Who Will Survive?
- Thread starter luv2fly
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OldGuyinPA
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1 question.....1 statement
?? What have you been smoking ??
Are you joking............................. :unsure: :unsure:
?? What have you been smoking ??
Are you joking............................. :unsure: :unsure:
whatkindoffreshhell
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How much could you've won by betting 10 years AGO that:
-United/USair would go BK
-SW would be worth more than all the majors combined
-a low-fare carrier would take NYC by storm (with a nod to PeopleExpress)
Ten years from now? Heck I'd like to predict the landscape 10 MONTHS from now.
-United/USair would go BK
-SW would be worth more than all the majors combined
-a low-fare carrier would take NYC by storm (with a nod to PeopleExpress)
Ten years from now? Heck I'd like to predict the landscape 10 MONTHS from now.
RowUnderDCA
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At the risk of sounding like a broken record.golden1 said:
I respectfully submit that focusing on the character and feelings of U management, as though they are immoral to treat employees with a lack of kindness or loyalty is like sitting in a train headed over the cliff and complaining to the conductor that he has seated you too close to the front instead of trying to stop the train.
I submit that there is nothing that U management is doing today that the folks that run the white house, congress and increasingly the courts wouldn't approve of.
These are the rules today. Sad, but true.
Your situation is political/economic, not personal. Pro-business, anti-labor types would like you to THINK it's personal, so that they can continue doing what they're doing ENRON and WORLDCOM style, unless they get caught. Then, it's OH MY, these guys are UNUSUAL crooks. NO they are unusual dolts to be sloppy and get caught.
I don't want to vote for a 'labor' party in America, but I'm seeing no other way to turn this around. Man, I'm at a loss.
USA320Pilot
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PineyBob:
I am bullish from a corporate perspective long-term and agree with your comments, provided there is not another September 11 shock event near-term. I believe by 2004 US Airways can be profitable and making
Best regards,
Chip
I am bullish from a corporate perspective long-term and agree with your comments, provided there is not another September 11 shock event near-term. I believe by 2004 US Airways can be profitable and making
Best regards,
Chip
Here are my predictions-
1- US and UAL will remain separate but one.
2- LH (Star) will invest and buy 49% of both US and UAL when the laws are relaxed.
3- Virgin America will buy 49% of AirTran or ATA (or both).
4- SW will continue to grow but become like the rest due to size and no place else to go.
5- AA will avoid BK but 49% owned by BA (One World)
6- NW/CO/DL will break up since nobody will be able to make a decision regarding route structure. NW/CO may operate separate but one also.
7- AK will remain independent.
8- AWA may become part of Virgin America too
1- US and UAL will remain separate but one.
2- LH (Star) will invest and buy 49% of both US and UAL when the laws are relaxed.
3- Virgin America will buy 49% of AirTran or ATA (or both).
4- SW will continue to grow but become like the rest due to size and no place else to go.
5- AA will avoid BK but 49% owned by BA (One World)
6- NW/CO/DL will break up since nobody will be able to make a decision regarding route structure. NW/CO may operate separate but one also.
7- AK will remain independent.
8- AWA may become part of Virgin America too
767jetz
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IMO it's looking more and more like UAL will survive. 
Here is an article from Rocky Mountain News:
United skies clearing
Carrier paints rosy Q3 financial picture, predicts sales boost
By David Kesmodel, Rocky Mountain News
August 21, 2003
United Airlines has staged a "tremendous revenue turnaround" in the third quarter, marking a key breakthrough in its effort to return to financial health, a senior executive said Wednesday.
In one of the rosiest evaluations of the carrier since its December bankruptcy filing, John Tague, executive vice president for customers, said United will produce "a very good third-quarter (sales) report" and "there shouldn't be any doubt" that it will successfully emerge from Chapter 11.
He also said the Chicago-based carrier will have "the killer business model" among the six largest U.S. hub-and-spoke carriers when it emerges from bankruptcy.
Tague's comments came in an interview in Denver, where he met with about 200 sales managers to discuss initiatives designed to woo passengers.
His remarks suggest that United could be on the road to shoring up a major weakness of its recovery effort: an inability to boost revenues. The carrier already has drastically cut its operating costs.
Tague did not provide statistics on United's sales increase. But he said the airline expects to be in the top tier of large carriers in year- over-year performance in unit revenue in July and in the third quarter overall, after wallowing far below the industry average just four months ago. Unit revenue reflects the average revenue generated for every seat flown a mile.
The July sales report of the Air Transport Association, the main industry trade group, showed industry unit revenue up 8.1 percent.
The report "represents the first encouraging revenue performance since last December" and shows the first case of U.S. fares rising since March 2001, J.P. Morgan analyst Jamie Baker said in a note to investors. "Even we are impressed."
United's various promotions in recent months - implemented by Tague - have contributed to its increase in sales, he said. These include a fly-three, get-one-free promotion aimed at business travelers and a "go-go-stay" promotion that gives leisure travelers a free stay at a Hilton hotel if they book a flight.
The airline also is seeing a moderate but crucial increase in demand for high-fare business travel after a prolonged slump, he said.
In July, United filled a record percentage of its airplane seats.
"We're building the credibility on the revenue side," said Tague, 41, the former CEO of United rival ATA who joined United in May.
The revenue issue has been a bigger question mark for United than its costs. That's because filing for bankruptcy gives companies leverage to win huge concessions from employees, suppliers and others.
United's workers in April agreed to $2.56 billion in annual cost cuts.
Tague said "those that didn't go through what we went through will be competitively disadvantaged." United and US Airways are the only two of the six biggest U.S. network airlines to file for Chapter 11 amid the worst industry slump.
Phil Roberts, an industry consultant in Hayward, Calif., said "it's not saying much" to say you will have a better business model than the other network airlines.
It's discounters such as Southwest and Denver-based Frontier that United should be worried about, he said. Low-cost airlines have increasingly won U.S. market share from the giants and have been posting far better financial results.
"The revenue picture (Tague) describes is encouraging," said Roberts, vice president and managing partner for Unisys R2A. "But the pressure is still on them domestically, because the low-cost carriers are expanding."
Also, he said, industry analysts are still waiting to learn more about what United will look like after Chapter 11. "We don't know what United's ultimate cost structure" will be to see whether it can turn "healthy profits," he said.
United will launch a low-cost airline but is still honing the concept, Tague said. United has said the operation will be far smaller than once planned.
Tague did not estimate when the carrier might return to profitability. United had the worst industry losses in the first and second quarters, losing $1.3 billion and $623 million, respectively. United has no concerns today about meeting future financial targets of its bankruptcy lenders, he said.
The airline has held informal talks with the U.S. government about its application for a $1.8 billion loan guarantee and believes the revenue boost will bolster its proposal, he said. The request is the focus of United's plans for exit financing, he said.
United's earlier proposal was denied, sparking the Chapter 11 filing. The airline is targeting midspring for exiting bankruptcy, he said.
Tague's trip to Denver was preceded by a quick visit to Denver by his boss, Chief Executive Officer Glenn Tilton. Like Tague, Tilton spent time talking to United's sales managers.
Executive optimism
Highlights from the remarks of John Tague, an executive vice president of United Airlines:
• The airline has seen a big turnaround in revenue in the third quarter.
• United has greatly enhanced its proposal for a U.S. loan guarantee.
• Greater demand means "substantial additional cash flow."
• United aims to come out of Chapter 11 in midspring.
• The airline has put together a "killer business model," compared with its competitors'.
Here is an article from Rocky Mountain News:United skies clearing
Carrier paints rosy Q3 financial picture, predicts sales boost
By David Kesmodel, Rocky Mountain News
August 21, 2003
United Airlines has staged a "tremendous revenue turnaround" in the third quarter, marking a key breakthrough in its effort to return to financial health, a senior executive said Wednesday.
In one of the rosiest evaluations of the carrier since its December bankruptcy filing, John Tague, executive vice president for customers, said United will produce "a very good third-quarter (sales) report" and "there shouldn't be any doubt" that it will successfully emerge from Chapter 11.
He also said the Chicago-based carrier will have "the killer business model" among the six largest U.S. hub-and-spoke carriers when it emerges from bankruptcy.
Tague's comments came in an interview in Denver, where he met with about 200 sales managers to discuss initiatives designed to woo passengers.
His remarks suggest that United could be on the road to shoring up a major weakness of its recovery effort: an inability to boost revenues. The carrier already has drastically cut its operating costs.
Tague did not provide statistics on United's sales increase. But he said the airline expects to be in the top tier of large carriers in year- over-year performance in unit revenue in July and in the third quarter overall, after wallowing far below the industry average just four months ago. Unit revenue reflects the average revenue generated for every seat flown a mile.
The July sales report of the Air Transport Association, the main industry trade group, showed industry unit revenue up 8.1 percent.
The report "represents the first encouraging revenue performance since last December" and shows the first case of U.S. fares rising since March 2001, J.P. Morgan analyst Jamie Baker said in a note to investors. "Even we are impressed."
United's various promotions in recent months - implemented by Tague - have contributed to its increase in sales, he said. These include a fly-three, get-one-free promotion aimed at business travelers and a "go-go-stay" promotion that gives leisure travelers a free stay at a Hilton hotel if they book a flight.
The airline also is seeing a moderate but crucial increase in demand for high-fare business travel after a prolonged slump, he said.
In July, United filled a record percentage of its airplane seats.
"We're building the credibility on the revenue side," said Tague, 41, the former CEO of United rival ATA who joined United in May.
The revenue issue has been a bigger question mark for United than its costs. That's because filing for bankruptcy gives companies leverage to win huge concessions from employees, suppliers and others.
United's workers in April agreed to $2.56 billion in annual cost cuts.
Tague said "those that didn't go through what we went through will be competitively disadvantaged." United and US Airways are the only two of the six biggest U.S. network airlines to file for Chapter 11 amid the worst industry slump.
Phil Roberts, an industry consultant in Hayward, Calif., said "it's not saying much" to say you will have a better business model than the other network airlines.
It's discounters such as Southwest and Denver-based Frontier that United should be worried about, he said. Low-cost airlines have increasingly won U.S. market share from the giants and have been posting far better financial results.
"The revenue picture (Tague) describes is encouraging," said Roberts, vice president and managing partner for Unisys R2A. "But the pressure is still on them domestically, because the low-cost carriers are expanding."
Also, he said, industry analysts are still waiting to learn more about what United will look like after Chapter 11. "We don't know what United's ultimate cost structure" will be to see whether it can turn "healthy profits," he said.
United will launch a low-cost airline but is still honing the concept, Tague said. United has said the operation will be far smaller than once planned.
Tague did not estimate when the carrier might return to profitability. United had the worst industry losses in the first and second quarters, losing $1.3 billion and $623 million, respectively. United has no concerns today about meeting future financial targets of its bankruptcy lenders, he said.
The airline has held informal talks with the U.S. government about its application for a $1.8 billion loan guarantee and believes the revenue boost will bolster its proposal, he said. The request is the focus of United's plans for exit financing, he said.
United's earlier proposal was denied, sparking the Chapter 11 filing. The airline is targeting midspring for exiting bankruptcy, he said.
Tague's trip to Denver was preceded by a quick visit to Denver by his boss, Chief Executive Officer Glenn Tilton. Like Tague, Tilton spent time talking to United's sales managers.
Executive optimism
Highlights from the remarks of John Tague, an executive vice president of United Airlines:
• The airline has seen a big turnaround in revenue in the third quarter.
• United has greatly enhanced its proposal for a U.S. loan guarantee.
• Greater demand means "substantial additional cash flow."
• United aims to come out of Chapter 11 in midspring.
• The airline has put together a "killer business model," compared with its competitors'.
ITRADE
Veteran
This is nice and all. So, what happens between Atlantic Coast and United???
1. Southwest - great airline/route structure
2. Airtran - same as SW
3. ACA - sure to do well on their own as they did before the U codeshare
4. Skywest - already a major without the A/C
5. Delta, ASA, Comair - pretty well financially with pilots willing to help the airline stick around
6. Continental, Coex - just can't get rid of 'em
7. JetBlue - new airline darling
8 Alaska/ Horizon - have their nitch
9. American, American Eagle - little rocky but will come out okay
10. United - sure to do well once they came out of BK protection
😀
2. Airtran - same as SW
3. ACA - sure to do well on their own as they did before the U codeshare
4. Skywest - already a major without the A/C
5. Delta, ASA, Comair - pretty well financially with pilots willing to help the airline stick around
6. Continental, Coex - just can't get rid of 'em
7. JetBlue - new airline darling
8 Alaska/ Horizon - have their nitch
9. American, American Eagle - little rocky but will come out okay
10. United - sure to do well once they came out of BK protection
😀
767jetz said:IMO it's looking more and more like UAL will survive.
United skies clearing
Carrier paints rosy Q3 financial picture, predicts sales boost
😛h34r: I do beleave alot of this is a smoke screen to try to get the loan.......
But that's just me....................................
USA320Pilot
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