10 hours and 5 minutes.

Imagine shrinking all of those times down to just over 3 hours.

My last Trip Report: March 13: Gulf Air – Bahrain (BAH) to Abu Dhabi (AUH) Embraer 170

This Week: 19th to 25th March

Posted on: March 19th, 2012 by: Martin J Cowling

I fly from New York to Melbourne via Los Angeles and Sydney (United and Qantas with a sector on my beloved 380!) bringing my flights for the year to 25 from 22 airports in 9 countries on 4 continents with 10 airlines! So much for flying less in 2012!

On my Qantas flight to Sydney, my total miles will exceed 1, 200 000 air miles flown in my life (five times between earth and moon) and a scarey 17 weeks inside planes! Check out myFlightmemory for more information.

Home briefly before heading to Perth, Western Australia (flight 26 for 2012 and 838 in my life!) Accommodation is very expensive in that city thanks to the mining boom.

Where are you travelling to?

Air India and the 787 revisited

Posted on: March 18th, 2012 by: Martin J Cowling

On July 18, 2011, I declared that it was unlikely we would see a promised Air India 787 flying non stop between Melbourne and Delhi by October of that year. I was right.

More recently, the Premier (Leader) of the state of Victoria, Australia (capital Melbourne) led a delegation to India where discussion about this proposed service occurred with India’s civil aviation minister. It is now believed a direct Melbourne- New Delhi service will start in 2013.

The airline expects to get their first 787 in May 2012 with seven delivered by March, 2013. It is believed Boeing has agreed to compensate the airline about $500 million dollars for the delay.

Air India are saying their recovery will largely be driven by the use of this plane. I am not fully sure of the connection myself. There are a lot of other things Air India need to do to get their house in order.

Related Posts

Air India to start 787 service to Melbourne in October! NO!

Direct Air Directionless

Posted on: March 17th, 2012 by: Martin J Cowling

To the list of defunct airlines in 2012: Air Australia, Air Zimbabwe, Spanair and Malev, we can add the latest collapse of an airline: Directair.

After suspending  all of its scheduled flights in the middle of the spring break travel season last week, there probably was not much left to do. White knights are few and far between in this economy. Initially they promised a resumption of service on March 15. This resumption was delayed until May 15. Now that option has gone. Court documents show the company has at least  $10 million in debt and just $500,000 to $1 million in assets

This is not a carrier I have tried. Their model was slightly different as they had no aircraft. Instead Direct would sell seats on services and then contract other carriers to fly those services.  They started flying in 2007  from the Myrtle Beach, South Carolina to three destinations. They had 16 destinations as at their grounding date including their Myrtle Beach hub:

  • Fort Myers, Lakeland, Orlando, West Palm Beach in Florids
  • Rockford (Chicago area) and Springfield in Illinois
  • Worcester (south of Boston) in Massachusetts
  • Kalamazoo/Battle Creek in Michigan
  • Newark, New Jersey
  • Nigara Falls, Plattsburgh in New York
  • Columbus, Toledo in Ohio
  • Allentown and Pittsburgh in Pennsylvania

As with other groundings this year passengers had little notice and were stranded in airports around the country. Surely there must be some system or scheme that automatically guarantees a passenger will get home if a carrier goes bust?

The collapse will also impact significantly on a number of smaller airports in the USA which will hurt those local economies significantly.

One more bit of trivia: no new airlines have started this year and with rising oil prices, I cannot see any more. In fact, I am expecting a  grim year for airline closures.

 Related Posts

Malév Malaise- Hungary’s flag carrier demise

Air Australia Grounded- Shock! Not. 

Air Australia Grounded- Shock! Not.

 

 



 

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