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Originally Posted by alfaromeo
(Post 1488585)
Since I have seen the real hub profitability numbers I won't talk specifics. If NRT is such a money machine, then why is it shrinking? Go look at any news story about the future of the Asian economy and tell me how much they talk about Japan and how much they talk about China. As Haneda opens up, our premium traffic will go there and all that is left for NRT is the economy traffic. This industry changes and NRT will change, no matter how long we hold our breath.
This is not some North/South fight, which you always make it out to be. CVG was less profitable than DTW so which hub shrank and which grew? This is economics pure and simple. Holding on to the past is the best way to get run over by the future. I don't know what is in this TA, but I do know that the company can easily shrink NRT with very little penalty to them. If we can obtain any new protections in this deal, then we will be stupid to bypass them. NRT will shrink, it will decrease in importance to our network, that is just economics. It is not dead and it won't go away any time soon, but it will shrink. Over flight is the name of the game and that is where our attentions should stay focused. NRT had its day and now that time has past. I'll refrain from commenting further on the LOA as the blurb I saw posted (which was pulled) left more questions than it gave answers. Da Bears. |
Originally Posted by Check Essential
(Post 1488540)
Give management a year's worth of "consent" and let's see if their plans for the Pacific are beneficial to the pilots or not. Put 'em to the test.
How do you know you don't like the LOA? It has not been published, has it? |
Originally Posted by Bucking Bar
(Post 1488597)
So are EASK's supposed to be these kind of Kilo's?
Wonder what would happen if we carried, gulp, nearly 3,000 pounds of uncut Cocaine in from Columbia? Makes the 40 pounds we found on an L1011 that came from Eastern look like nothing. Police Seize 1.3 Tons Cocaine From Air France Jet, Dimanche Says - Bloomberg There's no money in cargo.;) |
Originally Posted by alfaromeo
(Post 1488585)
Holding on to the past is the best way to get run over by the future. I don't know what is in this TA, but I do know that the company can easily shrink NRT with very little penalty to them. If we can obtain any new protections in this deal, then we will be stupid to bypass them. NRT will shrink, it will decrease in importance to our network, that is just economics. It is not dead and it won't go away any time soon, but it will shrink.
Over flight is the name of the game and that is where our attentions should stay focused. NRT had its day and now that time has past. The f-NWA folks sometimes think we are pleased with this turn of events ... I don't think anybody is. As a guy who likes a lot of Japanese stuff, it's a terrible tragedy what might happen to their people, nation and industry. |
Originally Posted by Bucking Bar
(Post 1488603)
This is what I'm thinking also.
The f-NWA folks sometimes think we are pleased with this turn of events ... I don't think anybody is. As a guy who likes a lot of Japanese stuff, it's a terrible tragedy what might happen to their people, nation and industry. So - a small reduction in that flying has a profound effect on the >entire< seniority list. Much more so that a reduction in 737s or M88s or whatever. |
Originally Posted by Bucking Bar
(Post 1488599)
I like your idea of a one year window. Not sure management would agree to that sort of thing, but I like your concept.
How do you know you don't like the LOA? It has not been published, has it? I guess I should have said I don't like what has been leaked. Maybe there's something good that hasn't been put out, but somehow I doubt it. |
Originally Posted by alfaromeo
(Post 1488585)
Since I have seen the real hub profitability numbers I won't talk specifics.
Originally Posted by alfaromeo
(Post 1488585)
If NRT is such a money machine, then why is it shrinking?
As to why NRT is shrinking, I believe it is congruent with our management's public stance on capacity discipline. Our Europe operations have been seeing it for some time, and NRT hasn't really felt it yet. But the main reason I believe NRT is scheduled to shrink is that management is already anticipating getting exactly what they want from our MEC...which is the removal of the 316 slot per week requirement of our scope clause. Once that limitation is removed, Skymark can take over with their lower cost structure, and the NRT yields are magically stronger than ever. Carl |
Carl,
It's codeshare. While we can get commissions on sales and pro-rata revenue for the portion we fly ... for the most part when we spill a passenger we spill that passenger's revenue. It isn't like we're doing fee for departure, or a JV. |
Originally Posted by alfaromeo
(Post 1488585)
Go look at any news story about the future of the Asian economy and tell me how much they talk about Japan and how much they talk about China.
If you're trying to count Japan out, I think you're badly misjudging global economics.
Originally Posted by alfaromeo
(Post 1488585)
As Haneda opens up, our premium traffic will go there
Originally Posted by alfaromeo
(Post 1488585)
and all that is left for NRT is the economy traffic.
Originally Posted by alfaromeo
(Post 1488585)
This industry changes and NRT will change, no matter how long we hold our breath.
Carl |
Carl, give it up. The main point is that us Nwa guys brought nothing to the table ergo should have been stapled. I have an idea, since the DOJ seems to think that the Delta/NWA merger has been harsh for the traveling public's pocket book and since Nwa brought nothing to the table, how about a de-merger. We had 3.5B in cash and & 7B in debt so we will take back those numbers. Call your reps etc. NWA gets whatever planes they have left back and Delta keeps theirs. We codeshare with KLM and you guys go back to Air France.
Europe will be happy, Doj will be happy, South guys will be happy, all will be well! |
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