AC*/TS/PD/WS | Canada-Based Carriers

[deasine]

Unions ground Air Canada's low-cost carrier plan

By Allison Martell

TORONTO (Reuters) - Months of labor conflict have stalled Air Canada's plans for a low-cost carrier, but Canada's biggest airline says it has not given up the idea.

Air Canada, which teetered on the edge of bankruptcy two years ago, has struggled to bring down costs and turn consistent profits, and Chief Executive Calin Rovinescu says the low-cost leisure market is too good an opportunity to ignore.

"We remain of the view that participation in the low-cost market is critical to achieving sustainable profitability at Air Canada," he said on last Friday's earnings call.

The new business, proposed last spring and initially tipped for a mid 2012 start, would compete on low-yield, high-volume international destinations like Amsterdam, Dublin and Nice, as well as southern vacation spots.

But Rovinescu has said repeatedly that he will not go ahead unless he can ensure the new business will be genuinely low-cost. For that, he will need concessions on wages or benefits from Air Canada's unions.

Established airlines have often sought to launch separate brands to compete with low-cost entrants like Southwest Airlines or EasyJet. The newer arrivals operate with fewer workers, lower pay or a single type of plane, reducing maintenance costs.

But Air Canada, whose previous low-cost airlines were quickly folded into the mainline carrier, has struggled to persuade its four major unions to support its plan.

A new collective agreement for flight attendants includes no mention of the low-cost carrier. The attendants rejected an earlier contract that included provisions on the new carrier.

In interviews, union leaders are uniformly critical.

"Pilots still have to do the same. Why then would one carry lower compensation?" said Paul Strachan, president of the Air Canada Pilots Association, which in May also voted down a tentative deal that included the low-cost carrier.

Rovinescu was quoted last year as saying he hoped to launch the low-cost carrier within a year, but this August he said it was unlikely anything substantial would happen before 2013. But without real progress in discussions with the pilots' union, the carrier will not take off.

UNIONS HOSTILE TO PLAN

Strachan said other carriers keep costs low by only flying one type of aircraft, while Rovinescu has said the new carrier's 50-strong fleet would need to include both narrow- and wide-body planes.

Rovinescu said last week that the airline's contract with airport check-in and call-center staff "would not prohibit" a low-cost carrier. Lower wages for new hires have been in that agreement since before the latest round of bargaining, but there is no explicit mention of the new carrier.

Chuck Atkinson, president of the union that represents mechanics and baggage handlers, said his unit does not yet have a position on the new carrier, but he expressed misgivings.

"What's happening at Qantas now gives us some concern, because it seems the low-cost carrier is expanding much more than the mainline carrier," he said.

Lower wages paid by Qantas Airways' low-cost carrier Jetstar have angered workers at the Australian airline, and that, combined with plans to expand low-cost operations, were big factors in a labor dispute that grounded the entire Qantas fleet last month. [ID:nL4E7LV0CQ]

Most analysts say it is too early to judge the Air Canada initiative.

"It can't go ahead without the unions' support, so we're just going to have to wait and see," said Canaccord Genuity analyst David Tyerman.

Air Canada has tried to launch low-cost carriers before. Zip Air, created in 2002 to compete with WestJet Airlines, shut down in 2004. Tango, which flew in Canada and the United States, was folded into the main fleet in 2003 after about two years in operation.

Rovinescu has said the new airline would focus on international leisure markets and would not cannibalize existing business, something that was the case for Tango.

Independent airline consultant Robert Kokonis questioned Air Canada's priorities.

"Air Canada needs to focus on operating and managing the core airline," he said. "When you open up a separate division, it could potentially take management's eye off the ball."

Several major carriers have failed to succeed with low-cost brands. British Airways sold off its money-losing regional budget carrier BA Connect in 2006, a year after the demise of Delta Air Lines' Song. United Airlines shut its four-year-old budget brand Ted in 2008.

(Additional reporting by Nicole Mordant in Vancouver and Narayanan Somasundaram in Sydney; Editing by Janet Guttsman)

(Reuters, 2011)

I tend to feel that Air Canada should focus on reducing costs and improving its current product rather than starting off a new carrier.

[deasine]

WestJet aims to return to New York’s LaGuardia Airport



WestJet Airlines Ltd. (WJA-T12.23-0.10-0.81%) has the Big Apple on its radar again in hopes of adding a second airport to its service in the New York region.

WestJet will be bidding for takeoff and landing slots at New York’s LaGuardia Airport, part of its U.S. expansion strategy and efforts to attract more business travellers. Newark Liberty International Airport in New Jersey is already on WestJet’s route map.

The Calgary-based carrier also has Washington’s Reagan National Airport in its sights.

WestJet chief executive officer Gregg Saretsky said Wednesday that slot packages are available through an auction.

“We do expect the bidding to be aggressive. I think those are very valuable slots,” he said during a conference call with analysts.

WestJet offers seasonal Calgary-Newark service, from late April to late October. But WestJet hasn’t offered flights between Toronto and the New York area since 2005, when it withdrew from LaGuardia after less than a year of service.

Still, Mr. Saretsky noted that WestJet has partnership pacts with Delta Air Lines Inc. and American Airlines Inc. On the route between Toronto and New York’s JFK International Airport, for instance, consumers are able to book trips on WestJet’s website for flights operated by American Eagle, the regional affiliate of American Airlines.

WestJet will eye the Toronto-LaGuardia route because a non-stop flight from Calgary would exceed the limits on the length of flights allowed into LaGuardia.

National Bank Financial Inc. analyst Cameron Doerksen said WestJet is one of seven carriers vying for the slots up for grabs in New York and Washington, but “we believe WestJet’s interest is primarily in the LaGuardia slots to establish a competitive presence on the Toronto-New York route.”

Analysts caution that WestJet faces tough rivals for the slots at auction, notably competing bids from Southwest Airlines Co. and JetBlue Airways Corp.

Even if WestJet is unsuccessful in its LaGuardia quest, it will soon be able to allow passengers to more easily book trips through its co-operation deal with Delta. Starting in the first quarter of 2012, WestJet plans to become a code-share partner with Delta.

Delta has an “interline” agreement with WestJet, and the code-share pact will forge even closer ties, especially for online bookings and frequent-flier benefits.

WestJet, which has code-sharing deals with American Airlines, Cathay Pacific and KLM, recently added Air India as its 13th interline partner to bolster electronic ticketing and baggage transfers.

WestJet also released its financial results Wednesday, announcing that its third-quarter profit slipped 10 per cent to $39.3-million, hurt by jet fuel costs that climbed to 89 cents a litre from 70 cents. Quarterly share profit fell 2 cents to 28 cents, missing analysts’ forecasts, but revenue rose 13 per cent to $775.3-million.

The airline is slated to add its 97th Boeing 737 by the end of December, with plans to have 100 of the planes in the fleet in 2012.

While WestJet will be deploying a leased Boeing 757 between Alberta and Hawaii this winter, Mr. Saretsky said no decision has been made to diversify beyond 737s. “It is something that we’re consistently studying – the segment of the market that would be better served by smaller planes and then the segment that would be better served by larger planes,” he said.

WestJet is forecasting $100-million in extra revenue annually from airline partnerships within five years.

Mr. Doerksen noted that WestJet’s frequent flier program is being expanded, clearing the way for increased co-operation with hotel and car rental partners.

(The Globe and Mail, 2011)

[hkskyline]

Conciliator named to Air Canada pilots case
2011/11/14 16:22:00
Toronto Star

Labour Minister Lisa Raitt has named a conciliator in the hopes of hammering out an agreement between Air Canada and its 3,000 pilots.

With Paul Macdonnell’s appointment last Thursday, it essentially starts the countdown to a possible strike or lockout in the new year.

Under the Canada Labour Code, the conciliator is assigned for 60 days, but the period can be extended if the parties agree. If no deal is reached, then a 21-day cooling off period begins, and with 72 hours’ notice, a strike or lockout could occur.

But Paul Strachan, president of the Air Canada Pilots Association, said his union has no plans for any job action, noting no strike vote has taken place.

“We’re not on strike. We have no plans to do so,” said Strachan. “We’re not escalating the situation. What we want to do is bargain.”

The pilots were caught off guard last month when Air Canada filed a notice of dispute, requesting that a conciliator be appointed.

“It’s more of a tactic on Air Canada’s part,” Strachan said. “I’m not sure why they want to put time pressures on unless they don’t really want to bargain.”

The union reached a tentative agreement with the airline in the spring, but the pilots rejected the deal. Rank-and-file members were so upset with the deal, which included the possibility of a new discount airline with lower wages and longer hours that they voted out several top union officials.

New elections were held, and the new bargaining committee has surveyed pilots on their demands, said Strachan.

No talks have been held yet, though the pilots had proposed Nov. 23 to restart bargaining.

Air Canada has said it asked for a conciliator to help facilitate an agreement, given the time elapsed since the last deal was voted down.

“At this point, we are waiting for the conciliator to get in touch and we are available to resume talks,” said Air Canada spokesman Peter Fitzpatrick.

“We welcome his appointment and look forward to any assistance he can offer in reaching the renewal of a collective agreement between the company and ACPA.”

[deasine]

WestJet CEO Gregg Saretsky shares some light on Westjet's future operations and its positioning in the aviation industry. Nothing too surprising.

Given how Air Canada is really the only international legacy carrier of Canada, I was hoping WestJet could consider joining an alliance so that I would have more choices when choosing international destinations. But honestly, since WestJet is Canada's only other carrier, it seems that them not joining an alliance is getting the best of both worlds from SkyTeam and OneWorld. This is especially the case at YVR, with so many Asian carriers partnering with WestJet either through interline agreements or codeshare agreements, just constantly feeding onto the WestJet network.

As for the business class point he brings up, I honestly can't agree with him, though I understand why he says this. WestJet is definitely not in the position of introducing a premium business class, and I don't think it should domestically anyway. But as a passenger, I would hate walking off of a First Class CX flight to sit in an Economy Class seat. It's a short ride I know, but it's still quite a big change in experience. I think WestJet can at least improve a bit on its "premium side" by introducing ideas such as blocking off the middle seat, or complimentary lounge invitations (note WestJet doesn't have its own lounge).

Transcript: WestJet's global strategy
Special to Globe and Mail Update
Published Wednesday, Nov. 16, 2011 6:00AM EST
Last updated Wednesday, Nov. 16, 2011 12:01PM EST



Karl Moore: This is Karl Moore of the Desautels Faculty of Management at McGill University, Talking Management for The Globe and Mail. Today I am delighted to be in Calgary at WestJet’s gleaming new head office to talk to their new CEO, Gregg Saretsky.

Good afternoon, Gregg.

Gregg Saretsky: Hi, Karl.

KM: So Gregg, you have recently signed an agreement with KLM, certainly you’ve been, for a couple years now, with Cathay Pacific – where do you see the international partnerships of WestJet going forward? What does the future hold?

GS: It’s a really big part of our strategy; obviously we are continuing to grow. We have 39 new planes on order and the Canadian market isn’t growing as fast as the number of planes arriving in our fleet are, so we are connecting our network, which is strictly within North America, to international networks owned by these large global carriers. We have 15 code-shared and inter-line partners currently.

KM: So, is it that you are providing the North American network for them? Is that the part WestJet is going to play?

GS: Well, that is exactly right. What happens these days is that these carriers have limited access to Canada; they are flying only to the West Coast, for example from Asia Pacific, or only to Toronto. In many cases the Canadian bilaterals don’t commit more access than that, so they are blocked at the gateway, if you will, and our job is to distribute and give them access to the rest of Canada.

KM: How much of a problem is it that you don’t have business class? A lot of these mainline carriers would have that, is that a relatively small or an obstacle you have had to wrestle with?

GS: Not particularly. I like to say that our whole plane is business class – leather seats, seat-back televisions, 32-inch seat pitch, great friendly service, and we ask carriers like Cathay Pacific, “How does that work if somebody flies on a $10,000 fare from Hong Kong to Calgary?” and they say, “Well they get the lie-flat experience from Hong Kong to Vancouver and for the last leg they get the WestJet experience” and it hasn’t been a barrier to sell.

KM: One World, Star Team, and Air Canada Star Alliance; why don’t you join one of the other big alliances?

GS: It’s a great question, Karl, and the way I look at it is we like to pick and choose the best carriers from each of these respective geographies – some happen to be with one global alliance, some happen to be with the others. As a lot of things that WestJet does, we like to deal with the best, so we have been able to pick and choose and have chosen not to join a global alliance at this point.

KM: Some people see the world as being really three big alliances will be the dominant, in fact we might even see, as we have seen with BA and Iberia, Lufthansa and Swiss and Austrian, increasing mega-carriers – do you see a new world of three mega-mega-carriers than everyone else?

GS: It seems to be evolving a bit that way but I think there is an opportunity still for an alliance of low-cost carriers. I was at an international conference recently in New York and sat with the CEO of Gol, a Brazilian low-cost carrier, and he said, “Yeah, we have been studying WestJet and we think that there is an opportunity to connect the Brazilian low-cost carrier with the Canadian low-cost carrier and maybe together we can hook up with some other low-cost carriers and create this great low-cost network.” So I think the space in international alliances is still evolving.

(via Globe And Mail)

[Equario]

http://www.airliners.net/photo/Air-T...54f075c32b00b5





http://www.airliners.net/photo/Air-T...54f075c32b00b5

[deasine]

Not surprisingly, Air Canada wins best carrier in North America.

Magazine readers vote Air Canada continent's best airline

Air Canada planes land at Pierre Elliott Trudeau Airport on Wednesday, October 12, 2011 in Montreal. THE CANADIAN PRESS/Ryan Remiorz

Updated: Fri Dec. 02 2011 9:27:28 AM

The Canadian Press

MONTREAL — Readers of Global Traveler magazine have voted Air Canada the best airline in North America.

The award is based on responses from more than 36,000 readers of the magazine.

Global Traveler readers are frequent premium travellers who average 32 round-trip flights a year, with 78 per cent travelling in first or business class regularly.

Air Canada says winning the loyalty of premium customers is a priority for all carriers.

And the airline says it credits its focus on service and investments made improving the on-board experience for flyers.

Air Canada says it has renewed its international and North American fleets and refurbished its existing fleet to offer personal entertainment systems at each seat.

"We are pleased to receive this endorsement from our customers who travel most frequently," said Ben Smith, an Air Canada executive vice-president.

"Clearly our renewed focus on service and the investments we have made in on-board, airport and online improvements are appealing to travellers," Smith said.

(via CTV)

[hkskyline]

Well, that continent is full of crap airlines to begin with!

[deasine]

Air Canada union worried about Montreal head-office
Posted By: Claude Beaulieu cbeaulieu@astral.com · 12/8/2011 3:17:00 PM

Unions representing the bulk of Air Canada's employees are sounding the alarm. They fear Canada's air carrier is getting ready to move its head office out of Montreal.

Air Canada officials, in an e-mail to CJAD, say the air carrier's head office is and will remain right here in town, despite the move of one of its departments from Montrreal to Toronto. They say the office that's being moved to the Toronto area handles flight crew assignments and scheduling and has nothing to do with the central administrative operations of Air Canada's head office.

But the union representing a majority of employees at Air Canada wonders if the airline's Montreal banner is increasingly just for show.

Union official Marcel Rondeau says almost all the Montreal employees affected by this latest move have resolved not to follow their jobs down the 401 to Toronto.

(via CJAD 800)

Given AC's recent stinginess, I'm surprised they aren't moving their operations to India.

[Fenix_2007]

Some pictures by user J0RG from BOG.

Because of delays related to rain, AC was spotted (it normally gets here at night).

Originally Posted by J0rG

Estas son del 767 de AC cuando por fin se dejo ver a la luz del dia...
Aunque definitivamente Jota lo capturo mejor que yo

[IMG] Uploaded with [/IMG]

[IMG] Uploaded with [/IMG]

[IMG] Uploaded with [/IMG]

[YU-AMC]

So Bogota gets a 767 now?

[hkskyline]

Tell the truth about airfare costs, Ottawa says
Toronto Star
By Vanessa Lu | Fri Dec 16 2011



Goodbye $99 seat sale, hello truth in advertising.

Frustrated consumers have long complained the $99 ticket really wasn’t $99, once taxes, airport improvement fees, security charges and fuel surcharges were added in.

The federal government announced Friday it will bring in new regulations requiring all Canadian airlines to clearly advertise what the passenger will pay.

“This will allow consumers to easily determine the full cost of airfares in order to make informed choices,” said Steven Fletcher, minister of state for transport.

However, it will probably take a year before the new rules go into effect as the government consults with airlines.

“It’s long overdue — truth in advertising,” said Michael Pepper, president of the Travel Industry Council of Ontario. “It’s great for consumers.”

Pepper said this finally levels the playing field especially in Ontario, Quebec and British Columbia, where travel agencies, which are provincially regulated, are required to advertise the total cost.

The airlines have long resisted such a move, but as other countries have adopted such requirements, they now say they’re willing.

New rules in the United States go into effect in January while Europe has had a similar consumer protection rule in place since 2008.

“It’s an evolution,” said George Petsikas, president of the National Airline Council of Canada, which represents the country’s largest passenger carriers. “We’re happy to work with the government in setting up the rules.”

For Canadian airlines, the key is ensuring all carriers are subject to the same rules. That means foreign carriers that market their flights here must abide by Canadian regulations, Petsikas said.

WestJet said it welcomes “all-in pricing to provide the travelling public with comparability among all airlines.”

Air Canada said for years it has publicly stated “we would happily comply with whatever advertising rules the government wishes to implement provided they apply equally to all carriers, domestic and foreign, against which we compete.”

Echoing its rivals, Porter Airlines said: “We look forward to working with others to create a level playing field for how fares are advertised.”

Olivia Chow, the NDP’s transport critic, called it outrageous that it’s taken so long for the government to act.

[Toronto_41]

Air Canada - Code sharing to Qatar

How much sooner will it be that Qatar Airways gets full access to Canada? Don't ever recall AC applying for code sharing to Dubai.

Air Canada (applicant) has applied to the Canadian Transportation Agency (Agency) for a licence to operate a scheduled international service, large aircraft, through code sharing only, between Canada and Qatar, in accordance with the Arrangement between the Government of Canada and the Government of the State of Qatar set out in an Agreed Minute signed on October 28, 2010 (Arrangement).

The Agency is satisfied that the applicant meets all the applicable requirements of subsection 69(1) of the Canada Transportation Act (CTA). The Agency also finds that the pertinent terms and conditions of the Arrangement have been complied with.

Further, with respect to this application, the applicant has undertaken that it will not contravene section 59 of the CTA prior to the issuance of the applied for licence.

Accordingly, the Agency approves the application for a licence to operate a scheduled international service, large aircraft, through code sharing only, between Canada and Qatar.

Pursuant to subsection*71(1) of the CTA, the licence is subject to the conditions prescribed by the Air Transportation Regulations, SOR/88-58, as amended, and the following conditions:

1.*** The Licensee is authorized to operate a scheduled international service, through code sharing only, on the route(s) set out in the Arrangement.

2.*** The scheduled international service is to be conducted in accordance with the Arrangement and any applicable arrangements agreed to between Canada and Qatar.

[deasine]

Not necessarily involved with Canadian Carriers, but Emirates seems to be hiring from Vancouver and Edmonton. A sign of things to come?

http://www.workopolis.com/EN/job-sea...&lg=en&r=false

[noir-dresses]

Originally Posted by deasine

Not necessarily involved with Canadian Carriers, but Emirates seems to be hiring from Vancouver and Edmonton. A sign of things to come?

http://www.workopolis.com/EN/job-sea...&lg=en&r=false

From what I see it's only for flight attendant's, EK has many Canadians working as cabin crew.

Still hope Canada clears EK for at least a daily YYZ.

[YU-AMC]

I do recall when they landed in YYZ with their A380 for the first time, the captain was the Canadian gentleman from Oakville, Ontario.

Btw any news on Sunwing expanding over the pond?

[krnboy1009]

I have a question about AC service from YYZ to ICN.

I know it stops in YVR, but theres only one daily flight from YVR to ICN, so does that mean flight from YYZ doesnt pick up any passengers at YVR?

[deasine]

Originally Posted by krnboy1009

I have a question about AC service from YYZ to ICN.

I know it stops in YVR, but theres only one daily flight from YVR to ICN, so does that mean flight from YYZ doesnt pick up any passengers at YVR?

That wouldn't make much sense would it? The flight operates like AC7 YYZ-YVR-HKG or AC33 YYZ-YVR-SYD. It picks up passengers at YVR in both directions. On the outbound flight to ICN, YYZ passengers bound for YVR disembark, while YYZ passengers bound for ICN stay onboard (or at least I haven't heard of too many instances where passengers are forced to disembark and embark again, I may be wrong on this one as I haven't flown this way before). Passengers originating from YVR to ICN embark.

On the return flight bound to Canada, at YVR, the first stop, all passengers regardless of the final destination disembarks as one is required to clear customs and immigration. Onward passengers to YYZ embark back on the same plane after dropping their bags off. This is done possible at YVR as gates 50, 51, and 52, are dual International/Domestic gates that change depending on which flight it services (hence why AC uses the old International gates as opposed to the new ones).

[deasine]

Possibility of WS to become the S7 of Russia? Perhaps...

WestJet sets sights on Air Canada’s title
BRENT JANG — TRANSPORTATION REPORTER
From Monday's Globe and Mail
Published Sunday, Jan. 01, 2012 8:00PM EST
Last updated Monday, Jan. 02, 2012 2:55PM EST
233 comments
Email
Print/LicenseDecrease text sizeIncrease text size
WestJet Airlines Ltd. (WJA-T12.110.302.54%)’s plan to add smaller planes to its fleet will position the carrier to challenge Air Canada (AC.B-T1.070.043.88%) for the top spot in carrying domestic traffic within five years.

WestJet chief executive officer Gregg Saretsky said in a year-end interview that WestJet will focus on acquiring smaller aircraft for neglected domestic markets before considering larger planes for routes to Europe and Asia in the long term. Plans call for Calgary-based WestJet to move beyond its single-fleet configuration of Boeing 737s – workhorses for the carrier since it launched in 1996.

On Sunday, industry experts said they were surprised by Mr. Saretsky’s comments and expressed optimism that WestJet will be able to tap into Canadian destinations neglected or underserved by Air Canada and its regional affiliate, Jazz Air.

WestJet’s domestic market share could grow to 45 per cent by 2017 from its current 36 per cent if it carefully launches short-haul service within Canada with new aircraft, observers say.

“WestJet would have to chip away at Air Canada,” said Rick Erickson, an aviation consultant who heads Calgary-based RP Erickson & Associates.

In 2000, Air Canada had 77 per cent of the domestic market, while WestJet held just 7 per cent. But Air Canada decided to devote greater attention to its routes to the United States and overseas. By early 2011, the competitive gap had narrowed to a point where Air Canada’s domestic market share slid to 56 per cent and WestJet’s grew to 36 per cent. Porter Airlines Inc. and others had the remaining 8 per cent.

Air Canada declined to comment on WestJet’s plans.

If WestJet decides to order smaller planes by late 2012, the aircraft will likely start arriving by early 2014, positioning the airline to introduce service to smaller Canadian cities. The carrier has 97 Boeing 737s in its fleet, with another three of the jets to be added this year. The planes seat 119, 136 or 166 passengers, depending on the Boeing model.

On WestJet’s shortlist for smaller aircraft is the 70-seat Bombardier Q400 turboprop, a Canadian-built plane used by Toronto-based Porter. The Q400 is also flown on portions of Air Canada’s regional service through Jazz Air and Sky Regional Airlines Inc. at Billy Bishop Toronto City Airport.

Industry observers say WestJet will have an advantage over Air Canada-affiliated regional operators that don’t have the fuel-efficient Q400, such as Central Mountain Air, which flies older turboprops configured to seat 18 or 30 passengers. Also on WestJet’s shortlist is the French-Italian ATR 72 turboprop.

“The Q400 would be ideal as a regional airplane,” Mr. Erickson said. “But I still think the end play will be WestJet’s entry into the international arena in the longer term. That would be transatlantic routes for starters, and at some point, transpacific, and the connecting passengers from smaller Canadian cities could assist with that.”

Mr. Saretsky emphasized that no corporate decision has been finalized on whether to order larger or smaller planes, but he favours nurturing the home market first. He cited examples of new destinations that could benefit from a WestJet expansion: Cranbrook, Prince Rupert, Fort St. John and Dawson Creek in British Columbia; Lethbridge, Alta.; Saguenay, Que.; and Sudbury, Sarnia and Timmins in Ontario.

Karl Moore, a professor at McGill University’s Desautels Faculty of Management, said Mr. Saretsky understands the challenges because he worked at Seattle-based Alaska Airlines Inc. It flies Boeing 737s, but its affiliate, Horizon Air, operates Q400 turboprops.

“Certainly, you can see the success of the Q400 for thinner routes,” Prof. Moore said. “If you can have a plane that better matches the volume of passengers, it would be a winner.”

For WestJet, the key will be to selectively add domestic routes while overcoming the complexity of training pilots and having new aircraft parts on hand for the smaller aircraft, he said. WestJet will be able expand with new planes, but “it’s getting away from the business model of simplicity with the Boeing 737.”

(via Globe and Mail)

WestJet, Porter post record traffic
The Canadian Press Posted: Jan 5, 2012 9:01 AM ET Last Updated: Jan 5, 2012 12:03 PM ET Read 26

Related Links
Airline passenger numbers strong in November
Windsor Airport sees increase in traffic
Two of Canada's largest airlines reported some record passenger numbers in December as global economic concerns appeared to have little effect on the quantity of travellers.

WestJet, the country's second-largest airline after Air Canada, said it flew a record 1.4 million passengers in December as the airline reported a load factor of 80.9 per cent, tying its second-highest December load factor ever.

Revenue passenger miles increased eight per cent from a year earlier as capacity — measured in available seat miles —grew 7.1 per cent over the same period.

"We finished the year with strong traffic results confirming that our capacity continues to be absorbed by the market," president and CEO Gregg Saretsky said in a release accompanying the results.

"On a full-year basis, we have flown over 867,000 additional guests in 2011 versus last year," he added.

Due to strong bookings made and flown in December, WestJet said it anticipates that the year-over-year revenue per available seat mile growth for the fourth quarter will now be closer to that achieved in the third quarter of 2011.

WestJet's 2011 load factor down slightly
For the full year, WestJet reported a load factor of 79.7 per cent, down slightly from 79.9 per cent last year as available seat miles grew 8.5 per cent to 21.2 billion from 19.5 billion. However, revenue seat miles lagged slightly, rising 8.2 per cent to 16.9 billion from 15.6 billion.

Toronto-based Porter, which offers routes in Eastern Canada and the northeastern United States, also reported a strong December, a month that featured continuing volatility on stock markers amid continuing fears for the global economy, including a return to recession in parts of Europe.

Its load factor for the month was 63.9 per cent, up 1.5 percentage points from December 2010 and a record for the airline.

The figure was based on 117.6 million available seat miles, an increase of 26.7 per cent over the same month in 2010 as the airline expanded its number of routes over the year, and 75.2 million revenue passenger miles, up 29.9 per cent.

For the full year, Porter said it flew a record 2.1 million passengers, up from 1.56 million the previous year.

"Porter is one of the fastest growing airlines in North America," president and CEO Robert Deluce said in highlighting the results. "We're proud of what we've accomplished as a team and are ready to make our mark in 2012."

(via CBC)

[krnboy1009]

Originally Posted by deasine

That wouldn't make much sense would it? The flight operates like AC7 YYZ-YVR-HKG or AC33 YYZ-YVR-SYD. It picks up passengers at YVR in both directions. On the outbound flight to ICN, YYZ passengers bound for YVR disembark, while YYZ passengers bound for ICN stay onboard (or at least I haven't heard of too many instances where passengers are forced to disembark and embark again, I may be wrong on this one as I haven't flown this way before). Passengers originating from YVR to ICN embark.

On the return flight bound to Canada, at YVR, the first stop, all passengers regardless of the final destination disembarks as one is required to clear customs and immigration. Onward passengers to YYZ embark back on the same plane after dropping their bags off. This is done possible at YVR as gates 50, 51, and 52, are dual International/Domestic gates that change depending on which flight it services (hence why AC uses the old International gates as opposed to the new ones).

Ah alright, makes sense.

Wouldnt make sense to do customs and clearance for people LEAVING Canada.

This is additional to YVR ICN daily service?

EDIT: NM, one flight per day to both YVR and YYZ, all in one shot, looked it up on AC site.

[YU-AMC]

Originally Posted by noir-dresses

From what I see it's only for flight attendant's, EK has many Canadians working as cabin crew.

Still hope Canada clears EK for at least a daily YYZ.

I always wanted to know what happened to Skyservice and they flights to ZAG/BEG? There was a plan to install winglets on those B757 in order to fly nonstrop to ZAG. I think the planes did get it, but the flights were halted after 2007. I always wondered what made them cancel the flights? I suppose they never got around stealing those transit passengers that connect via Germany/Austria. I am pretty sure there is more demand besides a single flight per week. Too bad it was all meant for failure from the start due to choice of equipment to serve ZAG/BEG....