Continental Airlines to Become First Major U.S. Airline
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Replying to Topic 'Continental Airlines to Become First Major U.S. Airline'
Gode nyheter for Boeing og 7E7!
Continental viser vei i unaiten tydeligvis, hvilke andre store er det som overhodet kan vurdere nye fly på dette tidspunktet!? 8 nye 753 betyr vel enten ex-ATA eller -Condor-maskiner.
Tror 7E7 kan bli riktig så lekker i CO sine farger!
Gode nyheter for Boeing og 7E7!
Continental viser vei i unaiten tydeligvis, hvilke andre store er det som overhodet kan vurdere nye fly på dette tidspunktet!? 8 nye 753 betyr vel enten ex-ATA eller -Condor-maskiner.
Tror 7E7 kan bli riktig så lekker i CO sine farger!
Replying to Topic 'Continental Airlines to Become First Major U.S. Airline'
Dette var gledelig! Nå må nesten de andre store følge etter! Er det snakk om å øke flyflåten eller erstatte den? De har jo relativt nye fly denne oppunder denne størrelsen... Ser det er snakk om 7E7-800 og med den kan de jo starte en rekke nye ruter.
http://www.boeing.com/news/releases/2004/q4/nr_041229g.html
Dette var gledelig! Nå må nesten de andre store følge etter! Er det snakk om å øke flyflåten eller erstatte den? De har jo relativt nye fly denne oppunder denne størrelsen... Ser det er snakk om 7E7-800 og med den kan de jo starte en rekke nye ruter.
http://www.boeing.com/news/releases/2004/q4/nr_041229g.html
Replying to Topic 'Continental Airlines to Become First Major U.S. Airline'
ATA B753 og AA B737 ifølge diskusjonen på airliners.net
ATA B753 og AA B737 ifølge diskusjonen på airliners.net
Trety
ScanFlyer Rusty
Replying to Topic 'Continental Airlines to Become First Major U.S. Airline'
Jøss, det er jo ikke veldig lenge siden Continental sa at det ikke ble aktuelt på mange år ennå fordi 767'ene ikke var modne for utskifting. Og det er de tydeligvis fremdeles ikke, men 787 kom allikevel! :spin:
Sjansene for å se 787 på OSL er vel ganske små i første omgang, men man kan jo leve i håpet.
Jøss, det er jo ikke veldig lenge siden Continental sa at det ikke ble aktuelt på mange år ennå fordi 767'ene ikke var modne for utskifting. Og det er de tydeligvis fremdeles ikke, men 787 kom allikevel! :spin:
Sjansene for å se 787 på OSL er vel ganske små i første omgang, men man kan jo leve i håpet.
Replying to Topic 'Continental Airlines to Become First Major U.S. Airline'
Gøy med CO,de har satset riktig med åpningen av sine nye ruter,bla Oslo og Edinburgh som visstnok går veldig bra,og nå trenger de vel fly for å opprettholde daglige flygninger mellom OSL og EWR neste vinter.:spin: .Men jeg er litt spent på deres satsing til ARN som jo allerede har to selskaper som flyr til New York.
Gøy med CO,de har satset riktig med åpningen av sine nye ruter,bla Oslo og Edinburgh som visstnok går veldig bra,og nå trenger de vel fly for å opprettholde daglige flygninger mellom OSL og EWR neste vinter.:spin: .Men jeg er litt spent på deres satsing til ARN som jo allerede har to selskaper som flyr til New York.
Replying to Topic 'Continental Airlines to Become First Major U.S. Airline'
CO er veldig aggressive naa ....
Fra CO'e Q&A til sine ansatte:
AIRCRAFT ORDER Q AND A TO EMPL OF CONTINENTAL AIRLINES
Dec. 29, 2005
Why are we leasing additional aircraft at the same time we are asking for $500
million in annual wage and benefit reductions?
We need to act now to take market share from our weaker competitors. The 757s have become available from Boeing because of the current bankruptcy of ATA, a lowcost competitor. The 737s have become available because American Airlines recently deferred delivery of them due to their financial challenges. Even after lengthy negotiations with Boeing, we were able to keep this opportunity available to us only until Feb. 28, 2005, as Boeing will not hold these aircraft off the market indefinitely. If we don’t take these aircraft by then, someone else will — most likely a low-cost carrier. We need to obtain board approval by Feb. 28, 2005, and with your help in making the business case, we can obtain these aircraft. They will help us avoid losing domestic market share to low-cost carriers as we shift our domestic 757-200 aircraft to grow our profitable international network. We don’t want to be forced down the path of our failing competitors, who are shrinking and ceding market share and jobs to low-cost carriers. The Boeing agreement represents our belief in you and in the airline’s future. While it is important to act quickly to survive the current industry downturn, we must plan and prepare for the future. We need to grow (we are currently only the fifthlargest U.S. airline) and become stronger to compete in the future. Should consolidation occur, we need to be in a position of strength. Adding international growth helps return us to profitability sooner and cements our position in the marketplace.
In the last seven years, low-cost carriers have significantly increased their market share, while legacy carriers (excluding CO) have shrunk by an average of 10 percent. However, CO has increased its mainline capacity by 25 percent over the same period. Our fleet utilization is already stretched, so to continue this growth, we need additional aircraft. Prior to today’s announcement, our plans included only five replacement aircraft over the next three years, offering no prospect for any incremental growth. By flying these 757 and 737 aircraft on high-density domestic flights, we can free up existing domestic aircraft to expand internationally. In addition, the long-range 7E7 represents the platform for further international growth in years to come. Before we can justify and get approval from our board of directors for a growth strategy, we must first achieve a cost structure, with your help, which allows us to stop
bleeding cash.
CO er veldig aggressive naa ....
Fra CO'e Q&A til sine ansatte:
AIRCRAFT ORDER Q AND A TO EMPL OF CONTINENTAL AIRLINES
Dec. 29, 2005
Why are we leasing additional aircraft at the same time we are asking for $500
million in annual wage and benefit reductions?
We need to act now to take market share from our weaker competitors. The 757s have become available from Boeing because of the current bankruptcy of ATA, a lowcost competitor. The 737s have become available because American Airlines recently deferred delivery of them due to their financial challenges. Even after lengthy negotiations with Boeing, we were able to keep this opportunity available to us only until Feb. 28, 2005, as Boeing will not hold these aircraft off the market indefinitely. If we don’t take these aircraft by then, someone else will — most likely a low-cost carrier. We need to obtain board approval by Feb. 28, 2005, and with your help in making the business case, we can obtain these aircraft. They will help us avoid losing domestic market share to low-cost carriers as we shift our domestic 757-200 aircraft to grow our profitable international network. We don’t want to be forced down the path of our failing competitors, who are shrinking and ceding market share and jobs to low-cost carriers. The Boeing agreement represents our belief in you and in the airline’s future. While it is important to act quickly to survive the current industry downturn, we must plan and prepare for the future. We need to grow (we are currently only the fifthlargest U.S. airline) and become stronger to compete in the future. Should consolidation occur, we need to be in a position of strength. Adding international growth helps return us to profitability sooner and cements our position in the marketplace.
In the last seven years, low-cost carriers have significantly increased their market share, while legacy carriers (excluding CO) have shrunk by an average of 10 percent. However, CO has increased its mainline capacity by 25 percent over the same period. Our fleet utilization is already stretched, so to continue this growth, we need additional aircraft. Prior to today’s announcement, our plans included only five replacement aircraft over the next three years, offering no prospect for any incremental growth. By flying these 757 and 737 aircraft on high-density domestic flights, we can free up existing domestic aircraft to expand internationally. In addition, the long-range 7E7 represents the platform for further international growth in years to come. Before we can justify and get approval from our board of directors for a growth strategy, we must first achieve a cost structure, with your help, which allows us to stop
bleeding cash.
Dag Johnsen
ScanFlyer Gold
Replying to Topic 'Continental Airlines to Become First Major U.S. Airline'
Heisann... da var vi tilbake i Houston etter Julen i Norge. Det ble 11:27 fra AMS til IAH i gaar kveld... pga motvind.
Ja, det var mye aktivitet paa B7E7 prosjektet like foer Jul og det var stort sett gitt at dette ble public informasjon foer enden av aaret. Naa begynner det store arbeidet... og vi har ikke valgt motorene, GEnex eller RR Trent enda...? Vi er veldig fornoeyde med RB211 paa B757'ene og vi har ogsaa en stor GE flaate, saa vi faar se hvem som kommer med den beste pakken...?
Vi saa paa ATA's B757-300 like foer Jul og med noen mindre modifikasjoner paa flight deck'et og i kabinen vil de passe godt inn i flaaten vaares. Skal see paa hva som maa til for aa sette winglets paa disse ogsaa...?
Dag
Heisann... da var vi tilbake i Houston etter Julen i Norge. Det ble 11:27 fra AMS til IAH i gaar kveld... pga motvind.
Ja, det var mye aktivitet paa B7E7 prosjektet like foer Jul og det var stort sett gitt at dette ble public informasjon foer enden av aaret. Naa begynner det store arbeidet... og vi har ikke valgt motorene, GEnex eller RR Trent enda...? Vi er veldig fornoeyde med RB211 paa B757'ene og vi har ogsaa en stor GE flaate, saa vi faar se hvem som kommer med den beste pakken...?
Vi saa paa ATA's B757-300 like foer Jul og med noen mindre modifikasjoner paa flight deck'et og i kabinen vil de passe godt inn i flaaten vaares. Skal see paa hva som maa til for aa sette winglets paa disse ogsaa...?
Dag
Replying to Topic 'Continental Airlines to Become First Major U.S. Airline'
Ja, ingen utdelning på den gissningen vad beträffar B.757-300, en verklig låg-oddsare. Det fanns ju inga andra -300 tillgängliga. Och CO får rätt maskin vid rätt tidpunkt i rätt antal till (förmodligen) bra pris, Boeing/ATA en snabb lösning på vad som annars kunde blivit ett problem. Bra exempel på en "win-win situation".
