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A Suitor For BA  
User currently offlineBaexecutive From United Kingdom, joined Jul 2005, 740 posts, RR: 0
Posted (8 years 11 months 3 weeks 1 day 18 hours ago) and read 2331 times:

In light of the Consolidation in the European airline industry, by that I mean Lufthansa/Swiss & Air France/KLM who do you think BA is most likely to 'get into bed with'

I just wondered as I've heard a lot of spec about an IB/BA tie up, does anyone know if this is true?

Regards

J

11 replies: All unread, jump to last
 
User currently offlineOrion737 From , joined Dec 1969, posts, RR:
Reply 1, posted (8 years 11 months 3 weeks 1 day 18 hours ago) and read 2299 times:

Yes I think IB too. Unfortunatley. I hope BA dosent take a leaf out of IBs book and stop serving food and drink on European flights.

User currently offlineBaexecutive From United Kingdom, joined Jul 2005, 740 posts, RR: 0
Reply 2, posted (8 years 11 months 3 weeks 1 day 18 hours ago) and read 2273 times:

Me too, I do favour them over BMI when I fly UK/Euro flights as you get the comp drinks with a smile!

User currently offlineWhiteHatter From , joined Dec 1969, posts, RR:
Reply 3, posted (8 years 11 months 3 weeks 1 day 18 hours ago) and read 2283 times:

Finnair.

A OneWorld partner and no obvious problems beyond the need to expand and finance expansion. I could foresee BA merging with Iberia and Finnair to give them extensive coverage of Europe.


User currently offlinePyh From Finland, joined Oct 2001, 146 posts, RR: 0
Reply 4, posted (8 years 11 months 3 weeks 1 day 8 hours ago) and read 2072 times:

Quoting WhiteHatter (Reply 3):


Finnair.

A OneWorld partner and no obvious problems beyond the need to expand and finance expansion. I could foresee BA merging with Iberia and Finnair to give them extensive coverage of Europe.

It's not possible right now. The Finnish state owns 58,34% of the shares and the government is allowed to reduce the ownership only to 50,1%.


User currently offlineCornish From United Kingdom, joined Feb 2005, 8187 posts, RR: 54
Reply 5, posted (8 years 11 months 3 weeks 1 day 5 hours ago) and read 1981 times:

IB is indeed the most likely partner - apart from the fact that they have a small share holding in each other, their cooperation is getting more and more extensive, their route networks are about as complimentry as you can get with little real overlap in their areas of strength, and i believe BA regualry have members sitting in on high level IB board meetings.

But yes on a smaller scale I could see AY being a logical partner too.



Just when I thought I could see light at the end of the tunnel, it was some B*****d with a torch bringing me more work
User currently offlineRichardw From United Kingdom, joined May 2001, 3749 posts, RR: 0
Reply 6, posted (8 years 11 months 3 weeks 1 day 4 hours ago) and read 1934 times:

SN Brussels perhaps.

User currently offlineConcorde001 From United Kingdom, joined Jan 2005, 1230 posts, RR: 3
Reply 7, posted (8 years 11 months 3 weeks 1 day 4 hours ago) and read 1909 times:

Well, if and when the EU and US agree on an open skies agreement, then maybe AA and BA will get together? If I'm not mistaken, did they not try this before?

User currently offlineCHRISBA777ER From UK - England, joined Mar 2001, 5964 posts, RR: 62
Reply 8, posted (8 years 11 months 3 weeks 1 day 3 hours ago) and read 1847 times:

I can see a merger with IB being very beneficial. the two brands are too specific and well known to merge the brands themselves to a "ROYAL EUROPEAN AIRWAYS" hybrid but an AF/KL type linkup may work well.

There are a lot of synergies there:

MECH

Both have large fleets of Airbus narrowbodies. Both have in-house MX facilities for these and there could be scope for downsizing there - perhaps moving all D-Check work to one site and streamlining the C-checks through a dedicated MX pool etc. I would also contend that BA could take on the major Trent (A346) and RB211 (757) maintenence work for IB, whilst IB takes on the CFM-powered A320s from BA.

SHORT HAUL

The short-haul needs to be standardised on one model and the specifics need to be clear. A LoCo based costs structure, with strong emphasis on web-based bookings, self-service check-ins etc. Food and drink should be tailored to each route as required, taking into account yields and the amount of traffic etc. For instance, LGW-IBZ doesnt need it, whereas LHR-FCO should have it. Franchise opportunities are there for the taking IMHO - serve Starbucks coffee onboard for the same price as you get it in the terminal. Offer a wider coffee menu e.g.: lattes etc - not just bog standard coffee - it will sell very well no doubt. Starbucks to do the catering (sandwiches, muffins, pastries etc) - this will be tremendously popular.

LONG HAUL

Both have a full-service long-haul network dedicated to South America in IB's case, and the rest of the world in BA's case. Other than GRU/EZE, I would drop all the other South American flights ex LGW and LHR and interline pax through MAD with IB. As grim a posibility as this may be now, with improvements to the IB product it would work fine. BA could make much better uses of the slots it will free up. Likewise, all IB pax for Far Eastern destinations should be routed through LHR. BA would be well advised to look more closely at long-haul from MAN now that BMI have stimulated the market and all but left - the 767s MAN-JFK will not compete with the CO 777 - they need updating in a big way. Have a daily 777 service to Mumbai and Islamabad with competitive pricing. IB would benefit massively from a programme to ensure a common product in all classes for both airlines.

I see it as:

Y - similar to what Emirates have now 31" pitch and newer PTV's in every seat in long-haul. Special attention needs to be paid to the long-haul 767s. More emphasis needs to be placed on the benefits of WTP and IB may benefit from introducing this.

C - Club World is fine and doesnt need changing. It just needs standardising to make it the uniform standard. IB's C Class needs bringing up to CW standard. I understand this will take a great deal of work.

F - IB doesnt have a first I dont think and it may be best to leave it this way.

SERVICE

There needs to be a great deal of cross training for cabin crew - there are differences in service culture and standards and these need to be addressed. It should be borne in mind though, that IB has its own identity, and it is vitally important that this be retained. This does not mean that it cant be brought up to BA standards but you cant just implement the BA product and hope it succeeds. IB will need a new livery but BA's is strong.

FLEET

In terms of fleet planning I dont see there being too much to say - IB is almost all Airbus and will stay that way. I see the A350 for them in large numbers, and potentially a 8-10 frame order for the A380 as well given time. BA I doubt will order the A350, and I see 773ERs and 787s for them sooner rather than later. They will probably jump on the A380 bandwagon eventually but probably not until it is proven and the bugs have been ironed out after a delayed EIS. Also I suspect they would prefer the larger -900 version as they only really need the A380 for flagship routes such as LHR-SIN/NRT/JFK/LAX/SYD/MEL/CPT and the -900 will offer even more superior economics than the -800.

Future Airbus narrowbody orders for IB and BA (and i dont doubt there will be more - A321s certainly for BA and possibly some more A319s for IB) are the only synergies I see in terms of future fleet plans for a merged BA/IB.

SUMMARY

A link-up would work very well. IB is a very profitable airline, and so is BA. Both have different styles, but there are a great deal of aspects that would benefit from harmonisation. There can be little doubt that IB would benefit from an improved in-flight product, whilst BA could see massive benefits by tapping into IB's extremely strong presence in South America; a market where it has traditionally done well, but has struggled of late. A common short haul product across both carriers and a far-reaching interline codeshare, noting BA's very close relationship with fellow OneWorld partner American Airlines, and IB's similar relationship with LANChile will bring great benefits if executed correctly.



What do you mean you dont have any bourbon? Do you know how far it is to Houston? What kind of airline is this???
User currently offlineCHRISBA777ER From UK - England, joined Mar 2001, 5964 posts, RR: 62
Reply 9, posted (8 years 11 months 3 weeks 1 day ago) and read 1696 times:

Hahaha i killed the thread stone dead!

It didnt even need Philb coming in and tearing everything I say to shreds! Amazing!  Smile

So anyway - any thoughts guys?



What do you mean you dont have any bourbon? Do you know how far it is to Houston? What kind of airline is this???
User currently offlineLH423 From Canada, joined Jul 1999, 6501 posts, RR: 54
Reply 10, posted (8 years 11 months 3 weeks 23 hours ago) and read 1663 times:

Chris, I pretty much agree with you on all except the A380 purchase. Frankly, the only routes I can see the need for would be the Kangaroo routes and South Africa. JFK is out because the current system of a near-shuttle offers a better product than any of the competitors. Miss the 1900 flight, no worries. There's another at 1930, 2001, 2100, 2200, and 2300. LAX is served fine by the current x2-744 (x3 in Summer), and South Africa. The NRT flights usually never leave full. The route is very profitable but the current 747s serve the route well. HKG would be another route I could see the A380 being useful. I think with such a small fleet, BA might be better off seeing what will eventually come of the 747adv. If nothing, then maybe I see an A380 purchase way down the line.

LH423



« On ne voit bien qu'avec le cœur. L'essentiel est invisible pour les yeux » Antoine de Saint-Exupéry
User currently offlineCornish From United Kingdom, joined Feb 2005, 8187 posts, RR: 54
Reply 11, posted (8 years 11 months 3 weeks 23 hours ago) and read 1657 times:

I don't see the need for IB to have the A380 either. Most of their LatAm routes are fairly long thin ones, and i don't see them needing the extra capacity of an A380 over a A340-600 for any of them to be honest.


Just when I thought I could see light at the end of the tunnel, it was some B*****d with a torch bringing me more work
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