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Air Canada Wants A YVR-Asia LCC  
User currently offlinevoodoo From Niue, joined Mar 2001, 2098 posts, RR: 0
Posted (2 years 5 months 2 weeks 1 day 23 hours ago) and read 11748 times:

Looks like the next big (cyclical?) shake-up of the Canadian airline industry is about to begin:

http://www.theglobeandmail.com/repor...airline/article4253877/?cmpid=rss1


` Yeaah! Baade 152! Trabi of the Sky! '
53 replies: All unread, showing first 25:
 
User currently offlineAirCanada787 From Canada, joined Nov 2010, 286 posts, RR: 0
Reply 1, posted (2 years 5 months 2 weeks 1 day 23 hours ago) and read 11703 times:

We have been hearing about AC wanting to run an LCC or LWC for sometime. But this does tell us that it will probably start in YVR which makes sense considering the growing markets they can access from there. But one part of the article I found really interesting:

"Air Canada will remain a member of the Star Alliance of airlines and still handle domestic flights in and out of Vancouver, as well as provide service between Vancouver and the United States, Mexico and the Caribbean."

I was always under the impression that AC would still fly to higher yield destinations and destinations and those with a strong business class demand.



The mind, like a parachute, functions only when open.
User currently offlinemultimark From Canada, joined Jul 2006, 797 posts, RR: 0
Reply 2, posted (2 years 5 months 2 weeks 1 day 22 hours ago) and read 11524 times:

This is just more proof that AC management is flailing about, with no clear plan, or even understanding of what their brand is. They're willing to forfeit all high yield traffic to Asia? How will this apparent leisure brand interface with their other domestic and international operations?

User currently offlinepowercube From United States of America, joined Jul 2007, 265 posts, RR: 1
Reply 3, posted (2 years 5 months 2 weeks 1 day 22 hours ago) and read 11490 times:

Wow, does this mean they want to palm AC33/34 off onto the LCC? That flight has always been pretty popular with people in the Pacific Northwest as you can avoid the horrors of LAX and the delays of SFO.

User currently offlineHOONS90 From Canada, joined Aug 2001, 3051 posts, RR: 52
Reply 4, posted (2 years 5 months 2 weeks 1 day 22 hours ago) and read 11406 times:
AIRLINERS.NET CREW
CHAT OPERATOR

Assuming that AC063/064 gets transferred over, guess KE will be quite happy to have a bigger slice (perhaps even the whole pie) of the premium traffic between YVR and ICN, although I'm not even sure if AC actually carries that much premium traffic to/from ICN.


The biggest mistake made by most human beings: Listening to only half, understanding just a quarter and telling double.
User currently offlineconnector4you From Canada, joined May 2001, 933 posts, RR: 2
Reply 5, posted (2 years 5 months 2 weeks 1 day 21 hours ago) and read 11155 times:

Quoting multimark (Reply 2):
They're willing to forfeit all high yield traffic to Asia?

Not to all of Asia, but surely there are some destinations left out there that could perfectly fit the profile of a low cost high density traffic like New Delhi, Hanoi, Bangkok and yeah try ... Novosibirsk for a change


User currently offlineANM604 From Canada, joined Feb 2012, 141 posts, RR: 0
Reply 6, posted (2 years 5 months 2 weeks 1 day 17 hours ago) and read 10770 times:

Quoting AirCanada787 (Reply 1):
I was always under the impression that AC would still fly to higher yield destinations and destinations and those with a strong business class demand.

I would be absolutely shocked if AC gave up on premium destinations like HKG, NRT, SYD etc from YVR. There is just no logical explanation of why they would, unless the LCC and AC were closely aligned enough to share some elements like J-class, Aeroplan etc. If I had to guess, this sounds more like posturing, and I would expect fierce opposition from all unions. IMHO, this is a terrible idea if they intend on giving up on ALL Asia flights out of YVR. This might work if it can fly to secondary destinations, but then they risk poaching connecting passengers off existing AC flights. I just don't get it.


User currently offlinesydscott From Australia, joined Oct 2003, 3135 posts, RR: 20
Reply 7, posted (2 years 5 months 2 weeks 1 day 16 hours ago) and read 10694 times:

Quoting ANM604 (Reply 6):
I would be absolutely shocked if AC gave up on premium destinations like HKG, NRT, SYD etc from YVR.

I can see a great logic for Jetstar Japan to launch say NRT-YVR along with NRT-HNL. Neither are much longer than OOL/CNS-NRT that JQ Australia currently fly with A332's. If they did that, in conjunction with JAL, that could force AC's hand. And the QF group does have 50 787's to place of which 15 at least are going to Jetstar operations...........


User currently offlinevoodoo From Niue, joined Mar 2001, 2098 posts, RR: 0
Reply 8, posted (2 years 5 months 2 weeks 1 day 8 hours ago) and read 10241 times:

Quoting multimark (Reply 2):
This is just more proof that AC management is flailing about, with no clear plan, or even understanding of what their brand is. They're willing to forfeit all high yield traffic to Asia? How will this apparent leisure brand interface with their other domestic and international operations?

Or it could just be a ploy to make Westjet think 2x about developing an Asian strategy. If it delays that for a while it may make it difficult for it to ever happen. If AC announces in a year or two that it has 'decided not to pursue the Asian LCC idea' that will be my guess. Then.  



` Yeaah! Baade 152! Trabi of the Sky! '
User currently onlinethenoflyzone From Canada, joined Jan 2001, 2642 posts, RR: 11
Reply 9, posted (2 years 5 months 2 weeks 1 day 6 hours ago) and read 10045 times:

Quoting ANM604 (Reply 6):
This might work if it can fly to secondary destinations, but then they risk poaching connecting passengers off existing AC flights. I just don't get it.

You're not the only one my friend ! Poor managerial decisions these last few years, that's for sure. And yet, they keep putting millions in their pockets in bonuses, and give nothing back to the employees.

Service wise, anyone who flies coach cannot differentiate between AC and WS. If anything, WS doesnt charge for your first checked bag, making it look like a better airline than AC.

I will choose WS over AC anyday.

As for long haul and LCC, in my opinion, those two words cannot and should not be used in the same sentence.

Oasis Hong Kong comes to mind. Also Air Asia X (still flies, but basically pulled out of KUL-Europe altogether !)

Scoot will be the same thing. It will tank, unless it sticks to intra-Asia flights, (i.e medium-haul)

Thenoflyzone

[Edited 2012-06-14 05:44:52]


us Air Traffic Controllers have a good record, we haven't left one up there yet !!
User currently offlinebmacleod From Canada, joined Aug 2001, 2347 posts, RR: 0
Reply 10, posted (2 years 5 months 2 weeks 1 day 6 hours ago) and read 10018 times:

So if this crazy idea manages to get off the ground, what aircraft will they use 763s and A333s? I can't see expensive 77Ws being utilized into LCC service.


The engine is the heart of an airplane, but the pilot is its soul.
User currently offlinebobloblaw From United States of America, joined Jan 2012, 1725 posts, RR: 1
Reply 11, posted (2 years 5 months 2 weeks 1 day 6 hours ago) and read 9983 times:

Quoting multimark (Reply 2):
This is just more proof that AC management is flailing about, with no clear plan, or even understanding of what their brand is

Correct.

Quoting powercube (Reply 3):
Wow, does this mean they want to palm AC33/34 off onto the LCC?

AC wants a LCC for every part of their network. WHY doesnt AC just come out and say it?? "We want our employees to be 50% more productive and pay them 50% less"


User currently offlinesebring From Canada, joined Jul 2004, 1666 posts, RR: 14
Reply 12, posted (2 years 5 months 2 weeks 1 day 4 hours ago) and read 9632 times:

Speaking of flailing away, I think a lot of you underestimate what is going on here. You're the ones flailing away, with uninformed opinions

I'll give you a line from a well-informed poster on another site, who responds to a comment that the plan seems to be confusing, or maybe just posturing ahead of the current pilot contract arbitration:



There has been a war room set up at AC HQ now for many months staffed by senior executives, professional advisors, lawyers, investment banks, and Sean Dunphy

http://www.stikeman....le_16250_EN.pdf

And you believe that this is posturing? You have no idea what is coming down the pipe.




And I have it from multiple sources that the LCC will use some of the most cost-effective aircraft at AC, which shouldn't be surprising since AC has five more 777-300ERs and 37 787s coming from Boeing, and is negotiating with Air India for its 777-200LRs. Put in all-Y configuration, even at 32 inch pitch you can get a lot more people into the aircraft.

[Edited 2012-06-14 07:21:01]

User currently onlinebehramjee From Canada, joined Aug 2003, 4830 posts, RR: 44
Reply 13, posted (2 years 5 months 2 weeks 1 day 4 hours ago) and read 9524 times:

Only 3 routes from YVR come to mind for a long haul low cost i.e. TPE MNL and DEL. The rest i.e. NRT HKG PEK PVG ICN all have sufficient demand in J cabin to ensure a 2 class cabin aircraft warrants flying it.

User currently offlineWildcatYXU From Canada, joined May 2006, 2644 posts, RR: 5
Reply 14, posted (2 years 5 months 2 weeks 1 day 4 hours ago) and read 9248 times:

Quoting thenoflyzone (Reply 9):
If anything, WS doesnt charge for your first checked bag, making it look like a better airline than AC.
AC is charging for the first bag only on transborder routes.

Quoting sebring (Reply 12):
You have no idea what is coming down the pipe.

We may not - however, we see an airline with high fares, mediocre service and high load factors being consistently in red numbers. Evidence that the management is indeed doing something wrong. So we don't really need patronizing from anyone. We are, after all, customers and if we don't like what we see, we will vote with our wallets. AC already did some changes on TPAC routes that upset many FF's. Continuing the race to bottom will drive them away completely.

Edited for spelling

[Edited 2012-06-14 08:13:55]

User currently offlinelonghauler From Canada, joined Mar 2004, 5132 posts, RR: 43
Reply 15, posted (2 years 5 months 2 weeks 1 day 3 hours ago) and read 9167 times:

Quoting bobloblaw (Reply 11):
AC wants a LCC for every part of their network. WHY doesnt AC just come out and say it?? "We want our employees to be 50% more productive and pay them 50% less"

Air Canada's employees are already generating more than 20% more revenue per employee than Westjet, while costing only 2% more per employee, INCLUDING pensions and benefits. That is why Air Canada's employees are correctly responding that clearly the problem does not lie with the employees ... they want an LCC management team!

Quoting multimark (Reply 2):
This is just more proof that AC management is flailing about, with no clear plan, or even understanding of what their brand is.

While I agree in principal. In my opinion, they know exactly want they want and what they are doing. They are not thinking long term, not by a long shot. Upper management wants to do, what they have done for the last 10 years. Separate parts of Air Canada, sell them, and divide the proceeds among themselves. The fact that the long term result is not viable is irrelevant, as they will no longer be a part of the airline.

For a shocker, look at the recent AGM of Air Canada in Calgary. Look at the huge raises, and massive bonuses they have all given themselves!!! For a job well done .... ?

Look at AVEOS. Separated, then sold. Then cast off ... now, they cant get maintenance on the airplanes flying, and they are ferrying them worldwide to be maintained!!! Not a long term solution.



Never gonna grow up, never gonna slow down .... Barefoot Blue Jean Night
User currently offlinesebring From Canada, joined Jul 2004, 1666 posts, RR: 14
Reply 16, posted (2 years 5 months 2 weeks 1 day 3 hours ago) and read 8753 times:

Quoting longhauler (Reply 15):

Look at AVEOS. Separated, then sold. Then cast off ... now, they cant get maintenance on the airplanes flying, and they are ferrying them worldwide to be maintained!!! Not a long term solution.


That's not a long term solution, but it's also not the solution envisioned for the long term. The recent agreement in bankruptcy court will see engine and component work done locally, and as companies like Premier Aviation open expanded facilities, much of the frame work will stabilize locally in Canada. As you well know, frame work - indeed ACTS as a whole - was never profitable, and was a drag on profitability and demanded an inordinate amount of management energy. Even maintenance vets like Hollis Harris and Lamar Durrett couldn't make ACTS break even. AC tried being an MRO, but many frame projects, like the infamous Northwest DC-9 rebuilds, ended up losing rather than making money. You can only be entrepreneurial in so many areas, and operating an MRO was always difficult for Air Canada.

Partly, these attempts reflected the Air Canada Act's requirement to maintain three maintenance bases. No other major airline - not AA, not UA/CO - operates three major maintenance bases. That's all gone like the dodo bird. But AC was stuck with the act, but through the divestiture and a couple of friendly legal decisions, it's been able to wriggle out of a legal obligation that no other major airline has to endure.

Simply put, Air Canada should have been out of frame work a decade ago. It should have laid off those employees and closed Winnipeg and downsized Montreal a decade ago. Because of the Air Canada Act the employees concerned got an extra decade of work at over-market wages. Now, in a series of steps, Air Canada has got out from under act, and with the AVEOS bankruptcy, it has gotten out of the onerous prices it was being charged by the latter, which was the price of divestiture in the first place.

Far from being a negative, the bankruptcy of AVEOS was a huge windfall for Air Canada in the long term. I don't celebrate the loss of AVEOS frame jobs, but for an Air Canada standpoint, it is a victory over both the government (failure to amend or abrogate the ACPPA) and high costs.

[Edited 2012-06-14 09:04:19]

User currently offlinesebring From Canada, joined Jul 2004, 1666 posts, RR: 14
Reply 17, posted (2 years 5 months 2 weeks 1 day 2 hours ago) and read 8689 times:

Quoting behramjee (Reply 13):

Only 3 routes from YVR come to mind for a long haul low cost i.e. TPE MNL and DEL. The rest i.e. NRT HKG PEK PVG ICN all have sufficient demand in J cabin to ensure a 2 class cabin aircraft warrants flying it.

The question is whether on a year round basis you can't make more money with an all-Y, 32" pitch configuration than you can with the current two class setup. If AC's route structure is so profitable, it's hard for me to see why AC loses money. The truth is, it has to make more money in the peak period - when business travel is light - and lose less and preferably break even or make a small profit in the winter months. So it may well be that on a 12-month basis, AC can make more money with a 500-seat (all Y) 777-300ER than it can with a 349-seat two class 777-300ER.


User currently offlineordjoe From United States of America, joined Aug 2010, 729 posts, RR: 0
Reply 18, posted (2 years 5 months 2 weeks 1 day 2 hours ago) and read 8566 times:

Quoting connector4you (Reply 5):
New Delhi, Hanoi, Bangkok and yeah try ... Novosibirsk for a change

If this is done it would make scense to send the LCC metal there and send AC metal to HKG, SIN, etc.

So are they sort of doing like QF did with jetstar?


User currently offlineYOWza From Canada, joined Jul 2005, 4906 posts, RR: 15
Reply 19, posted (2 years 5 months 2 weeks 1 day 1 hour ago) and read 8225 times:

Quoting thenoflyzone (Reply 9):
As for long haul and LCC, in my opinion, those two words cannot and should not be used in the same sentence.

I hear you! But...

Quoting thenoflyzone (Reply 9):
Oasis Hong Kong comes to mind. Also Air Asia X (still flies, but basically pulled out of KUL-Europe altogether !)

Oasis did not have the subsequent feed at either end of any of its long haul routes.

Quoting thenoflyzone (Reply 9):
Scoot will be the same thing. It will tank, unless it sticks to intra-Asia flights, (i.e medium-haul)

Well with Silk air and SQ feeding into it you never know.

Quoting bmacleod (Reply 10):
763s and A333s

I'm not so sure about the A330's given their dwindling numbers. The 763s though could be a good candidate.

Quoting bobloblaw (Reply 11):
AC wants a LCC for every part of their network. WHY doesnt AC just come out and say it?? "We want our employees to be 50% more productive and pay them 50% less"

I don't think anyone is saying that. Are they?

Quoting WildcatYXU (Reply 14):
we see an airline with high fares, mediocre service and high load factors being consistently in red numbers

AC fare are almost always comparable to WS. There is very, very little to choose between AC and WS. In fact if it weren't for the cutesy jokes WS tells as part of their announcements you'd never know the difference. You have however correctly identified that high loads and low yields is a problem. That to me explains this desire to create an LCC.

YOWza



12A whenever possible.
User currently offlineWildcatYXU From Canada, joined May 2006, 2644 posts, RR: 5
Reply 20, posted (2 years 5 months 2 weeks 1 day 1 hour ago) and read 8014 times:

Quoting YOWza (Reply 19):
AC fare are almost always comparable to WS. There is very, very little to choose between AC and WS.

Yes, on routes served by both. Otherwise the fares are quite high, especially if you travel to some small communities (such as YCG).

Quoting YOWza (Reply 19):
In fact if it weren't for the cutesy jokes WS tells as part of their announcements you'd never know the difference.

They are still doing it?
Quoting YOWza (Reply 19):
high loads and low yields is a problem. That to me explains this desire to create an LCC.

I understand that, but I don't think it's the way to go. At least I personally would avoid a TPAC LCC style flight as a plague, same way as you'll never see me flying TATL aboard of TS A310. Not to mention that according to Longhauler, TS has very low yields on their TATL flights. All that with fares that aren't all that low. Apparently the LC model doesn't really work well on TATL. What are the chances that it will work well on TPAC?


User currently offlineYOWza From Canada, joined Jul 2005, 4906 posts, RR: 15
Reply 21, posted (2 years 5 months 2 weeks 1 day ago) and read 7821 times:

Quoting WildcatYXU (Reply 20):
They are still doing it?

What do a teabag and the Calgary Flames have in common?
They're only good for one cup.

What do the Maple Leafs and the Titanic have in common?
They both look great until they hit the ice.

What’s the difference between a frequent flyer and the Maple Leafs?
Frequent flyers earn points. (I hope you appreciate the irony of WS telling this joke...)

Quoting WildcatYXU (Reply 20):
Yes, on routes served by both. Otherwise the fares are quite high, especially if you travel to some small communities (such as YCG).

I just flew into YYZ-YVR-YCD and it was quite cheap. Mind you it was on a domestic Tango fare meaning no status miles and only 25% Aeroplan points!

Quoting WildcatYXU (Reply 20):
Apparently the LC model doesn't really work well on TATL. What are the chances that it will work well on TPAC?

Well the travels patterns to and from the country are changing. Western Canada to Asia is not as well served as Eastern Canada to Europe. There is definitely a demand for more seats.

YOWza



12A whenever possible.
User currently offlineWildcatYXU From Canada, joined May 2006, 2644 posts, RR: 5
Reply 22, posted (2 years 5 months 2 weeks 1 day ago) and read 7589 times:

Quoting YOWza (Reply 21):
I just flew into YYZ-YVR-YCD and it was quite cheap. Mind you it was on a domestic Tango fare meaning no status miles and only 25% Aeroplan points!



Well, my YXU-YYZ-YVR-YCG RT on negotiated Tango Plus wasn't. My employer paid for it just about the same money as I paid for my son's YXU-YYZ-FRA-KRK-MUC-YYZ-YXU on regular, non-negotiated Tango Plus. And please, don't even start with Tango Fares...

Quoting YOWza (Reply 21):
Western Canada to Asia is not as well served as Eastern Canada to Europe. There is definitely a demand for more seats.



Is it really so? Don't forget, Western Canada's population is much smaller than Eastern Canada's and it's far less concentrated. You have about the same population concentrated in the Golden Horseshoe area as in all provinces west of Ontario.


User currently offlinerobsaw From Canada, joined Dec 2008, 242 posts, RR: 0
Reply 23, posted (2 years 5 months 2 weeks 22 hours ago) and read 7211 times:

Quoting longhauler (Reply 15):
Air Canada's employees are already generating more than 20% more revenue per employee than Westjet, while costing only 2% more per employee, INCLUDING pensions and benefits. That is why Air Canada's employees are correctly responding that clearly the problem does not lie with the employees ... they want an LCC management team!

That's a very creative statement. Implies that the AC employee's are generating 100% of the revenue. I think it is the customers that generate revenue.

The last Westjet and AC quarterly reports indicate that per employee revenues are within 1% of each other. While costs per employee are about 13% higher at AC. How much of that cost is actually wages and benefits is not readily decipherable from the reports. Regardless, the issue is any business can only deal with the variable expenses within their control and wages and benefits is the largest factor on that side even if fuel, aircraft financing and maintenance are significant other contributors to expenses.

In any case, the problem is that AC consistently has too many quarters where operating expense exceeds operating revenue per passenger-mile; a simply unsustainable business model.


User currently offlinelonghauler From Canada, joined Mar 2004, 5132 posts, RR: 43
Reply 24, posted (2 years 5 months 2 weeks 20 hours ago) and read 7072 times:

Quoting robsaw (Reply 23):
The last Westjet and AC quarterly reports indicate that per employee revenues are within 1% of each other. While costs per employee are about 13% higher at AC. How much of that cost is actually wages and benefits is not readily decipherable from the reports.

What you have to look at is the "equivalent full time employee" numbers. As almost 30% of Air Canada's staff are part time.

As far as cost per employee, we must be looking at different columns. On the Westjet side, I was looking at "employee compensation, including profit sharing" ... on the Air Canada side it was termed "employee wages and benefits, including pensions". Not just actual wages.

But ... it really is all moot, as management has already acknowledged that Air Canada's employees by the numbers have passed Westjet's in value. They are trying to go even further. btw, Air Canada just publicly announced that they have hired another 24 full time "managers" to monitor the actions of its employees on social media. (One of the reasons I only quote numbers and information from the public domain).

Just what Air Canada needs ... another 24 managers. Soon management will outnumber employees!



Never gonna grow up, never gonna slow down .... Barefoot Blue Jean Night
25 blueflyer : Surely the linked article is not entirely correct. I can't imagine that Air Canada would abandon all Asia service ex YVR. Well, I hope the smart war-r
26 HOONS90 : I'm not sure if ICN is a high yielding destination for AC. They just have a daily 763 on it while NRT and HKG are both 77Ws. I would guess that KE ca
27 ACT7 : Actually, the part of the article that I found interesting is this one: “Vancouver has been an underperforming market for Air Canada on internation
28 Post contains images YVRLTN : It is interesting, because during the same time: CA have increased to twice daily MU are running twice daily peak flights for the first time KE have
29 ACT7 : It was posted on ssp that AC has reduced YVR-HKG to 5 weekly as well. Sundays, Tuesdays, Thursdays, Fridays, and Saturdays. Is AC really that uncompe
30 ANM604 : I'm not so sure. AC's IFE is miles ahead of WS, I personally hate the leather seats WS uses, and some of the older birds in WS's fleet are starting t
31 behramjee : Or Air Canada could instead use a few of its to be delivered B77Ws in a different configuration for YVR-TPE/MNL nonstop flights i.e. instead of having
32 Post contains links connies4ever : If there has been a frequency reduction YVR-HKG, would this be related to the possible T7 pilot shortage due to retirements ? Has been discussed on t
33 longhauler : Air Canada is going to have a hard time staffing its flights with pilots. There are only so many times you can kick a guy in the onions before he say
34 connies4ever : Yes, exactly what the Avcanada link is discussing and what I was trying, however poorly, to get at. The ones leaving are, I believe, more at the Seni
35 ACT7 : I don't think that's true. If YVR was performing the way AC needs it to, it wouldn't shift focus just for the sake of building their YYZ hub. YYZ is
36 Post contains links Fly2yyz : Not sure if this has been brought up, but I thought it was fitting of this topic I thought I would post it here. This articule discusses Air Transat (
37 Jayce : I agree to a point. Yes, YYZ is a substantially larger market with more premium traffic, but AC inherited the YVR hub from the merger with CP, and ha
38 connies4ever : AC don't really have a strong YVR-USA presence. Certainly a fair number of flights to LAX/SFO/ORD/SEA/PDX, mostly UA codeshares, but difficult to mar
39 bakersdozen : Thinking "out loud" here but I wonder how the new runway and new international/transborder terminal at YYC would play into more of a western Canada t
40 Viscount724 : AC has far more capacity from YVR now than CP ever did. For example, CP never had anything approaching AC's current roughly 18 daily nonstops YVR-YYZ
41 connies4ever : Could work. In AC's world, YYC IS a hub (along with YVR, YYZ, and YUL) as there are a lot of cnx options, both to the USA and domestically. AC has al
42 YVRLTN : Lets have a look 1x daily ANC 4x week HNL 1x daily LAS 4x daily LAX 1x week OGG 1x daily MEX 1x daily EWR 4x daily PDX 1x daily SAN 5x daily SFO 8x da
43 IndianicWorld : How much high yield traffic is there between YVR and SYD? AC are the only operator on the route but I still can't see huge premium demand existing. Un
44 ac7e7 : It doesn't matter who the management team is at Air Canada. The unions and their members will not be happy until the airline hands over every penny i
45 connies4ever : Didn't realise MEX was an American destination ! But the key point is, for both YVR & YYC, US destinations served from these cities mostly alread
46 longhauler : As you are young, you probably don't know a lot of the "management history" of Air Canada and its predecessors. Past CEOs like Claude Taylor, Hollis
47 Post contains links YXD172 : Can you show anything to back this up? As I explained in AC Mechanics, Baggage Handlers Reject Contract a couple months ago, AC's costs per equivalen
48 ac7e7 : I am well aware of Air Canada's management history, especially Hollis Harris. And if I recall, there were constant grumblings about Hollis Harris bei
49 Skywatcher : How on earth do you earn a 9% guaranteed return on your pension? I can barely manage 5% and there is alot and I mean alot of risk involved. It would
50 sebring : 1. If AC just wanted to sell off routes to raise money, there are much easier ways to do it. They could sell Narita slots. They could enter into JV a
51 Skywatcher : I would love to see the pilots union de-certified and hand the management of AC over to them pronto. Apparantly when management makes the big payday i
52 longhauler : I didn't work for Air Canada in 1998. And ... if you have followed my posts, you will see I am definitely NOT an ACPA supporter. I do however support
53 ACT7 : So very true. The difference though is that YYZ is within a 2 hour flight of 100 million people. YVR isn't, so even with flow through traffic, AC pro
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