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Old October 6th, 2010, 02:27 PM   #1901
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But Japan has a legitimately large Japanese population in Brazil. But even that was not enough to keep the route, as it was not likely profitable enough to do so. You don't see JAL axing its other key routes. At the end of the day, what's not profitable has to go, and clearly Sao Paulo was one of the least profitable so were the first to be cut. That's the point.
In fact, that´s the point
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JAL is axing European flights like mad too, to the delights of European flag carriers. Even AZ is adding more flights to Japan as soon as JAL is pulling out of the Italian market.
What is JAL doing right now is improving its cash reserves and implementing dramatic cost cutting more than anything else. JAL still has cost problems, so now it can only fly to FRA, LHR and CDG from Tokyo profitably.

IF JAL WERE operating like SIA today, it would be flying to GRU daily profitably because it could cater to the Japanese O&D traffic AND capture all the demands on South American services from the rest of Asia.
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Old October 6th, 2010, 05:14 PM   #1902
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What is JAL doing right now is improving its cash reserves and implementing dramatic cost cutting more than anything else. JAL still has cost problems, so now it can only fly to FRA, LHR and CDG from Tokyo profitably.

IF JAL WERE operating like SIA today, it would be flying to GRU daily profitably because it could cater to the Japanese O&D traffic AND capture all the demands on South American services from the rest of Asia.
It'll be silly to think a reorganizing airline trying to regain profitability will shed a very profitable route. It shows for these long-haul routes not even a local community could help sustain a direct flight. Certainly if the prospects were there to score traffic and revenue, they would've kept this and shed something else. In fact, it's not attractive.
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Old October 6th, 2010, 07:07 PM   #1903
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It'll be silly to think a reorganizing airline trying to regain profitability will shed a very profitable route. It shows for these long-haul routes not even a local community could help sustain a direct flight. Certainly if the prospects were there to score traffic and revenue, they would've kept this and shed something else. In fact, it's not attractive.
Then you do not really look around to see what airlines do when they are going through bankruptcy reorganization. Alitalia and Swissair were shedding many non cash-cow routes. Now Alitalia and Swiss are adding these routes dropped previously back.

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Old October 7th, 2010, 03:44 AM   #1904
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Then you do not really look around to see what airlines do when they are going through bankruptcy reorganization. Alitalia and Swissair were shedding many non cash-cow routes. Now Alitalia and Swiss are adding these routes dropped previously back.
It means those are not priority routes and not key revenue generators. Once they are back up and running and have the extra capacity, then they can add less profitable, but still profitable routes. The key is not whether it is profitable only ($1 profit is still a profit), but rather whether the opportunity cost is worth it.
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Old October 7th, 2010, 04:53 AM   #1905
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It means those are not priority routes and not key revenue generators. Once they are back up and running and have the extra capacity, then they can add less profitable, but still profitable routes. The key is not whether it is profitable only ($1 profit is still a profit), but rather whether the opportunity cost is worth it.
I never said that flights to GRU will be as profitable as the flights to LHR, Tokyo, etc., for CX. What I have been trying to say is that you overestimate the opportunity cost of the potential GRU route for CX. CX is no longer the small airline that only flies to the obvious business centers in Asia and the fortress hubs in the West.
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Old October 7th, 2010, 05:06 AM   #1906
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I never said that flights to GRU will be as profitable as the flights to LHR, Tokyo, etc., for CX. What I have been trying to say is that you overestimate the opportunity cost of the potential GRU route for CX. CX is no longer the small airline that only flies to the obvious business centers in Asia and the fortress hubs in the West.
But the problem is there are other smaller markets that are more profitable, which is why CX hasn't bothered looking at South America. You run the risk of sending expensive long-haul planes on low profit or even unprofitable routes, when they could be looking for other secondary markets to start new services. Moscow and Milan are good examples. They're not obvious first-rate business or leisure destinations, yet they now have flights. Brazil is very far away to take that kind of gamble.
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Old October 7th, 2010, 06:52 AM   #1907
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But the problem is there are other smaller markets that are more profitable, which is why CX hasn't bothered looking at South America. You run the risk of sending expensive long-haul planes on low profit or even unprofitable routes, when they could be looking for other secondary markets to start new services. Moscow and Milan are good examples. They're not obvious first-rate business or leisure destinations, yet they now have flights. Brazil is very far away to take that kind of gamble.
Honestly, it is not a gamble at all for CX to fly to places like Milan, Munich, Madrid and Zurich. Rome is more second-rate than Milan as a business destination. Munich are Zurich and are actually premium international business destinations. Munich is actually one of the fastest growing intercontinental airports in Europe. In principle, Asian airlines should not bother with flying to South America. GRU is the one and only exception. For an airline like CX, only destinations like GRU are a tempting gamble.
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Old October 7th, 2010, 08:47 AM   #1908
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Honestly, it is not a gamble at all for CX to fly to places like Milan, Munich, Madrid and Zurich. Rome is more second-rate than Milan as a business destination. Munich are Zurich and are actually premium international business destinations. Munich is actually one of the fastest growing intercontinental airports in Europe. In principle, Asian airlines should not bother with flying to South America. GRU is the one and only exception. For an airline like CX, only destinations like GRU are a tempting gamble.
There are far more opportunities to expand European destinations than to launch an ultra-long-haul one. South America as a tourist destination is not popular to begin with because of the enormous cost, and CX testing these waters is a huge gamble. Business traffic is also not there. Even China doesn't have that much choice, and it's not so much an opportunity to capture demand amidst inadequate supply, but a recognition of the opportunity cost of such air links.

Going back to the Japan example. If even a local Japanese population in Brazil could not help that route's profitability, I really question how Greater China can do better.
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Old October 7th, 2010, 09:26 AM   #1909
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Going back to the Japan example...
Which is a very bad one at the moment...

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Originally Posted by aab7772003 View Post
What is happening to JAL at this moment says a lot more about the Japanese aviation policy and the management of JAL than anything else. JAL is axing European flights like mad too, to the delights of European flag carriers. Even AZ is adding more flights to Japan as soon as JAL is pulling out of the Italian market.
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CX will not experience any difficultly to do one daily flight to GRU; it can make money on Asian passengers, Brazilian passengers and cargoes.
What are other "small markets" for CX? CX does not even fly to many big European cities yet. Seriously, CX should have two daily passenger cargo combination flights to Germany now. I do not think that Scandinavian would be a good market for CX UNLESS CX cooperates with Norwegian.

Last edited by aab7772003; October 7th, 2010 at 01:45 PM.
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Old October 9th, 2010, 06:13 AM   #1910
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When I was a little boy (1994) 5 year old

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Old October 9th, 2010, 08:10 AM   #1911
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Going back to the Japan example. If even a local Japanese population in Brazil could not help that route's profitability, I really question how Greater China can do better.
Things have changed already - the Japanese population in Brazil are increasingly becoming more Brazilian than Japanese, and more see themselves as Brazilian. This is no different from the younger generation Japanese calling Hawaii home... so Japan Airlines cannot rely on VFR traffic anymore. What JAL have failed to do however, is to transform the VFR-ish traffic into feeding flights from the rest of Asia. Of course, with the airline's survival in question, the longest routes are usually the most in jeopardy because the longer the route, the more the competition (one/two-stop options).

My take on CX going to GRU is that there are many factors.

Let's go to the example of SQ. Firstly, the Singapore govt has been taking a very proactive approach in engaging South America in the recent years, so trade between Singapore and Brazil, and South America is growing, albeit at a small rate. On the ground, we're seeing more Brazilian 'influence', such as a growing number of churrascaria restaurants, and frozen chicken wings from Brazil. So there exists a tiny traffic between Brazil and Singapore.

In addition, when we look at such a long-stage route, fifth freedoms and the transit point becomes very important. With JAL transiting through New York with troublesome customs/immigration and transfers, it remains to be seen how successful they would have been had they actually marketed an Asia-Japan-Brazil route. Air China succeeds not only because Brazil-China trade is growing but because there exists traffic between Madrid and Sao Paulo and they can tap into that. With SQ, "half" the battle is won already because even if few people fly Asia-SIN-Brazil, the Asia/Australia-SIN-Barcelona is strong, and thanks to Iberia's focus on MAD, BCN has been left wide open with absolutely no flights to Brazil, with SQ soon to fill the gap.

So DOES CX have all the ingredients to open up a destination? If they don't, they won't.
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Old October 9th, 2010, 10:32 AM   #1912
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When I was a little boy (1994) 5 year old

What a handsome young pilot !!!!
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Old October 10th, 2010, 11:55 AM   #1913
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When I was a little boy (1994) 5 year old



Very cute



It seems that CX has the best marketing strategy among other competitors.
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Old October 10th, 2010, 06:15 PM   #1914
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Fuel surcharges to stay
1 October 2006
South China Morning Post

The price of oil may be falling, but aircraft passengers will not see any benefit in the shape of lower fuel surcharges.

Cathay Pacific has defended its decision to maintain the ticket surcharge at HK$117 for short-haul passengers and HK$481 for long-haul flights, citing the high and volatile price of jet fuel.

The Hong Kong Civil Aviation Department has approved an extension of passenger fuel surcharges for two months from today despite oil trading at US$62.91 a barrel at the close of trading on Friday, down from the record US$78.40 on July 14.

A Cathay spokeswoman said the cost of jet fuel averaged US$85 a barrel for the first half of September. The airline says it has absorbed nearly half of the fuel cost increases.

"Fuel is the single-largest cost factor for the airline, accounting for some 30 per cent of the total operating cost. Cathay Pacific regrets the need to impose fuel surcharges on passengers, but it has no choice," the spokeswoman said.
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Old October 10th, 2010, 06:30 PM   #1915
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Which is a very bad one at the moment...





What are other "small markets" for CX? CX does not even fly to many big European cities yet. Seriously, CX should have two daily passenger cargo combination flights to Germany now. I do not think that Scandinavian would be a good market for CX UNLESS CX cooperates with Norwegian.
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Things have changed already - the Japanese population in Brazil are increasingly becoming more Brazilian than Japanese, and more see themselves as Brazilian. This is no different from the younger generation Japanese calling Hawaii home... so Japan Airlines cannot rely on VFR traffic anymore. What JAL have failed to do however, is to transform the VFR-ish traffic into feeding flights from the rest of Asia. Of course, with the airline's survival in question, the longest routes are usually the most in jeopardy because the longer the route, the more the competition (one/two-stop options).

My take on CX going to GRU is that there are many factors.

Let's go to the example of SQ. Firstly, the Singapore govt has been taking a very proactive approach in engaging South America in the recent years, so trade between Singapore and Brazil, and South America is growing, albeit at a small rate. On the ground, we're seeing more Brazilian 'influence', such as a growing number of churrascaria restaurants, and frozen chicken wings from Brazil. So there exists a tiny traffic between Brazil and Singapore.

In addition, when we look at such a long-stage route, fifth freedoms and the transit point becomes very important. With JAL transiting through New York with troublesome customs/immigration and transfers, it remains to be seen how successful they would have been had they actually marketed an Asia-Japan-Brazil route. Air China succeeds not only because Brazil-China trade is growing but because there exists traffic between Madrid and Sao Paulo and they can tap into that. With SQ, "half" the battle is won already because even if few people fly Asia-SIN-Brazil, the Asia/Australia-SIN-Barcelona is strong, and thanks to Iberia's focus on MAD, BCN has been left wide open with absolutely no flights to Brazil, with SQ soon to fill the gap.

So DOES CX have all the ingredients to open up a destination? If they don't, they won't.
Again, it relates back to the low profitability / no profitability on the route, which means it's not worth keeping despite transit traffic. I doubt a few Brazilian restaurants can sustain a few hundred seats a week. We have imported Brazilian beef into Hong Kong for years.

Iberia does have flights from Barcelona to Sao Paulo though. It's in their schedule.
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Old October 12th, 2010, 04:12 AM   #1916
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Airbus Delivered 45 Planes In September; 380 In 9 Months
5 October 2010

PARIS (Dow Jones)--European commercial aircraft builder Airbus said Tuesday it had delivered 45 of its narrow and wide-bodied aircraft in September, making a total of 380 for the first nine months of this year.

The division of European Aeronautic Defence & Space Co. NV (EAD.FR) said it had booked 78 orders last month, bringing total orders for the first nine months to 379, and a net order tally of 328 after excluding order cancellations.

September's orders were boosted by an order for 30 of Airbus's A350 XWB jets from Cathay Pacific Airways Ltd. (0293.HK) on which manufacturing has just started, as well as 19 orders for medium-range A320 planes from German carrier Deutsche Lufthansa AG (LHA.XE).

Airbus delivered 498 aircraft in 2009 and has said it expects this year's total to be of the same range. Last year's order intake was 310 gross and 271 net. Airbus Chief Executive Tom Enders expects his company will book orders for more than 400 planes in 2010, with airlines that have emerged from last year's cash squeeze trying to ensure delivery slots for the anticipated increase in traffic in coming years.

Passenger traffic of major airlines in August rose 6.4% year-on-year, according to the International Air Transport Association, an airline industry group. Airlines are expected to post an aggregate profit of $8.9 billion for 2010, though this should shrink to $5.3 billion in 2011, IATA said.
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Old October 12th, 2010, 11:22 AM   #1917
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http://www.dragonair.com/da/en_HK/ab...000ad21c39____

Dragonair Named Best Regional Airline at TTG Travel Awards 2010

Dragonair is proud to have won the Best Regional Airline award in the 21st Annual TTG Travel Awards Ceremony held in Bangkok on Thursday night.

Presented by TTG Asia, a leading regional travel trade publication, the awards have been recognising luminaries of the travel industry since 1989 and are determined through votes cast by TTG Asia readers across the Asia Pacific region.

“We are thrilled to have received this special accolade from TTG Asia and I would like to sincerely thank all the readers who voted for us. It is clear recognition of the quality service we provide our passengers,” said Dragonair Chief Executive Officer James Tong.

The award comes as Dragonair celebrates its 25th anniversary in 2010 and follows the “World’s Best Regional Airline” honour the airline received from Skytrax in May this year.

“Receiving these awards is a wonderful way to commemorate our silver jubilee, and my heartfelt thanks go to all the members of the Dragonair team who have all made a remarkable contribution.” Mr Tong said.

"We remain committed to providing the best travel experience to passengers as well as developing innovative products and services to ensure that Dragonair remains the best airline in the eyes of our customers."
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Old October 12th, 2010, 11:34 AM   #1918
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http://www.theage.com.au/travel/trav...012-16hbi.html

Cathay Pacific replacing 'uncomfortable' economy seats after complaints


Cathay Pacific, Hong Kong's biggest airline, will replace economy-class seats in long-haul planes after passengers complained about discomfort, according to three people familiar with the plan.

The existing coach seats, which have fixed-backs to prevent passengers from disturbing the person behind them when reclining, will be refitted and moved to short-haul and regional aircraft, said the sources, who declined to be identified before an announcement.

The seats were in 41 Cathay planes at the end of last year. Older aircraft were refitted with the units in a program that ran from 2007 to November, 2009.
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“There's been a lot of criticism of the seats,” said Shaun Rein, managing director of Shanghai-based China Market Research Group, which does consumer surveys for airlines and other clients. “It seems that Cathay is listening.”

The airline will also overhaul business-class and first- class seats as part of the long-haul refit, which includes Boeing 777-300ERs and some Airbus SAS A330s, according to the people.

Cathay's seat order for its last long-haul revamp, which included coach and business-class units, was expected to be worth about $US155 million ($A158 million), Amin J. Khoury, chairman and chief executive officer of supplier B/E Aerospace, said in a March 2006 conference call, according to a Bloomberg transcript.

“While our passengers value the protection of living space afforded by the fixed backshell seat, we are constantly looking for ways we can further improve our products and services,” Carolyn Leung, a Cathay spokeswoman, said in an e-mailed reply to Bloomberg questions.

Cathay will also add premium-economy seating in the long- haul revamp that will begin next year, said the people.

Uncomfortable Seats

The fixed-back seats are uncomfortable and don't provide head support when put into the recline position as the cushions move downward rather than pivoting backward, said Ali Chan, a salesman for a credit-card maker, who flew on holiday to Rome with Cathay about two weeks ago.

“I can usually sleep on planes, but this time I woke up again and again,” he said. “I would avoid flying long-haul in this seat next time.”

B/E Aerospace, the world's largest maker of cabin interiors, is working with Cathay on cushion upgrades for the fixed-back seats, said Greg Powell, a spokesman for the Wellington, Florida-based company.

“We're happy they're taking the seats and putting them on an existing fleet,” he said. The fixed-back seats were specifically designed for Cathay, he said.

The new revamp will be announced in early December, two of the people said. The airline is still working out the costs of the overhaul, which will take about two years to complete, all three said.

Cathay operated 31 A330s and 18 777-300ERs at the end of June, according to its interim results announcement. The airline has 12 A330s fitted with long-haul cabins, according to its website.

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Old October 12th, 2010, 04:46 PM   #1919
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Source : http://www.airliners.net/aviation-fo...d.main/177772/















































































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Old October 12th, 2010, 07:21 PM   #1920
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Cathay Pacific freight capacity sufficient despite plane delay

HONG KONG, Oct 12 (Reuters) - Cathay Pacific Airways Ltd , Hong Kong's dominant airline, has sufficient freight capacity despite a delay in the delivery of new 747-8F freighters from Boeing Co , its chief executive said on Tuesday.

"We're obviously disappointed that the delivery of the Boeing 747-8 Freighters has been delayed," Tony Tyler, chief executive of Cathay, said on the sidelines of a media event. "But when we look at the cargo capacity plan for next year, we are confident that we can provide the necessary capacity to serve the market well."

Cathay had planned to begin taking delivery of 10 Boeing 747-8Fs from January 2011, but Boeing has postponed delivery to mid-year because of a low-frequency vibration in certain flight conditions.

Hong Kong is expected to see another record year for air cargo throughput in 2010, maintaining its position as the world's busiest international air freight market, said C.K. Ng, deputy director, airport operations of Hong Kong's Airport Authority.

Boosted by a strong recovery in passengers and cargo, Cathay, Asia's No.4 carrier by market value, is expected to see net profit double to a record HK$9.7 billion this year, according to Thomson Reuters I/B/E/S.

Despite the rebound, Cathay's premium revenue had not reached levels from before the global downturn, but had seen steady improvement over last year, Tyler said.

"We are seeing a good pick up this year in our premium traffic and that's obviously good for us and for Hong Kong," Tyler said. "We are heading into the busy time for premium passengers this season."

Cathay and subsidiary Dragonair saw their combined passenger volume rise 10 percent to 17.9 million in the first eight months of the year on robust demand out of Hong Kong and solid demand in China. But premium revenue and volumes remain below pre-downturn levels.

Cargo tonnage rose 22 percent during the eight months, although August cargo traffic was not as strong as the previous month in terms of volume.

Shares of Cathay eased 0.91 percent on Tuesday, outpacing the broader market's 0.5 percent decline. Its shares are up 50 percent this year on its strong rebound, beating a 5.5 percent rise on the benchmark Hang Seng Index <.HSI>.
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