No-frills kangaroo ready to hop
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Good one Waldo 
but I think that may go over some peoples heads and taken in true belief.
Should have it as a "quote" , as that's how I've heard it from them.
To overlook constantly their own fully QF S.O.P.'d and Sim'd (and Entry Level Tested @ Easterns) Turbo-Prop Regional brothers is at their own peril. Many having changed guernseys already and are actively looking elsewhere, not to mention being already at the starting gate for this new LCC puppy.
but I think that may go over some peoples heads and taken in true belief.Should have it as a "quote" , as that's how I've heard it from them.
To overlook constantly their own fully QF S.O.P.'d and Sim'd (and Entry Level Tested @ Easterns) Turbo-Prop Regional brothers is at their own peril. Many having changed guernseys already and are actively looking elsewhere, not to mention being already at the starting gate for this new LCC puppy.
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Forget about using the 717's as they lack the range/flexibility of the 737s.
Secondly you can forget about Qantas 'opening the floodgates' to say,employees of Impulse as they protect their pilot recruitment criteria as surely as the nazi's tried to protect their so-called "aryian superiority".
Last point is that if guys have to resign from QF to join this LCC whats stopping QF selling it off a few years down the track?
Secondly you can forget about Qantas 'opening the floodgates' to say,employees of Impulse as they protect their pilot recruitment criteria as surely as the nazi's tried to protect their so-called "aryian superiority".
Last point is that if guys have to resign from QF to join this LCC whats stopping QF selling it off a few years down the track?
Hugh Jarse - I normally enjoy reading your posts but your inference that AIPA only looks after B744 pilots shows an ignorance of the facts. The role of a professional organisation is to 1. Preserve jobs for its members, 2. Preserve conditions for its members and then 3. Improve conditions for its members. Examples of AIPA adhering to these principles are:-
The last two EBA's have significantly addressed a lot of the rostering problems that B767 crews have suffered for a number of years.
The A330 has been introduced with a large amount of flexibility between short haul & long haul awards with a good pay structure (more than B747 classic).
When Australian Airlines was being developed, AIPA acted to preserve jobs for its members resulting in pay and conditions on AA's B767's that are very appealing to many QF pilots and continued promotion opportunities.
Significant gains on the B737 (especially for F/O's) have been achieved in recent EBA's despite management insistance on "convergence" with DJ B737 costs. Also, jobs on the B737 were saved when pressure from AIPA caused GD to purchase B737-800's in lieu of A320's flown by cheaper non QF pilots (rumoured to have been NJS).
Perhaps it is this last issue which caused you to be bitter about AIPA. Their actions to preserve jobs for their members caused you to miss out on flying a shiny new A320. If NJS, Impulse, Eastern, Sunstate pilots were able to be members of AIPA you would see the full resources of AIPA working for them also.
Look forward to your usual balanced posts. GB
The last two EBA's have significantly addressed a lot of the rostering problems that B767 crews have suffered for a number of years.
The A330 has been introduced with a large amount of flexibility between short haul & long haul awards with a good pay structure (more than B747 classic).
When Australian Airlines was being developed, AIPA acted to preserve jobs for its members resulting in pay and conditions on AA's B767's that are very appealing to many QF pilots and continued promotion opportunities.
Significant gains on the B737 (especially for F/O's) have been achieved in recent EBA's despite management insistance on "convergence" with DJ B737 costs. Also, jobs on the B737 were saved when pressure from AIPA caused GD to purchase B737-800's in lieu of A320's flown by cheaper non QF pilots (rumoured to have been NJS).
Perhaps it is this last issue which caused you to be bitter about AIPA. Their actions to preserve jobs for their members caused you to miss out on flying a shiny new A320. If NJS, Impulse, Eastern, Sunstate pilots were able to be members of AIPA you would see the full resources of AIPA working for them also.
Look forward to your usual balanced posts. GB
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The whispers seem to be more and more of Impulse to be the 'new' LCC. Probably very wrong but how I see it,
QantasLink Turboprops - EAA/S'state DHC8-2/300 (Fleet renewal)
QantasLink Jets - NJS 146/possibly ERJ 170's
LCC - Impulse 738/A320
Mainline - A330/767/747/737
Aussie - 767
Jetconnect - 737
Seems that the Impulse guys are keeping their cards close to their chest. Whats the rumours on the inside of the 'pulse'??
QantasLink Turboprops - EAA/S'state DHC8-2/300 (Fleet renewal)
QantasLink Jets - NJS 146/possibly ERJ 170's
LCC - Impulse 738/A320
Mainline - A330/767/747/737
Aussie - 767
Jetconnect - 737
Seems that the Impulse guys are keeping their cards close to their chest. Whats the rumours on the inside of the 'pulse'??
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Qantas are a funny lot; they reject people saying they don’t meet their standards, then purchase the company paint the planes in Qantas colors and say they are ok to fly jets for that company but not the real one. Dont forget these pilots were once turbo prop pilots also so yes turbo prop pilots can fly jets.
I understand that many attempts have been made by the regionals to join AIPA but have been turned away for what ever reason, I bet if the LCC grows out of Impulse AIPA will be there in a hurry.
Is it true that the AFAP and AIPA are merging?
I understand that many attempts have been made by the regionals to join AIPA but have been turned away for what ever reason, I bet if the LCC grows out of Impulse AIPA will be there in a hurry.
Is it true that the AFAP and AIPA are merging?
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Somewhere out there someone has lost the plot. Who said jets are hard to fly. You will find that the average piston twin with vapor locks and dodgy equipment is the hardest gear to fly.
It gets easier as you go!!
Cheers DM. P.S pete have you " left for Asia " yet?
It gets easier as you go!!
Cheers DM. P.S pete have you " left for Asia " yet?
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Hmmm
Gidday Going Boeing,
It seems that AIPA are doing their job according to your evidence. However, my remarks are based upon a combination of discussions with friends and former work colleagues who now fly B737/767, and what I read on Qrewroom. I realise people who post on BBS's often are having an "internet whine", but it seems not everyone is convinced AIPA is going far enough to protect (in particular) the incumbents against companies such as JitConnict, etc. I'm not having a go, just expressing my observations over the last couple of years.
Not quite true, GB. I'm under no misapprehensions what career path I have in my current employ, after several years of repeated disappointments 
. We were never in the running for 'French Chainsaws'.
Regionals being represented by AIPA? You'd be surprised how often thar topic is raised in the crew room...
Have a good day
It seems that AIPA are doing their job according to your evidence. However, my remarks are based upon a combination of discussions with friends and former work colleagues who now fly B737/767, and what I read on Qrewroom. I realise people who post on BBS's often are having an "internet whine", but it seems not everyone is convinced AIPA is going far enough to protect (in particular) the incumbents against companies such as JitConnict, etc. I'm not having a go, just expressing my observations over the last couple of years.
Perhaps it is this last issue which caused you to be bitter about AIPA. Their actions to preserve jobs for their members caused you to miss out on flying a shiny new A320. If NJS, Impulse, Eastern, Sunstate pilots were able to be members of AIPA you would see the full resources of AIPA working for them also.
. We were never in the running for 'French Chainsaws'.Regionals being represented by AIPA? You'd be surprised how often thar topic is raised in the crew room...
Have a good day
Thanks Hugh
I understand that one of the reasons that AIPA does not represent the regional pilots (illegal to poach them) is that most of the AFAP's income is from QantasLink pilots and thus the AFAP would be decimated if they were to lose these pilots. A merger between the two organisations is impossible because of litigation outstanding from the "Great War". Personally, I would like all QF pilots represented by the one organisation as it would reduce QF managements ability to divide and conquer.
Apologies to all for going off topic. GB
I understand that one of the reasons that AIPA does not represent the regional pilots (illegal to poach them) is that most of the AFAP's income is from QantasLink pilots and thus the AFAP would be decimated if they were to lose these pilots. A merger between the two organisations is impossible because of litigation outstanding from the "Great War". Personally, I would like all QF pilots represented by the one organisation as it would reduce QF managements ability to divide and conquer.
Apologies to all for going off topic. GB
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The only reason the QF Regional Pilots are not covered by AIPA is that they, as a group, have not approached AIPA for representation.
AIPA cannot approach them under section 118 law as it would be deemed poaching and significantly bolster the coffers of the AFAP under legal challenge.
If the Regional Pilots as a group decide they want a career path into mainline and are prepared to sort out their seniority issues as a cohesive group, then I am sure AIPA would be delighted to take them on board.
It's the only way forward and must happen IMHO.
AIPA cannot approach them under section 118 law as it would be deemed poaching and significantly bolster the coffers of the AFAP under legal challenge.
If the Regional Pilots as a group decide they want a career path into mainline and are prepared to sort out their seniority issues as a cohesive group, then I am sure AIPA would be delighted to take them on board.
It's the only way forward and must happen IMHO.
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My 2 cents worth....
Fly jets in the States, used to work and live in Australia...
"We must all hang together, or surely, each of us will hang."
-Benjamin Franklin
The days of THE pilots dispute seem to linger as more than a distant memory in all that read these posts. There was a captain at Qantas, named Geoff Westwood that believed that union representation between the international brotherhood should remain separate to that of domestic. At the time, the employers were very divided in their assumed roles of service to the general public, a case that no longer exists.
Somehow, the Australian workforce must take back control of the skies! Pay for training and other forms of indentured servitude that have long plagued GA are now spreading like a cancer in the airline ranks. This will, in time, take it's toll on contract negotiations and even safety as compromises on standards follow the power of the almighty dollar.
Since airline deregulation in the United States, more than 130 airlines have gone out of business!! Unless the Australian workforce takes control of the level of business ethics that upstart operators must abide by, you too, may find yourself ineligible to apply for a home mortgage when the bank finds out that you have worked for three bankrupt employers in the last five years.
The Air Line Pilots Association, (yes I do know how to spell "airline") has been a complete failure at reaching across the ranks of the industry. We have had airlines who were owned by the same employer vote in a different union because they felt at such contrary views over conflicts of interest concerning "regional" routes or "mainline" routes.
In the end, the regional jet has forced many mainline pilots to accept large pay cuts and the endless supply of pilot factories in Florida have turned out even more "airline pilots", some who are featured in Flying Magazine advertisements saying they couldn't even fly eighteen months prior. The consequences of these actions may not be known for many years until it comes time to upgrade.
If you want a sustainable lifestyle as a pilot, you simply must be unionised. You must not allow pay-for-training to undermine your collective bargaining abilities. You must change with the times and embrace both domestic and international sides of the industry, so that you can stand with one voice against a common foe.
The enemy should not be us. The enemy should be corporate greed, that compromises the job security of it's employees and the safety of the general public at large.
Cheers,
Chris
"We must all hang together, or surely, each of us will hang."
-Benjamin Franklin
The days of THE pilots dispute seem to linger as more than a distant memory in all that read these posts. There was a captain at Qantas, named Geoff Westwood that believed that union representation between the international brotherhood should remain separate to that of domestic. At the time, the employers were very divided in their assumed roles of service to the general public, a case that no longer exists.
Somehow, the Australian workforce must take back control of the skies! Pay for training and other forms of indentured servitude that have long plagued GA are now spreading like a cancer in the airline ranks. This will, in time, take it's toll on contract negotiations and even safety as compromises on standards follow the power of the almighty dollar.
Since airline deregulation in the United States, more than 130 airlines have gone out of business!! Unless the Australian workforce takes control of the level of business ethics that upstart operators must abide by, you too, may find yourself ineligible to apply for a home mortgage when the bank finds out that you have worked for three bankrupt employers in the last five years.
The Air Line Pilots Association, (yes I do know how to spell "airline") has been a complete failure at reaching across the ranks of the industry. We have had airlines who were owned by the same employer vote in a different union because they felt at such contrary views over conflicts of interest concerning "regional" routes or "mainline" routes.
In the end, the regional jet has forced many mainline pilots to accept large pay cuts and the endless supply of pilot factories in Florida have turned out even more "airline pilots", some who are featured in Flying Magazine advertisements saying they couldn't even fly eighteen months prior. The consequences of these actions may not be known for many years until it comes time to upgrade.
If you want a sustainable lifestyle as a pilot, you simply must be unionised. You must not allow pay-for-training to undermine your collective bargaining abilities. You must change with the times and embrace both domestic and international sides of the industry, so that you can stand with one voice against a common foe.
The enemy should not be us. The enemy should be corporate greed, that compromises the job security of it's employees and the safety of the general public at large.
Cheers,
Chris
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news.com.au
Qantas eyes Asian take-off
October 31, 2003
LOW-COST airlines have a good chance of succeeding in Asia because of rapid urbanisation in the region, Qantas chief executive Geoff Dixon said yesterday in Singapore.
"Asia has some of the largest and fastest growing urban concentrations in the world, with 130 cities having a population of more than one million," Dixon said during a lunch speech organised by the Asia Pacific Aviation Media Association.
"The population ... geographic, and income characteristics of the region are ideally suited to the development of low-cost carriers," he said.
Compared with Europe and North America, Asia was a late starter in the no-frills airlines business, with Malaysia-based AirAsia about the only carrier that had managed to successfully carve out a niche in the market.
Qantas recently announced it would launch a domestic low-cost carrier next year.
Dixon said he believed the budget airline model would eventually succeed in Asia.
"While it may not yet be universally accepted in the Asia Pacific region that low-cost point-to-point airlines are the way of the future, we at Qantas certainly foresee a day when they will be a powerful force in this part of the world, particularly on shorter haul, international routes," Dixon said.
Singapore Airlines has said it would not convert its regional SilkAir into a no-frills carrier, and was due to announce before the end of the year whether it would launch a separate budget airline.
============================================
Qantas eyes Asian take-off
October 31, 2003
LOW-COST airlines have a good chance of succeeding in Asia because of rapid urbanisation in the region, Qantas chief executive Geoff Dixon said yesterday in Singapore.
"Asia has some of the largest and fastest growing urban concentrations in the world, with 130 cities having a population of more than one million," Dixon said during a lunch speech organised by the Asia Pacific Aviation Media Association.
"The population ... geographic, and income characteristics of the region are ideally suited to the development of low-cost carriers," he said.
Compared with Europe and North America, Asia was a late starter in the no-frills airlines business, with Malaysia-based AirAsia about the only carrier that had managed to successfully carve out a niche in the market.
Qantas recently announced it would launch a domestic low-cost carrier next year.
Dixon said he believed the budget airline model would eventually succeed in Asia.
"While it may not yet be universally accepted in the Asia Pacific region that low-cost point-to-point airlines are the way of the future, we at Qantas certainly foresee a day when they will be a powerful force in this part of the world, particularly on shorter haul, international routes," Dixon said.
Singapore Airlines has said it would not convert its regional SilkAir into a no-frills carrier, and was due to announce before the end of the year whether it would launch a separate budget airline.
============================================
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Ahhh, Going Boeing, thou should remember that AIPA was definately only for the 400 brothers until not long ago they got the wiff that 73/76 and classic were all about to resign from the union because of their lack of services but still accepting the money out of the ol paypacket each and every month.
"Well now, this is not part of the script, we may actually have to start supporting the rest of the boys and girls". That is the only reason AIPA got off their incompetent a@se and did all you seem to suggest.!!! They were about to lose a sh*t load of business.
"Well now, this is not part of the script, we may actually have to start supporting the rest of the boys and girls". That is the only reason AIPA got off their incompetent a@se and did all you seem to suggest.!!! They were about to lose a sh*t load of business.
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An interesting post on 'Cabin Crew' from Peanut Pusher who
seems to be in the know:
http://www.pprune.org/forums/showthr...5&pagenumber=5
Sorry for the delay...I have another life away from pprune
Ok, I will do my best in point form to answer some questions posted during my absence.
* Yes, I'am concerned for short haul flying as it stands.
* Yes, I think there will be job losses over a long period of time.
* Yes, MAM will conduct some classes in the new year or earlier to cover the new dropping of hours for s/h as of Jan 2004. Currently there is not enough casuals in SYD or MEL to cover the estimated amount of hours released.
*BNE or ADL is still the favorite for the new LCC withh both state governments pitching hard.
*Many decissions are still to be made as Service Development has just got it's first brief this week.
*People on the short list will be used if crew are required especially language speakers. There is no current requirement for fulltime crew
*Three names are doing the executive rounds at the moment, all sound good. Board approval in Nov.
*Am I worried for my long term employment. yes, in it's current state and the money I earn.
*All LCC recruitment will be run by seperate company same as Australian, who run there own show with there own selection standard "lets not go back there"
*MAM casuals will probaly get preference in new LCC recruitment process.
*Do I think the BNE s/h base will be around in 5 years, No but thats just me looking at the business model unfolding in front of me.
*Do I think there will be progression into s/h for linkers, No I think it's a thing of the past as there will be no where to progress to in 3 years. They are looking to shrink not inflate s/h in current enviroment.
*L/H union is already talking about the removal of divisional transfers as there will be no where to transfer to the way things are playing out.
*Sorry for any short listers that have been waiting for so long, the market has changed so much in the last 12 months with Virgin going from 12% to 30% so the qantas expasion plans a year ago don't mirror the cost model of compertition today.
I must be careful how much I give away here as people are openly asking me at work if I'am Peanut Pusher. It's not hard to work out once you start putting some info I put up for your information plus my profile. Once I breech the confidence of people who give me inside info as they come across it, I'll loose there contact forever.
Then you cop a spray for being busy and actually working, so you then ask yourself "is it worth getting in trouble from both sides of this fence" ? , I think you know the answer
Good bye & good luck to everybody, hope to see you in the air
Remember never give up on your dreams
seems to be in the know:
http://www.pprune.org/forums/showthr...5&pagenumber=5
Sorry for the delay...I have another life away from pprune
Ok, I will do my best in point form to answer some questions posted during my absence.
* Yes, I'am concerned for short haul flying as it stands.
* Yes, I think there will be job losses over a long period of time.
* Yes, MAM will conduct some classes in the new year or earlier to cover the new dropping of hours for s/h as of Jan 2004. Currently there is not enough casuals in SYD or MEL to cover the estimated amount of hours released.
*BNE or ADL is still the favorite for the new LCC withh both state governments pitching hard.
*Many decissions are still to be made as Service Development has just got it's first brief this week.
*People on the short list will be used if crew are required especially language speakers. There is no current requirement for fulltime crew
*Three names are doing the executive rounds at the moment, all sound good. Board approval in Nov.
*Am I worried for my long term employment. yes, in it's current state and the money I earn.
*All LCC recruitment will be run by seperate company same as Australian, who run there own show with there own selection standard "lets not go back there"
*MAM casuals will probaly get preference in new LCC recruitment process.
*Do I think the BNE s/h base will be around in 5 years, No but thats just me looking at the business model unfolding in front of me.
*Do I think there will be progression into s/h for linkers, No I think it's a thing of the past as there will be no where to progress to in 3 years. They are looking to shrink not inflate s/h in current enviroment.
*L/H union is already talking about the removal of divisional transfers as there will be no where to transfer to the way things are playing out.
*Sorry for any short listers that have been waiting for so long, the market has changed so much in the last 12 months with Virgin going from 12% to 30% so the qantas expasion plans a year ago don't mirror the cost model of compertition today.
I must be careful how much I give away here as people are openly asking me at work if I'am Peanut Pusher. It's not hard to work out once you start putting some info I put up for your information plus my profile. Once I breech the confidence of people who give me inside info as they come across it, I'll loose there contact forever.
Then you cop a spray for being busy and actually working, so you then ask yourself "is it worth getting in trouble from both sides of this fence" ? , I think you know the answer
Good bye & good luck to everybody, hope to see you in the air
Remember never give up on your dreams
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http://www.citywire.co.uk/
Ryanair unstoppable
Published: 09:52 GMT, Mon 3 Nov 2003
By Rodney Hobson, Larger Companies Correspondent
Low fare airline Ryanair continues to confound the sceptics and as long as chief executive Michael O'Leary can turn any adversity into positive publicity it will thrive.
Results for the half year to September have beaten expectations with a 16% rise in pre-tax profits to €176 million (£120 million). Traffic was up 45%, which does draw attention to the one concern: O’Leary admits that fares are being driven lower.
In the latest period Ryanair fares were 12% lower, so total revenue, up 28%, failed to keep pace with the 32% rise in costs. Still, 11.3 million passengers were carried compared with 7.8 million in the same period last year.
O’Leary said the record profits had been achieved in ‘adverse market conditions across Europe‘. His low fares model ‘delivers extraordinary growth and exceptional profitability in an industry more often characterised by losses’.
The war in Iraq, high oil prices and the sluggish European economy were all overcome with panache. Ryanair has taken delivery of 18 new Boeing aircraft, acquired, restructured and relaunched Buzz, opened two new bases and launched over 50 new routes.
Some routes, mainly from Stansted and Stockholm, have under performed but this will be dealt with in decisive Ryanair fashion. We can expect those that fail to come up to scratch to be ditched early next year. Ryanair now has so many destinations, and is talking to 50 more airports about setting up new routes, that it can mix and match to maximise passenger numbers.
Citywire Verdict
Ryanair continues to set the agenda for the airline industry in Europe and we can expect further rapid progress. There is no reason to fear that the airline will over extend itself as it copes with expansion without any signs of strain so far.
Chief executive Michael O’Leary has put quite a few backs up but he fights his corner and is likely to succeed in beating down the bureaucrats in Brussels, where his subsidy at Charleroi is still under investigation, and in Ireland, which is exasperating him by its slow progress towards freer competition.
Life is tough in the industry but if the weak go to the wall they will not include Ryanair. Progress may not be so spectacular in the rest of the financial year, but then again O’Leary has managed to beat forecasts often enough to suggest that he can do it again.
©2003 Citywire
=========================================
London "Evening Standard"
Ryanair set to overtake BA
Robert Lea, Evening Standard
3 November 2003
UDGET airline Ryanair will be flying more passengers around the UK and Europe than British Airways by Christmas, its chief executive claimed today.
'Of course we will be overtaking BA,' said Michael O'Leary. 'We have already overtaken them in the UK and as for Europe - that depends on the rate at which BA remains in decline.'
Ryanair today reported 45% growth in passengers to 11.3m in the six months to the end of September and latest figures show that it is within a couple of thousand passengers a day of overhauling BA.
However, Ryanair's passenger growth is overshadowed by ever-thinning profit margins. In addition, the rate of profits growth has stalled.
At the interim stage, including the £4.1m exceptional costs of taking over Buzz, rising route costs and the interest charges on its new Boeing aircraft, pre-tax profits rose 11% to e187m (£128m).
O'Leary said the carrier was continuing to grow despite what he believes is 'a concerted campaign of dirty tricks' by traditional full-service airlines.
This is culminating in a European Commission investigation - expected to end this month - into taxpayer-fuelled incentives paid to get Ryanair to fly to Charleroi, near Brussels.
But it has also included challenges to Ryanair's arrangements at other publicly-owned airports including Strasbourg and Pau in France, Niederhein in Germany, Aarhus in Denmark and Haugesund in Norway.
Meanwhile, holidays and weekend breaks for owners of second homes in France were under threat, after the airline warned some of its routes will be cut because they are not making money.
'Some of our new routes from Stansted this summer to the low countries and one or two French destinations have under-performed,' said O'Leary.
'Unless there is significant improvement in load factors [passenger numbers] through the winter, then we will replace a small number of these with alternative destinations and services.'
O'Leary refused to name the airports but those in France include Brest, Clermont-Ferrand and St Etienne.
Low countries services facing the axe may include Ostend-Bruges and Maastricht. 'The simple fact is that some of the airports we are flying to are not just giving the service that we want or that our passengers expect,' added O'Leary.
The arrival of budget airlines resulted in a huge growth in the number of people buying holiday homes. Thousands have bought properties as advertisements for homes in the south-west of France promise: 'Ryanair, 40 minutes'.
In recent months Ryanair has opened up new routes between Stansted and Baden-Baden in Germany, and between Bournemouth and Girona. Last month its new routes included Stansted to Tampere in Finland, Prestwick to Gothenburg and from Birmingham to both Murcia and Girona.
©2003 Associated Newspapers Ltd. All rights
==========================================
Ryanair unstoppable
Published: 09:52 GMT, Mon 3 Nov 2003
By Rodney Hobson, Larger Companies Correspondent
Low fare airline Ryanair continues to confound the sceptics and as long as chief executive Michael O'Leary can turn any adversity into positive publicity it will thrive.
Results for the half year to September have beaten expectations with a 16% rise in pre-tax profits to €176 million (£120 million). Traffic was up 45%, which does draw attention to the one concern: O’Leary admits that fares are being driven lower.
In the latest period Ryanair fares were 12% lower, so total revenue, up 28%, failed to keep pace with the 32% rise in costs. Still, 11.3 million passengers were carried compared with 7.8 million in the same period last year.
O’Leary said the record profits had been achieved in ‘adverse market conditions across Europe‘. His low fares model ‘delivers extraordinary growth and exceptional profitability in an industry more often characterised by losses’.
The war in Iraq, high oil prices and the sluggish European economy were all overcome with panache. Ryanair has taken delivery of 18 new Boeing aircraft, acquired, restructured and relaunched Buzz, opened two new bases and launched over 50 new routes.
Some routes, mainly from Stansted and Stockholm, have under performed but this will be dealt with in decisive Ryanair fashion. We can expect those that fail to come up to scratch to be ditched early next year. Ryanair now has so many destinations, and is talking to 50 more airports about setting up new routes, that it can mix and match to maximise passenger numbers.
Citywire Verdict
Ryanair continues to set the agenda for the airline industry in Europe and we can expect further rapid progress. There is no reason to fear that the airline will over extend itself as it copes with expansion without any signs of strain so far.
Chief executive Michael O’Leary has put quite a few backs up but he fights his corner and is likely to succeed in beating down the bureaucrats in Brussels, where his subsidy at Charleroi is still under investigation, and in Ireland, which is exasperating him by its slow progress towards freer competition.
Life is tough in the industry but if the weak go to the wall they will not include Ryanair. Progress may not be so spectacular in the rest of the financial year, but then again O’Leary has managed to beat forecasts often enough to suggest that he can do it again.
©2003 Citywire
=========================================
London "Evening Standard"
Ryanair set to overtake BA
Robert Lea, Evening Standard
3 November 2003
UDGET airline Ryanair will be flying more passengers around the UK and Europe than British Airways by Christmas, its chief executive claimed today.
'Of course we will be overtaking BA,' said Michael O'Leary. 'We have already overtaken them in the UK and as for Europe - that depends on the rate at which BA remains in decline.'
Ryanair today reported 45% growth in passengers to 11.3m in the six months to the end of September and latest figures show that it is within a couple of thousand passengers a day of overhauling BA.
However, Ryanair's passenger growth is overshadowed by ever-thinning profit margins. In addition, the rate of profits growth has stalled.
At the interim stage, including the £4.1m exceptional costs of taking over Buzz, rising route costs and the interest charges on its new Boeing aircraft, pre-tax profits rose 11% to e187m (£128m).
O'Leary said the carrier was continuing to grow despite what he believes is 'a concerted campaign of dirty tricks' by traditional full-service airlines.
This is culminating in a European Commission investigation - expected to end this month - into taxpayer-fuelled incentives paid to get Ryanair to fly to Charleroi, near Brussels.
But it has also included challenges to Ryanair's arrangements at other publicly-owned airports including Strasbourg and Pau in France, Niederhein in Germany, Aarhus in Denmark and Haugesund in Norway.
Meanwhile, holidays and weekend breaks for owners of second homes in France were under threat, after the airline warned some of its routes will be cut because they are not making money.
'Some of our new routes from Stansted this summer to the low countries and one or two French destinations have under-performed,' said O'Leary.
'Unless there is significant improvement in load factors [passenger numbers] through the winter, then we will replace a small number of these with alternative destinations and services.'
O'Leary refused to name the airports but those in France include Brest, Clermont-Ferrand and St Etienne.
Low countries services facing the axe may include Ostend-Bruges and Maastricht. 'The simple fact is that some of the airports we are flying to are not just giving the service that we want or that our passengers expect,' added O'Leary.
The arrival of budget airlines resulted in a huge growth in the number of people buying holiday homes. Thousands have bought properties as advertisements for homes in the south-west of France promise: 'Ryanair, 40 minutes'.
In recent months Ryanair has opened up new routes between Stansted and Baden-Baden in Germany, and between Bournemouth and Girona. Last month its new routes included Stansted to Tampere in Finland, Prestwick to Gothenburg and from Birmingham to both Murcia and Girona.
©2003 Associated Newspapers Ltd. All rights
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Last edited by Wirraway; 3rd Nov 2003 at 17:37.
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Dale Carey usually reliable, has posted on the Sydney board
that 'Skimpy' has decided on the A320, this would kill my prediction that Boeing would get the nod.
Source: http://www.vpmag.com/yssy/viewtopic.php?t=4814
Wirraway
that 'Skimpy' has decided on the A320, this would kill my prediction that Boeing would get the nod.
Source: http://www.vpmag.com/yssy/viewtopic.php?t=4814
Wirraway
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Right Choice
If Qantas' No-Frills airline is choosing the A320, with CFM56-5 power plants, that would be the right choice of aircraft for the Australian market. However, the risk for Qantas is that it may significantly lower yield for its full service domestic operation, where it is utilising its 737s. The risk is that it may never attract customers back to a full service and may, in fact, give their high value customers more choice to change. I think Qantas is taking quite a risk but then it is their call. Wasn't Qantas proposing mega-carriers as the right way to go?
At least with A320 it could use the old Ansett facility at Melbourne for a maintenance base as it has docking already suited to A320 and 737. In addition, it could do contract work for Air New Zealand on their A320s there. But what of their engine types?
Either way it would be interesting to see how Qantas organises its manpower for the new carrier. To make the savings it wants to it would be better off going for a 737 fleet and transferring its exisitng domestic manpower to the airline purely on the basis that no new licenses are required for flight and ground crew.
It's an interesting problem. I wish them luck.
At least with A320 it could use the old Ansett facility at Melbourne for a maintenance base as it has docking already suited to A320 and 737. In addition, it could do contract work for Air New Zealand on their A320s there. But what of their engine types?
Either way it would be interesting to see how Qantas organises its manpower for the new carrier. To make the savings it wants to it would be better off going for a 737 fleet and transferring its exisitng domestic manpower to the airline purely on the basis that no new licenses are required for flight and ground crew.
It's an interesting problem. I wish them luck.