"Exploiting Asian Markets" - Irish Suicide.
Join Date: Oct 2009
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One can only hope he is in line for a kick out the door, however seeing is believing. Only when big institutional investors have finally had enough will pressure be put on the Board to cut the little ragdoll loose. Although it will be ironic because the Board itself consists of the worst motley crew of complete idiots seen in the one place at the same time.
If Joyce goes then I suggest he move abroad as he has to be one of the most disliked mistrusted ninnies residing in Australia. Just incase he isn't aware yet - Alan, take your bank account and piss off. Qantas staff don't want you and neither does Australia, you are bad for business and an embarrassment to us.
If Joyce goes then I suggest he move abroad as he has to be one of the most disliked mistrusted ninnies residing in Australia. Just incase he isn't aware yet - Alan, take your bank account and piss off. Qantas staff don't want you and neither does Australia, you are bad for business and an embarrassment to us.
Clifford is to Joyce what Dr Evil is to Mini-Me.
And yes - the board has to go. They chose this inane 'future' for the company ergo - they are the complete clowns for installing a useless yes-man puppet.
And yes - the board has to go. They chose this inane 'future' for the company ergo - they are the complete clowns for installing a useless yes-man puppet.
Yes, just because Joyce might go, doesn't mean all will be good in the world again.
The people who are pulling his strings are still there and, undoubtedly, a similarly compliant replacement will be installed.
The people who are pulling his strings are still there and, undoubtedly, a similarly compliant replacement will be installed.
Join Date: Mar 2007
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Not necessarily. The end of the Red Q venture probably marks the end of the attempts to circumvent the QSA with regards to a premium product.
It was the means to offshore Qantas itself. It appears to be unviable. So unless pressure can be brought to bear on the government to repeal the QSA, QF management are stuck with the unsavoury prospect of having to promote the airline that was formerly a fixture in the top three brand names in Australia.
That will be, and I hate to use this phrase, a paradigm shift. It will require a cleaning out of upper level management and the Board, who simply cannot fathom such an approach. Dare we hope...?
It was the means to offshore Qantas itself. It appears to be unviable. So unless pressure can be brought to bear on the government to repeal the QSA, QF management are stuck with the unsavoury prospect of having to promote the airline that was formerly a fixture in the top three brand names in Australia.
That will be, and I hate to use this phrase, a paradigm shift. It will require a cleaning out of upper level management and the Board, who simply cannot fathom such an approach. Dare we hope...?
The people who are pulling his strings are still there and, undoubtedly, a similarly compliant replacement will be installed.
The problem with QF and it's leadership is the Strong/Dixon relationship and their continued involvement. If Joyce goes the relacement will be BB and that is a bigger worry.
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That's an interesting point. But the point about the board, having agreed to this farce, must also be cleaned out is well made. As I stated earlier, they all share culpability for the current position of the company and brand.
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What now for our beleaguered roo? Not a word from our esteemed leaders on future direction, the ship drifts on rudderless , the silence is deafening.
Any predictions from the crystal ball?
Any predictions from the crystal ball?
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The simple answer to turning mainline around is putting 787's on routes instead of the cancer getting 'em.
Just like the 380 and it's popularity, people want to fly the new stuff.
Build it and they will come....
But like any good knee jerk managerial hierarchy, stop ordering the good gear just as things will turn around.
Top plan
Just like the 380 and it's popularity, people want to fly the new stuff.
Build it and they will come....
But like any good knee jerk managerial hierarchy, stop ordering the good gear just as things will turn around.
Top plan
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The problem with QF and it's leadership is the Strong/Dixon relationship
Strong, Dixon, Gregg and Clifford haven't quite finished pilfering from the Rat. There's still that $3 billion in cash to get hold of.
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Why not call it Qantas?
The simple answer to turning mainline around is putting 787's on routes instead of the cancer getting 'em.
Could that solitary figure rummaging through the used parachutes at Sydney Airport really be our very own Qantas boss Alan Joyce?
It would be unfair to label the abandoned Asian plan as half-baked for it never reached that stage. There was no oven, no cake tin and certainly no ingredients.
It would be unfair to label the abandoned Asian plan as half-baked for it never reached that stage. There was no oven, no cake tin and certainly no ingredients.
Read more: Back to basics for Joyce & Co
Sorry for the re-post but this fits on a couple of threads...
Last edited by TIMA9X; 12th Mar 2012 at 15:23.
I noticed the aviation expert is very quite of late. GT I hope you can still look in a mirror without seeing a sellout.
It seems the rest of the mass media are starting to talk like ben sandilands.
Cheers for the link above Tima9x. It's heartening to see the masses waking up to what we have been saying since Dixon times.
AJ is the guy you want in the office doing the bean counting for a leader like JB who has vision, balls and determination. He is not the guy you want running the joint. He has no vision, no presence and no respect for his employees.
Frankly him and his team are an embarrassment.
God help us if the rattlesnake oil salesmen takes his place
It seems the rest of the mass media are starting to talk like ben sandilands.
Cheers for the link above Tima9x. It's heartening to see the masses waking up to what we have been saying since Dixon times.
AJ is the guy you want in the office doing the bean counting for a leader like JB who has vision, balls and determination. He is not the guy you want running the joint. He has no vision, no presence and no respect for his employees.
Frankly him and his team are an embarrassment.
God help us if the rattlesnake oil salesmen takes his place
Found video evidence that Qantas is being deliberately destroyed....
The destruction of Qantas - YouTube
The destruction of Qantas - YouTube
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Cathay Pacific has joined legacy carriers from Singapore Airlines to Lufthansa and Australia's Qantas in reporting a plunge in earnings as high fuel prices and the global uncertainty stemming from Europe bite.
Full-year net income at Hong-Kong based Cathay slumped 61 per cent to $HK5.5 billion ($671 million) in 2011, despite a 10 per cent rise in revenue to $HK98.4 billion.
Disregarding the effect of fuel hedging, Cathay's fuel bill increased by $HK12.5 billion, or 44 per cent, during the year.
Relative to competitors, even those with the geographical advantage of being based in higher-growth Asian markets, Qantas's underlying earnings fared no worse than the pack in the latter half of 2011 as the high Australian dollar cushioned the impact of high oil prices and with its dominant domestic business offsetting losses in its long-haul division.
European giants Lufthansa and Air France-KLM both posted surprise full-year losses this month and painted a gloomy outlook for the year ahead as the region's economic gloom trickles down to cause weaker demand for travel.
Closer to home, Malaysia Airlines described its position as "in crisis" after a fourth consecutive quarterly loss – a development that came immediately before Qantas ended talks about a new joint-venture airline – while even stalwart Singapore Airlines saw net income plunge 53 per cent in its second quarter.
Analysts expect Singapore's full-year result will be an even steeper 56 per cent drop as premium demand continues to wane across the region.
In a sign of how steep the slowdown is in global trade, Singapore has cut freighter capacity by 20 per cent amid sluggish demand in Europe for Asia's manufactured goods.
Cathay's load factor in its cargo division fell 8.5 percentage points last year as shipments from its two most important markets – Hong Kong and mainland China – weakened "significantly" from April onwards.
"We faced a number of major challenges in 2011 and we are still operating in a very challenging environment, particularly for our cargo business," Cathay chairman Christopher Pratt said.
"2012 is looking even more challenging than 2011 and we are therefore cautious about prospects for this year. We will continue to be vigilant in managing our costs while not compromising the quality of our products and services or our long-term strategic investment in the business."
However, analysts at HSBC are forecasting passenger and cargo traffic will improve in the second half of the year, citing Cathay in particular as a likely beneficiary of heightened US demand for products such as Apple's new iPad that is made in China.
Cathay took delivery of nine wide body aircraft in 2011 and expects to have fitted new business class and premium economy cabins in 87 aircraft by the end of 2013 as it looks to lock in repeat business from passengers prepared to pay more for a high-end product. The airline's continued expansion last year also came at a price, with the average number of sold seats per aircraft dropping 3 percentage points compared with the prior year.
With the debate over the limitations on the Australian flag carrier contained in the Qantas Sale Act heating up amid rival Virgin Australia's corporate restructure, the importance of equity alliances was evident in the Cathay result.
Cathay's 19.5 per cent equity stake in Air China contributed 31 per cent of profit before tax, buoyed by a cargo joint venture between the two which began in May. Air China in turn owns 30 per cent of Cathay.
Full-year net income at Hong-Kong based Cathay slumped 61 per cent to $HK5.5 billion ($671 million) in 2011, despite a 10 per cent rise in revenue to $HK98.4 billion.
Disregarding the effect of fuel hedging, Cathay's fuel bill increased by $HK12.5 billion, or 44 per cent, during the year.
Relative to competitors, even those with the geographical advantage of being based in higher-growth Asian markets, Qantas's underlying earnings fared no worse than the pack in the latter half of 2011 as the high Australian dollar cushioned the impact of high oil prices and with its dominant domestic business offsetting losses in its long-haul division.
European giants Lufthansa and Air France-KLM both posted surprise full-year losses this month and painted a gloomy outlook for the year ahead as the region's economic gloom trickles down to cause weaker demand for travel.
Closer to home, Malaysia Airlines described its position as "in crisis" after a fourth consecutive quarterly loss – a development that came immediately before Qantas ended talks about a new joint-venture airline – while even stalwart Singapore Airlines saw net income plunge 53 per cent in its second quarter.
Analysts expect Singapore's full-year result will be an even steeper 56 per cent drop as premium demand continues to wane across the region.
In a sign of how steep the slowdown is in global trade, Singapore has cut freighter capacity by 20 per cent amid sluggish demand in Europe for Asia's manufactured goods.
Cathay's load factor in its cargo division fell 8.5 percentage points last year as shipments from its two most important markets – Hong Kong and mainland China – weakened "significantly" from April onwards.
"We faced a number of major challenges in 2011 and we are still operating in a very challenging environment, particularly for our cargo business," Cathay chairman Christopher Pratt said.
"2012 is looking even more challenging than 2011 and we are therefore cautious about prospects for this year. We will continue to be vigilant in managing our costs while not compromising the quality of our products and services or our long-term strategic investment in the business."
However, analysts at HSBC are forecasting passenger and cargo traffic will improve in the second half of the year, citing Cathay in particular as a likely beneficiary of heightened US demand for products such as Apple's new iPad that is made in China.
Cathay took delivery of nine wide body aircraft in 2011 and expects to have fitted new business class and premium economy cabins in 87 aircraft by the end of 2013 as it looks to lock in repeat business from passengers prepared to pay more for a high-end product. The airline's continued expansion last year also came at a price, with the average number of sold seats per aircraft dropping 3 percentage points compared with the prior year.
With the debate over the limitations on the Australian flag carrier contained in the Qantas Sale Act heating up amid rival Virgin Australia's corporate restructure, the importance of equity alliances was evident in the Cathay result.
Cathay's 19.5 per cent equity stake in Air China contributed 31 per cent of profit before tax, buoyed by a cargo joint venture between the two which began in May. Air China in turn owns 30 per cent of Cathay.
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Owning an airline has never been a legitimate business. It's what the rich do for fun, like owning racehorses or challenging for the Americas Cup.
If Australia (and its little prodigal bastard cousin) wants an airline, taxpayers have to accept the burden.
As for the Irish, they're good at poetry and music and drinking, but they're also extraordinarily thick when it comes to economics, as evidenced by their current situation, as well as the fad-farming debacle they created decades ago, otherwise known as the potatoe famine.
If Australia (and its little prodigal bastard cousin) wants an airline, taxpayers have to accept the burden.
As for the Irish, they're good at poetry and music and drinking, but they're also extraordinarily thick when it comes to economics, as evidenced by their current situation, as well as the fad-farming debacle they created decades ago, otherwise known as the potatoe famine.
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Potatoe.. at least they can spell...
Turning the economic strangulation of Ireland by the English, which caused the deaths of over a million people into a (bad) joke only shows the paucity of your wit.
Turning the economic strangulation of Ireland by the English, which caused the deaths of over a million people into a (bad) joke only shows the paucity of your wit.
You have a board Chairman whose only focus would appear to be break the unions at any cost. Then whilst persuing that strategy they cannibalise possibly Australia’s most iconic brand by setting up Jetstar. How could anything go wrong? When will the shareholders will wake up and who will they hold responsible. As I commented yesterday,I can feel a Sol Trujillo moment approaching with the classic “leaving to pursue further opportunities” or less likely “spend more time with his family”.Seriously the Board cannot escape close scrutiny and accountability after this.
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The simple answer to turning mainline around is putting 787's on routes instead of the cancer getting 'em.