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UAL Chief Sees New Route To Airline Mergers: FT  
User currently offlineJawake From United States of America, joined Sep 2007, 257 posts, RR: 0
Posted (4 years 5 months 3 weeks 14 hours ago) and read 13668 times:

Financial Times has a blurb from Glenn Tilton.

"Glenn Tilton told the Financial Times that consolidation should still play a role in shaping the US aviation industry’s future, adding that balance sheets had “probably” improved enough to help finance prospective merger plans. “There is still too much capacity in the US market,” he said."

http://www.ft.com/cms/s/0/aab0d3d0-c334-11de-8eca-00144feab49a.html

He seems to beat this drum a lot. That mergers need to happen. Why is he always calling for mergers? And he seems to have the mindset that UA is "for sale". Come and merge with us.

Do you think he is right, too much capacity? I really am not sure.

76 replies: All unread, showing first 25:
 
User currently offlineSkymiler From United States of America, joined Aug 2007, 511 posts, RR: 0
Reply 1, posted (4 years 5 months 3 weeks 13 hours ago) and read 13582 times:



Quoting Jawake (Thread starter):
Do you think he is right, too much capacity? I really am not sure.

I am not sure that we are in an "over capacity" situation but an "unbalanced capacity" situation.

While there must obviously be a matching of capacity to market, the issue tends to be that the market and demand shifts much faster than an airline can reasonably be expected to be able to react, especially where new equipment is required.

Also, the capacity cuts we have seen in the last 2 years have removed almost any "elasticity" from the system. Just spend an evening at ATL with bad weather, when in the old days the "next available flight" meant that day, not 36 hours later. Of the 10 or so flights I have done in the last few days, the load factors ranged from 98 % to 100%, plus there were standbys who did not make it on board!

A merger, if done well could address the imbalance by providing enough equipment sizes, but with the economies of scale of reasonable sub-fleets, that make the matching of supply to demand easier -- just look at what DL is doing with its routes and equipment shuffles!



I love to fly, and it shows!
User currently offlineOzarkD9S From United States of America, joined Oct 2001, 4878 posts, RR: 22
Reply 2, posted (4 years 5 months 3 weeks 13 hours ago) and read 13571 times:



Quoting Jawake (Thread starter):


Why is he always calling for mergers?

So he can unload UA off on someone else and take a nice chunk of change with him on his way out.



Next Up: STL-TPA-BWI-PWM-BWI-STL
User currently offlineRjnut From United States of America, joined Dec 1999, 1193 posts, RR: 0
Reply 3, posted (4 years 5 months 3 weeks 13 hours ago) and read 13495 times:

[quote=OzarkD9S,reply=2]So he can unload UA off on someone else and take a nice chunk of change with him on his way out.



"""ding ding ding"" we've got a winner..!!


User currently offlineNetjetsINTL From United States of America, joined Jul 2009, 593 posts, RR: 0
Reply 4, posted (4 years 5 months 3 weeks 13 hours ago) and read 13430 times:



Quoting Skymiler (Reply 1):
I am not sure that we are in an "over capacity" situation but an "unbalanced capacity" situation

I disagree, I think there is way too much capapcity in the U.S... too many seats available


User currently offlineEnilria From Canada, joined Feb 2008, 6837 posts, RR: 14
Reply 5, posted (4 years 5 months 3 weeks 13 hours ago) and read 13406 times:



Quoting Jawake (Thread starter):
He seems to beat this drum a lot. That mergers need to happen. Why is he always calling for mergers? And he seems to have the mindset that UA is "for sale". Come and merge with us.

Because that is how he cashes out and that is all he cares about. Obviously it is directed at CO following the Star announcement.


User currently offlineRjnut From United States of America, joined Dec 1999, 1193 posts, RR: 0
Reply 6, posted (4 years 5 months 3 weeks 13 hours ago) and read 13366 times:



Quoting NetjetsINTL (Reply 4):
disagree, I think there is way too much capapcity in the U.S... too many seats available

At a certain point ,the degree of shrinkage results in inconvenient schedules, jam-ups at meghubs , i.e. Ohare, and too high prices. The demand for the service then begins a downward spiral.

Maybe air travel should go back to being just for the rich. Trying to become a "mass" transportation option appears to have become an abysmal failure!


User currently offlineJfk777 From United States of America, joined Aug 2006, 8089 posts, RR: 7
Reply 7, posted (4 years 5 months 3 weeks 12 hours ago) and read 13284 times:
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Continental is better off alone then merging with United and all its problems. The last decade at Continental has been great but miraculous for it to have come from the ashes of the Lorenzo era and two bankruptcies. Continental has achieved at Newark a hub never before seen in teh New York area with nonstops using 777 to Hong Kong, Shanghai, Peking, Mumbai and New Dehli. It has huge international service to Europe and Latin America. Some of this would be lost if a merger with UA happened and Liberty Airport had to compete with UA's IAD hub and ORD.

User currently offlineJawake From United States of America, joined Sep 2007, 257 posts, RR: 0
Reply 8, posted (4 years 5 months 3 weeks 12 hours ago) and read 13277 times:



Quoting NetjetsINTL (Reply 4):
Quoting Skymiler (Reply 1):
I am not sure that we are in an "over capacity" situation but an "unbalanced capacity" situation

I disagree, I think there is way too much capacity in the U.S... too many seats available

I would tend to agree with Skymiler. When I look at flights, I do not see a lot of empty planes. Maybe there are other markets where that is not so, but with friends who are in the industry, seats seem to be full all the time.

Prices for those seats on the other hand, seems to be at the lowest in years. Is that a result of too many empty seats? I am not so sure.

I know, Tilton is looking to get out of his job and leave with a "bonus" Did that happen in regards to DL & NW? Why would he think that is going to happen? He frustrates me to know end. The Pide Piper of Consolidation.  Yeah sure


User currently offlineDocLightning From United States of America, joined Nov 2005, 18676 posts, RR: 58
Reply 9, posted (4 years 5 months 3 weeks 12 hours ago) and read 13187 times:



Quoting NetjetsINTL (Reply 4):

I disagree, I think there is way too much capapcity in the U.S... too many seats available

In the last year, I've flown a number of times and every single flight has been full to within one or two seats. On a number of occasions, I simply have not been able to find a seat on a flight I wanted, even 3 weeks in advance (this is getting to be a problem on the SFO-LAX or SFO-SAN routes).

On the other hand, the fares I've paid are sometimes ludicrously low. WN is offering $37 one-way SAN-SFO? How can they make money on that?

As for UA/CO, Mr. Tilton seems to want to merge with someone, but I can't figure out why. His personal fortune must be enormous. I'm sure he could retire tomorrow and live quite luxuriously for his remaining days (he's 61).

So I'm really at a loss. Then again, I'm at a loss as to how merging NW and DL saved anyone any money, either.


User currently offlineWorldTraveler From , joined Dec 1969, posts, RR:
Reply 10, posted (4 years 5 months 3 weeks 12 hours ago) and read 13187 times:



Quoting Skymiler (Reply 1):
While there must obviously be a matching of capacity to market, the issue tends to be that the market and demand shifts much faster than an airline can reasonably be expected to be able to react, especially where new equipment is required.

well said... the reason why there is too much capacity is not because of the good times but because there are down times; in down times, it is very hard to remove unwanted capacity, esp. if it is controlled by multiple airlines, all of whom want to preserve their network footprint.

The whole reason why DL is moving forward w/ its merger w/ NW from a network standpoint is because it can begin to get rid of unwanted capacity such as at CVG knowing that even if that capacity is needed in the future, it can be readded someplace else where it makes better long term sense. DL and NW couldn't have rationalized capacity on their own but obviously together control a significant enough capacity that DL doesn't need to view CVG as a hub - solely as a local market.

Quoting Jfk777 (Reply 7):
Continental is better off alone then merging with United and all its problems.

agree... and CO will only take on UA if it can control the transaction to the point of not taking CO under and if UA's influence can be neutralized. That is, honestly, a long ways off.


User currently offlineMcmax From United States of America, joined Dec 2005, 302 posts, RR: 0
Reply 11, posted (4 years 5 months 3 weeks 12 hours ago) and read 13101 times:

While mergers between existing airlines might be a short-term solution to the over-capacity issue, the ultimate problem is that the mergers create unused "space" at airports and in the system as a whole. This makes it much more attractive to new start-ups who perceive a gap in air service which they can fill. Then, the vicious cycle starts all over again.


De minimis non curat lex tamen ego curao
User currently offlineWA707atMSP From United States of America, joined Oct 2006, 2179 posts, RR: 12
Reply 12, posted (4 years 5 months 3 weeks 12 hours ago) and read 13084 times:



Quoting WorldTraveler (Reply 10):
Quoting Jfk777 (Reply 7):
Continental is better off alone then merging with United and all its problems.

agree... and CO will only take on UA if it can control the transaction to the point of not taking CO under and if UA's influence can be neutralized. That is, honestly, a long ways off.

WT, this is one of the rare times I agree with you 100%!

I still think the only way there would be a CO / UA combination would be if UA filed for bankruptcy first. That way, CO would only have to pay for the UA assets they wanted (ORD, SFO, LAX, and NRT), without having to deal with labor issues.

If AA can resolve their own labor issues (and that is a VERY big if!), I could see AA buying UA's IAD hub in the aftermath of a UA bankruptcy. CO probably would not be allowed to take over IAD because IAD and EWR are so close.

I would be very surprised if any airline wanted UA's DEN hub, although I could see F9 and WN taking over at least some of UA's B concourse gates.



Seaholm Maples are #1!
User currently offline777fan From United States of America, joined Jan 2006, 2480 posts, RR: 3
Reply 13, posted (4 years 5 months 3 weeks 12 hours ago) and read 12981 times:



Quoting Jfk777 (Reply 7):
Continental has achieved at Newark a hub never before seen in teh New York area with nonstops using 777 to Hong Kong, Shanghai, Peking, Mumbai and New Dehli. It has huge international service to Europe and Latin America. Some of this would be lost if a merger with UA happened and Liberty Airport had to compete with UA's IAD hub and ORD.

I think you're overlooking the significance of UA's hub at IAD; similar destinations and arguably more prestigious given the capital-to-capital service.

Quoting DocLightning (Reply 9):

In the last year, I've flown a number of times and every single flight has been full to within one or two seats. On a number of occasions, I simply have not been able to find a seat on a flight I wanted, even 3 weeks in advance (this is getting to be a problem on the SFO-LAX or SFO-SAN routes).

No doubt. UA's mainline has to be running comparable to pre-recession capacity levels (anyone have stats?); it's pretty difficult to book seats less than a week out and the frequencies are obviously not as plentiful as have been in the past.

Quoting WorldTraveler (Reply 10):
agree... and CO will only take on UA if it can control the transaction to the point of not taking CO under and if UA's influence can be neutralized

Not sure how UA's creditors would feel about a merger at this point since they'd have to write off a significant amount of debt and/or as require CO to assume the debt (not likely).

Back on target: it'd be interesting to see UA in north Africa but Algiers doesn't seem like a "headline" destination. Is there demand to support such a route and what a/c would most likely be used on that route: 763? 752 (3700nm)? What about Cairo (from IAD)?


777fan



DC-8 61/63/71 DC-9-30/50 MD-80/82/83 DC-10-10/30 MD-11 717 721/2 732/3/4/5/G/8/9 741/2/4 752 762/3 777 A306/319/20/33 AT
User currently offlineKiwiandrew From New Zealand, joined Jun 2005, 8488 posts, RR: 14
Reply 14, posted (4 years 5 months 3 weeks 12 hours ago) and read 12928 times:
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Quoting 777fan (Reply 13):
Back on target: it'd be interesting to see UA in north Africa but Algiers doesn't seem like a "headline" destination. Is there demand to support such a route and what a/c would most likely be used on that route: 763? 752 (3700nm)? What about Cairo (from IAD)?

I believe that *A partner MS is looking at IAD as one of a number of possible North American points , if they do it then it would seem unlikely that UA would start a competing service .



Moderation in all things ... including moderation ;-)
User currently offlineCatiii From United States of America, joined Mar 2008, 2791 posts, RR: 3
Reply 15, posted (4 years 5 months 3 weeks 11 hours ago) and read 12906 times:



Quoting DocLightning (Reply 9):
In the last year, I've flown a number of times and every single flight has been full to within one or two seats. On a number of occasions, I simply have not been able to find a seat on a flight I wanted, even 3 weeks in advance (this is getting to be a problem on the SFO-LAX or SFO-SAN routes).

Loads dont necessarily indicate profit. Yields indicate profit.


User currently offlineTharanga From United States of America, joined Apr 2009, 1848 posts, RR: 1
Reply 16, posted (4 years 5 months 3 weeks 11 hours ago) and read 12875 times:



Quoting Jawake (Reply 8):
Prices for those seats on the other hand, seems to be at the lowest in years. Is that a result of too many empty seats? I am not so sure.

That would be basic supply and demand, wouldn't it? Loads are high, fares are low, most everybody is losing money, including WN.

Enjoy the low fares while they're here. Unless the economy picks up faster than expected, figure on more capacity cuts.

How can capacity be cut without damaging the network? Smaller planes, or mergers that allow competing hubs to be whittled down.

I don't see why Tilton's statement should be surprising. Seems natural, to me.


User currently onlineSTT757 From United States of America, joined Mar 2000, 16689 posts, RR: 51
Reply 17, posted (4 years 5 months 3 weeks 11 hours ago) and read 12747 times:



Quoting WA707atMSP (Reply 12):
CO probably would not be allowed to take over IAD because IAD and EWR are so close.

Not really, EWR-IAD is the same distance as CVG-DTW and is just shy of MEM-ATL. Neither of which caused any problems to the DL/NWA deal.



Eastern Air lines flt # 701, EWR-MCO Boeing 757
User currently offlineEMB170 From United States of America, joined Nov 2007, 644 posts, RR: 0
Reply 18, posted (4 years 5 months 3 weeks 11 hours ago) and read 12705 times:



Quoting Jawake (Thread starter):
He seems to beat this drum a lot. That mergers need to happen. Why is he always calling for mergers? And he seems to have the mindset that UA is "for sale". Come and merge with us.



Quoting OzarkD9S (Reply 2):
So he can unload UA off on someone else and take a nice chunk of change with him on his way out.

Exactly. Tilton is hung up on mergers because he's STILL trying to sell UA off and cash in.

Sad thing is, what he doesn't really get is that he needs to make UA the best it can be by itself...then an offer might come naturally. Apparently they've started investing in the hard product (in J and F), now they need to do the same for Y/Y+ and invest in the front-line employees. Take care of their own people, in other words.

The whole thing reminds me of someone who is so desperate to get married that they scare off anyone they start dating, so even if they meet someone wonderful, it never had a chance to succeed.



Can passenger jets fly as fast as my feet do? Let's find out...
User currently offlineNorCal From United States of America, joined Mar 2005, 2459 posts, RR: 5
Reply 19, posted (4 years 5 months 3 weeks 10 hours ago) and read 12312 times:



Quoting EMB170 (Reply 18):
The whole thing reminds me of someone who is so desperate to get married that they scare off anyone they start dating, so even if they meet someone wonderful, it never had a chance to succeed.

So rubbing the girl's tummy on the first date and saying, "I can't wait for my man seed to take root and grow inside you," is the wrong approach? Big grin

Quoting EMB170 (Reply 18):
Apparently they've started investing in the hard product (in J and F), now they need to do the same for Y/Y+ and invest in the front-line employees. Take care of their own people, in other words.

Happy employees are productive employees, just ask WN, B6, etc.


User currently offlineEMB170 From United States of America, joined Nov 2007, 644 posts, RR: 0
Reply 20, posted (4 years 5 months 3 weeks 9 hours ago) and read 12173 times:



Quoting NorCal (Reply 19):
So rubbing the girl's tummy on the first date and saying, "I can't wait for my man seed to take root and grow inside you," is the wrong approach?

It'd be right up there with showing the guy a photo album on the first date of what their future children might look like... Big grin



Can passenger jets fly as fast as my feet do? Let's find out...
User currently offlineTISTPAA727 From United States of America, joined May 2007, 319 posts, RR: 2
Reply 21, posted (4 years 5 months 3 weeks 9 hours ago) and read 11935 times:



Quoting Catiii (Reply 15):
Loads dont necessarily indicate profit. Yields indicate profit.

Der...which is why DocLightning asked how WN could possibly make money only charging $37 one way.

Quoting DocLightning (Reply 9):
On the other hand, the fares I've paid are sometimes ludicrously low. WN is offering $37 one-way SAN-SFO? How can they make money on that?

Does WN expect other routes to make up for slim revenue on these flights? $37 one-way is just crazy, even for short flights.



Don't sweat the little things.
User currently onlineUnited1 From United States of America, joined Oct 2003, 5815 posts, RR: 9
Reply 22, posted (4 years 5 months 3 weeks 8 hours ago) and read 11513 times:



Quoting Jawake (Thread starter):
Do you think he is right, too much capacity? I really am not sure.

I'm not sure that there is too much capacity out there but the capacity is way too fragmented between carriers.

Quoting Jawake (Thread starter):
Why is he always calling for mergers?

This is the first time in quite a while I've heard Tilton mention the "M" word. After UA turned down US the entire consolidation rhetoric seemed to quiet down from the United side. He has mentioned opening up US airlines to foreign investment quite a bit recently thought. Either way its an article and I'm sure he was responding to a questioned asked of him vs some unsolicited comment.



Semper Fi - PowerPoint makes us stupid.
User currently offlineWorldTraveler From , joined Dec 1969, posts, RR:
Reply 23, posted (4 years 5 months 3 weeks 7 hours ago) and read 10921 times:



Quoting WA707atMSP (Reply 12):
If AA can resolve their own labor issues (and that is a VERY big if!), I could see AA buying UA's IAD hub in the aftermath of a UA bankruptcy

Airline mergers rarely happen from asset carveups; only when you get to the end of a company do airlines start carving up their assets among multiple carriers. Nearly all other times, the copmany goes pretty much intact to one acquirer or another.
UA is a long ways from being in such bad condition that it has to be liquidated piecemeal.

Quoting Mcmax (Reply 11):

While mergers between existing airlines might be a short-term solution to the over-capacity issue, the ultimate problem is that the mergers create unused "space" at airports and in the system as a whole. This makes it much more attractive to new start-ups who perceive a gap in air service which they can fill. Then, the vicious cycle starts all over again.

that is the nature of the airline business....yes, you are right. The hope in consolidation is that the remaining carriers can gain a critical mass an increased efficiencies to survive new competition. You are right that if that doesn't happen, mergers are just a short term painful process that doesn't accomplish much.

Quoting Catiii (Reply 15):
Loads dont necessarily indicate profit. Yields indicate profit.

RASM-CASM=profit (or loss if CASM is greater than CASM)

Quoting TISTPAA727 (Reply 21):
Der...which is why DocLightning asked how WN could possibly make money only charging $37 one way.

because WN is also masterful at allowing only enough capacity so that they can charge $237 to some passengers who must travel at the last minute.


User currently offlineER757 From Cayman Islands, joined May 2005, 2431 posts, RR: 7
Reply 24, posted (4 years 5 months 3 weeks 6 hours ago) and read 10579 times:



Quoting DocLightning (Reply 9):
In the last year, I've flown a number of times and every single flight has been full to within one or two seats

That's been my experience as well. Of course, I've flown some pretty popular routes (SEA/PHX, SEA/LAX, SEA/ORD, SEA/HNL and beyond) so that has to account for part of it. I'm with you on the fares thing too. When I see all these packed flights and then see airlines announcing quarterly loss after quarterly loss, I makes me think their fare structure is out of whack.


25 Flighty : That sounds more like a confession than a complaint. Airline CEOs decided to put overcapacity into the US market. It didn't just happen.
26 CO767FA : I think you are incorrect regarding DEN. Enlighten us to the basis for your opinion that DEN is un"wanted" by any airline.
27 N1120A : They don't. They make money on the people paying $158 for an Anytime fare. Or you can look at it this way. They pay their costs with the higher fares
28 Cschleic : Exactly. That's what passengers don't get...it's just mass transport, not what it once was. And you have to wonder about execs who constantly say mer
29 Tharanga : B6 seems to have that down, too. But despite that, WN is losing money. If they could charge even more customers $237 instead of $25, they would, but
30 ThegreatRDU : Obviously your flying at peak times.... Especially the new airlines, like Virgin America enter the fray with no niche....and charge fares that are no
31 AADC10 : Tilton was not hired to run UA for the long term, although he has been there longer than anyone expected. He was hired as a "turnaround" specialist t
32 KPHXFlyer : Often times with my job, I have to fly on short notice (usually less than 3 days) and usually pay $300-$375 roundtrip for PHX-LAS/ABQ/LAX/SNA/BUR on
33 N1120A : There is no way the Bankruptcy Court allows UA to go into Ch. 7 and shaft creditors, including labor, like that given that UA is turning a not insign
34 WA707atMSP : WN and F9 already have very strong name recognition in DEN. Both airlines also have lower costs than almost any purchaser of UA's DEN hub. Any airlin
35 Jawake : Thats fine, if that was he was SUPPOSE to do and be hired for, then I understand why he says what he says. Makes sense. But he has not delivered. He
36 Commavia : Man I'll say this about a hypothetical United-Continental merger: that combined network would be a force to be reckoned with and would handily dominat
37 HouStrategies : I have a question about UA and DEN. Isn't that hub a core part of their value proposition to loyal premium CA fliers? "We have lots of nonstops from S
38 WROORD : ...and he did exactly that at his last job, so I guess he is still short some pennies before retirement. Why on earth he is still there beats me, but
39 Planemaker : Please see first quote. Please take a good long look at this industry. Not even WN is profitable at the moment... and you can't get a leaner nor simp
40 CatIII : But since he was talking solely, presumably by his statement, about loads and their correlation to profitability or a particular flight, and since RA
41 9252fly : I always thought that RASM is the measurement of revenue per available seat mile,emphasis on the word seat?
42 Tharanga : Exactly my point - in order to reduce capacity, those smaller hubs have to go. but it can be hard for an airline to axe them, unless they merge with
43 YXwatcherMKE : WOW you nailed it, I have a good friend that was UA FO that just got laid-off and that is what he said to me a month ago before he got the news. It i
44 PhxIAHszxJNU : I don't think anybody has figured out how to run a constantly profitable airline in the US, the demand is there, but the profits are elusive.
45 EA CO AS : No, RASM is ALL incoming revenue (ticket sales, cargo, mileage plan, etc) divided by ASMs. PRASM is just ticket sales (PASSENGER Revenue per Availabl
46 Tharanga : Again, basic supply and demand. Demand will be there for any good, if the price is low enough. Doesn't mean you can make a profit at that point. Eith
47 SRT75 : It seems that UA has been increasingly outsourcing its domestic routes to express operations. Just look at all the grey lines on a UA domestic route
48 Airzim : Quite simply, there's no longer a need for a Mountain West hub. In the 727 and DC-9 days, most east/west routes needed a place to put down unless the
49 STT757 : IAD is a great money maker, huge Government contracts. EWR and IAD would compliment each other, not compete against each other. EWR and IAD serve two
50 ThegreatRDU : That's bold but not going to happen IAD and EWR are far apart and large in their own right...the only hub that will go if CO and UA merge is CLE, the
51 STT757 : EWR and IAD are not CLE, CVG, PIT, MEM or STL, those hubs are in smaller Cities with heavy dependence on connecting traffic. EWR and IAD are huge O&D
52 MasseyBrown : I believe that competition among hubs is just as beneficial as competition among airlines. Devolving to three alliance-associated carriers and 6 or s
53 ThegreatRDU : If you say so, but how is it beneficial if you maintain a hub at a medium-sized city which is just redundant overlap, low O&D, and expensive RJ flyin
54 MasseyBrown : If a smaller hub is profitable and captures traffic that is not largely self-diversionary, how is it not beneficial? I'm not advocating public subsid
55 Tharanga : Point taken; I should have said IAD would be pared down to support local O&D only. Maybe IAD has a lot of O&D, but it can't be 100%. Wouldn't be surp
56 MasseyBrown : Some economists argue that oligopoly coddles if not encourages mediocrity and thereby reduces profit. That's debatable in the real world but reasonab
57 Byrdluvs747 : I would agree in the sense that the complacency and customer apathy of monopolies/oligopolies usually fosters a fertile environment for LCC's to grow
58 Tharanga : Oligopoly meaning too few hubs, or too few airlines, or both? So long as the hubs can handle what's being asked of them, I don't see a big deal. ORD
59 Planemaker : I do not think that we are near an oligopoly in the domestic airline industry... look at the number still remaining. And if we were, the airlines wou
60 TAN FLYR : I too will miss the "Guppy"! Many flights in the 70's,80's and into the 90's on UA 737's. So , in a nostalgic way, another piece of the heart of what
61 TAN FLYR : Mod..Please delete above post. I mistakenly put in wrong thread. My apologies.
62 Post contains links STT757 : More from the CO/UA merger rumor mill; Smisek refering to DL/NWA; http://www.cleveland.com/business/in...ontinental_president_says_air.html
63 Alphascan : I laughed when I first saw this thread's headline. Its like the Groundhog Day movie. Maybe it should read: UAL Chief Sees New Route To Airline Mergers
64 UA772IAD : Either that or the less likely scenerio that he is encouraging other mergers to keep UA solo. -Just thought for "fun" I'd put a different spin on thi
65 AirFrnt : The problem with DEN for UA isn't logistical - in fact, it's the location and the logistics that are saving it - rather it's the sheer carnage of bein
66 Flyiguy : This was tried with LHR and LH tried with flights to FRA. The problem with DEN is the Altitude. With that it takes a huge hit on payload just to get
67 AirFrnt : British Airways is eating United's lunch in DEN, United at least gets the carrots from LH's lunch thanks to Star Alliance, but F9 also wallops them in
68 Rampart : Tell that to WN. DEN is perfectly situated to be a hub, and probably better than IAH. I don't get the point about 727s and DC-9s. How are these diffe
69 United1 : As there is a JV in place UA could care less if a passenger is booked on LH.... Oh yes one daily BA flight to LHR is truly a threat to UAs DEN operat
70 MasseyBrown : Bigger may be the problem. During DL's latest earnings conference call Anderson said that DL has significantly increased its share of corporate contr
71 Jawake : I thought of that, but I don't see that happening. The merger is in full swing and Northwest is being broken up all over the place. Reforming NW woul
72 AirFrnt : It is doing exactly what UA planned... and loosing money hand over fist. Their competitors are eating away pricing control and market share. That tre
73 United1 : UA is trading (and rather sucessfully at that) market share for yield at DEN. Quite frankly UA isn't interested in getting in a slug fest over lower
74 SurfandSnow : Poor planning?? UA did not even have the rights to fly internationally until the 1980s! Once they acquired the Pan Am network, they began building tr
75 UA772IAD : Ummm I didn't say that. What I did say was:
76 FlyFitch : It was stopped for a while but obviously there was enough demand as that flight returned the next season. I agree, that it has potential for year rou
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Copa To Launch New Route To JFK?.. posted Mon Apr 5 2004 22:54:05 by STT757
BMI's New Route To Be To YYZ? posted Mon Jan 26 2004 21:45:29 by MartinairYYZ
EVA Adds 55 Charter Flts, New Route To CHC posted Tue Dec 31 2002 01:56:47 by Bigo747
Mea New Route To Milan posted Sat Jan 19 2002 20:18:14 by Salim