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  1. dagger

    Airbus now Lists C Series

    If you want to get an idea of the cost savings inherent in switching from an early issue E-190 to an A220-300 (formerly CS300), JetBlue has costed it out. Should be similar for Air Canada. As reported by FlightGlobal. JetBlue estimates that the A220 will lower operating costs by 29% on a per seat basis, comprising a 40% reduction in fuel costs and 22% decline in non-fuel expenses, when compared with its existing Embraer E190 fleet. On a per aircraft basis, the A220 is expected to drive incremental profit of $4-$5 million. When the airline's transition to the A220 is complete by 2025, systemwide unit cost would benefit by a decline of 5.3% and non-fuel unit cost by over 4.5%, says Priest. Earnings per share will also improve by about 65 cents on JetBlue's current share count.
  2. dagger

    Airbus now Lists C Series

    JetBlue orders 60+60 of the CS300 http://blueir.investproductions.com/investor-relations/press-releases/2018/07-10-2018-211604881 JetBlue Selects Airbus A220-300 as Key Component of Its Next Generation Fleet Jul 10, 2018 A220-300, formerly the Bombardier CS300, provides superior value and a powerful combination of aircraft economics, range capabilities and customer experience Airline to retire Embraer 190 fleet beginning in 2020 NEW YORK--(BUSINESS WIRE)-- JetBlue (NASDAQ:JBLU) today announced it has ordered 60 Airbus A220-300 aircraft – previously called the Bombardier CS300 – for delivery beginning in 2020, with the option for 60 additional aircraft beginning in 2025. The aircraft will be powered by Pratt & Whitney Geared Turbofan (GTF) PW1500G engines. The order follows JetBlue’s intensive review aimed at ensuring the best financial performance of the airline’s fleet while providing maximum flexibility to execute its network strategy and enhancing its industry-leading customer experience. This press release features multimedia. View the full release here:https://www.businesswire.com/news/home/20180710006015/en/ JetBlue A220-300 (Photo: Business Wire) As part of the agreement, JetBlue has also reshaped its Airbus orderbook, including converting its order for 25 A320neos to the A321neo and adjusting the delivery schedule. “We are evolving our fleet for the future of JetBlue, and the A220-300’s impressive range and economics offer us flexibility and support our key financial and operating priorities,” said Robin Hayes, chief executive officer, JetBlue. “As we approach our 20th anniversary, the A220, combined with our A321 and restyled A320 fleet, will help ensure we deliver the best onboard experience to customers and meet our long-term financial targets as we continue disciplined growth into the future.” “JetBlue’s selection of the A220 aircraft as a complement to its growing A320 Family fleet is a tremendous endorsement – both of the A220 itself and of the way these two aircraft can work together to provide airline network flexibility and a great customer experience,” said Eric Schulz, chief commercial officer for Airbus. “JetBlue will be able to leverage the unbeatable efficiency of both the A321neo and the A220-300, as well as taking advantage of the roomiest and most customer-pleasing cabins of any aircraft in their size categories.” “We’re honored by JetBlue’s confidence in selecting the A220-300 aircraft which adds to their existing order of the A320neo family of aircraft both powered by the Pratt & Whitney GTF engine,” said Chris Calio, president of commercial engines at Pratt & Whitney. “We’ve been powering JetBlue with our V2500® engines since they started operations in 2000. We now look forward to also supporting JetBlue across their two new fuel-efficient, next-generation aircraft platforms.” State-of-the-Art Technology & Enhanced Customer Experience The A220-300’s spacious and comfortable cabin makes it the perfect fit for JetBlue, which has consistently led U.S.airlines in the onboard experience. The A220’s cabin design offers customers the best inflight experience with wider seats, spacious overhead bins and extra-large windows that offer a great view from the sky and on the ground. The aircraft’s advanced aerodynamics combined with a specially designed Pratt & Whitney engine help the aircraft deliver approximately 40 percent lower fuel burn per seat than JetBlue’s current E190 fleet, a reduced noise footprint and decreased emissions. Thorough Analysis Determined Path to Greatest Value JetBlue conducted a comprehensive review of multiple options for its 100-seat aircraft. In addition to its financial analysis, JetBlue invited frontline leaders and crewmembers, including technical operations, to evaluate the aircraft in person at JetBlue’s JFK hangar. JetBlue plans to phase in the A220-300 as a replacement for JetBlue’s existing fleet of 60 Embraer E190 aircraft. The aircraft’s range and seating capacity will add flexibility to JetBlue’s network strategy as it targets growth in its focus cities, including options to schedule it for transcontinental flying. The aircraft also opens the door to new markets and routes that would have been unprofitable with JetBlue’s existing fleet. “We expect the A220 to be an important long-term building block in our goal to deliver superior margins and create long-term shareholder value,” said Steve Priest, executive vice president and chief financial officer, JetBlue. “We are confident the A220 will perform well in every aspect, including network, cost, maintenance, or customer experience. Simply put – our crewmembers, customers and owners are going to love this aircraft.” While the E190 has played an important role in JetBlue’s network since 2005, the airline’s fleet review determined that the A220’s economics would allow the airline to lower costs in the coming years. The A220 was designed by previous manufacturer Bombardier to seat between 130 and 160 customers, enabling financial and network advantages over the current 100-seat Embraer configuration. Seamless Transition With Built-In Flexibility “The diligence that went into this analysis from teams across JetBlue speaks to the aircraft’s importance for the next generation of our airline,” Priest said. “We expect a seamless transition, and we’ve worked with Airbus and Bombardier to build in maximum flexibility to the order book as market conditions shift over time.” JetBlue plans to take delivery of the first five aircraft in 2020, the airline’s 20th year of service. Deliveries will continue through 2025. JetBlue expects it will begin to reduce flying with its existing fleet of E190 aircraft beginning in 2020. The phase out will continue gradually through approximately 2025. Options for 60 additional aircraft begin in 2025, and JetBlue retains flexibility to convert certain aircraft to the smaller A220-100 if it chooses. Both members of the A220 Family share commonality in more than 99 percent of their replaceable parts as well as the same family of engines. JetBlue’s A220 aircraft will be assembled in Mobile, Ala.
  3. dagger

    Trump 2.0 Continues

    Here's what the conservative National Review thinks of Trump trade actions. https://www.nationalreview.com/2018/07/harley-davidson-motorcycles-trump-tariffs-counterproductive/ On the Road By KEVIN D. WILLIAMSON Harley-Davidson decamps for Europe My friend Jonah Goldberg has denounced the “tyranny of clichés,” but some clichés are glorious, and among the finest of them is being (as I am) a middle-aged man, way more than old enough to know better, riding a Harley-Davidson to no place in particular for no good reason at all. Open road, roar of the V-twin, wind in my . . . er . . . face: It’s all good. Any motorcycle can be stupid fun, but the great big bundle of clichés attached to a Harley adds to the merriment and, unlike a Ducati or one of those weird little origami-looking Japanese bikes that sound like a really **bleep**-off kitchen appliance, a big Harley makes you feel okay about observing the speed limit, which is important to an Eisenhower guy like me. Jack Kerouac may have been an occasional reader of Daily Worker and spent most of his days around a bunch of Reds and worse (though he did mock Allen Ginsberg’s “pro-Castro bulls**t” later in life), but there is something deeply and sincerely patriotic (in the true, suprapolitical sense of that word) about his love of the open road, the West, and the great American mythos that goes along with all that. The same is true for many of the other counterculture figures of his time, especially Ken Kesey and his gang. (One of the happy accidents of my life was discovering a copy of the late Tom Wolfe’s Electric Kool-Aid Acid Test at a garage sale; I knew nothing about the author or the book, and just thought it was a cool title; it was the best quarter I’ve ever spent.) The Merry Pranksters and their bus, Easy Rider and that Stars-and-Stripes chopper, Tom Joad and his Hudson, Chuck Yeager (consulting Tom Wolfe again) and his experimental aircraft, Hunter S. Thompson and his Great Red Shark: Americans spent the 20th century going places. (And before that, it was Ahab and his ship, Huck Finn and his raft, Walt Whitman and his rambles . . . ) The nobility of Europe were proud of their fixedness: John de Vere was proud to be the twelfth Earl of Oxford. Americans are defined by their being in motion: The oldest American families were simply the first to get on the boat, the Mayflower being the ur-vehicle of our wayfaring, pilgrim people. That’s a lot of cultural baggage to lash onto a Harley Dyna, which wasn’t really designed to carry any luggage at all. Harley-Davidson, like the Pilgrims, finds itself at odds with the authorities. In this case, it is the Trump administration, which is displeased with the Motor Company’s decision to shift some additional production overseas. The proximate cause of that decision is tariffs imposed by the European Union in retaliation for tariffs imposed on European goods by the Trump administration. Trade wars cause a great deal of collateral damage. Harley-Davidson already operates facilities in Brazil, India, and Australia, and it has plans for a factory in Thailand. Avoiding protectionist measures drives some of that, but so do other factors, including proximity to customers — which is why Mercedes-Benz manufactures SUVs in the United States, where most of them are sold. Indians buy nearly 17 million motorcycles and scooters a year, and Harley-Davidson covets a larger share of that market. It also has a following in Europe, and its executives calculate that the Trump administration’s anti-trade policies will cost it as much as $100 million a year in the EU market alone. The president has sternly warned the company that there will be consequences for its decision to move some production to Europe. “Don’t get cute with us!” he said. What is Harley-Davidson supposed to do? Lose a few hundred million dollars while it waits for the Trump administration to get it right on trade? Because that day probably is not coming. The president’s chief trade adviser, Peter Navarro, is a crank with a hilariously boobish China fixation, a man with no particular background in trade policy whose main contributions to public life have been a series of silly self-help books (If It’s Raining in Brazil, Buy Starbucks; Always a Winner: Finding Your Competitive Advantage in an Up and Down Economy; etc.) and a series of borderline-illiterate denunciations of China (Death by China: Confronting the Dragon — A Global Call to Action, The Coming China Wars, Crouching Tiger, etc.) that read like the ten-to-midnight-on-a-slow-Tuesday disquisitions of a third-tier talk-radio host. Americans are mobile. We always have been. American capital is mobile, too. A couple of years ago, the Obama administration became briefly fixed on “corporate inversions,” a maneuver by which U.S. firms merged with overseas acquisitions to escape the unreasonably heavy burdens of the U.S. corporate-income tax, which was, until recently, one of the highest in the world. They weren’t fleeing to reincorporate in Caribbean tax havens — they were going to Ireland, Canada, and Switzerland, among other destinations. The Trump administration and congressional Republicans got it mostly right on corporate taxes, removing a considerable disincentive for doing business in the United States. They should take the right lesson from that experience. For all of the bitching and bellyaching about NATO and German industrial policy, the nations of Western Europe remain, along with the United Kingdom, our most important allies. They are also important trading partners. In the much (and stupidly) maligned NAFTA arrangement, the United States has a fruitful and functional trade accord with Canada (which has fewer people than California) and Mexico (average household income less than $9,000 a year), but we have no such agreement with either the European Union or the United Kingdom. We have no agreement with India, an increasingly important economic and strategic partner — even though such an agreement would have made it more attractive for Harley-Davidson to ship U.S.-made motorcycles to India rather than set up an Indian factory, as it did. India has made great progress in the past 20 years, but go spend a month there and tell me whether you really think its backward, protectionist trade policies are helping its people become rich at the expense of Milwaukee. With all due concern for the necessity of policing the border, Americans have always been about roads, not walls: Gene Autry never sang “Please Fence Me In.” Rather than putting up barriers to exchange, the United States ought to be pursuing free-trade deals wherever they are to be had, especially with the economically advanced and politically liberal nations that are our most natural allies and — not a trivial concern — whose people are the most likely to have the money to buy the stuff we make and to make the stuff we need. But our economic interests are wider than our immediate political interests: Almost all of the Trump tariffs on Chinese products will land on capital goods, i.e. on stuff U.S. manufacturers need to make the stuff they make, and the retaliatory Chinese tariffs will land primarily on U.S. farm exports. The Chinese don’t buy shiploads of American soybeans because they love us — we’re the best producer at the best price. But we aren’t the only producer. We have very little to fear and much to gain from more open trade relations with the rest of the world. Unilateral free trade would serve Americans’ actual economic interests far better than would any attempt at tit-for-tatting our way around the world, something neither the ideologues in the Obama administration nor the amateurs in the Trump administration have shown any particular talent for doing in any case, which is why they’ve been reduced to acting as cheerleaders as state and local authorities more or less bribe FoxConn with $4 billion to do business in Wisconsin. But unilateral free trade is an idea far too radical for our current timid national mood. Pilgrims on the seas, Neil Armstrong on the moon, Jack Kerouac on the road: Whatever it is that drives Americans, it’s never been fear. It’s never been a desire to sit pat, burrow in, and hide from whatever is out there. It’s always been the opposite. The last thing Americans need is a Checkpoint Charlie for goods and services. What Harley-Davidson needs is what its customers need, and what Americans have always cherished: an open road.
  4. dagger

    Trump 2.0 Continues

    No, the links between the EU - an economy roughly equal in size to the US - and Asia are huge. The EU plus the TPP countries is a significant larger pairing of free trading nations than the US, and next month, four other countries are likely to formally express their interest in joining the TPP. That includes Thailand and South Korea. The Brits even want in when they leave the EU. The US is huge economy, still bigger than China, but it's only a quarter of world trade. That's the key word. Trade. If the US chooses to be a closed marketplace, where it gives up its export capacity, it will be smaller and poorer, and the rest of the world will trade around it. There are a few interesting case studies out there about how this will change the US economy. Lobster fishing and processing was highlighted a few days ago by the Wall Street Journal. The world's lobster trade is primarily sourced from the US (principally the state of Maine), Canada and Australia. Lobster has become a middle class delicacy in China/Japan and Europe, especially around holiday whether that's Christmas/New Year's in Europe or the Chinese New Year which usually falls in February. The US was a dominant exporter to Europe and China. The Australians have the lobster most prized in China, and there is a China-Australia free trade agreement which has given the Australians an advantage over Canada/US, but they can't meet demand with their smaller industry. Canada has been a consistent supplier to all markets. But when CETA came into effect, Canada gained tariff-free access to the EU, displacing a lot of US exports there, and yesterday, July 1, the Chinese tariff on Canadian lobster was lowered to 7% from 12% as part of a modest tariff reduction agreement we negotiated with the Chinese. Maine fishermen expect to lose their Chinese market. All told, the Maine lobster industry employs about 4,000 people, and US consumption of lobster won't keep them all employed, and even the ones that continue to work in lobster fishing and processing are likely to find themselves earning less, as US consumers aren't going to pay the kind of premiums Canada gets in Europe and Asia. For Atlantic Canada, free trade is turning into a big competitive advantage against the US in seafood sectors, like lobster, snow crab, etc.
  5. Trump is a F@qing idiot who knows nothing about trade, a six-time bankrupt who doesn't know how to negotiate, and a year from now if not sooner, the Dow will be below 20,000, possibly below 17,000, and the world will be back in 2008, facing an enormous recession. Book it. This isn't about Canada or Mexico but about a distorted world view that sees the US as everyone's patsy. Some patsy, with the strongest economy in the world, near full employment (albeit with a soaring deficit thanks to huge tax cuts and monstrous debt that will reach dollar for dollar with a full year's US GDP). As for you DEFCON, cut the crap and show us what he has achieved. Show us the trade bills he's negotiated or any other of his demands that are being met by any country. He gave us peace in our time, supposedly, by meeting with Kim Jung Un. Well, now the US has found out that Kim is secretly ratcheting up nuclear enrichment. He has no intention of denuclearizing. Trump got hornswoggled. As usual. He wants to dismantle the world trade system. It's not just us. It's everyone. As Putin wants. And to China's great amusement, Trump is leading the US over a precipice. Behold, FART https://www.axios.com/trump-trade-war-leaked-bill-world-trade-organization-united-states-d51278d2-0516-4def-a4d3-ed676f4e0f83.html?utm_source=twitter&utm_medium=twsocialshare&utm_campaign=organic This is the extent of the man's brain. I love the reaction of economists on all side of the spectrum , like Scott Linsicome of the libertarian CATO Institute https://twitter.com/scottlincicome/status/1013565782708707328 All great countries and empires ultimately recede into secondary status. The US had its heyday in the 20th century. It has the genius to continue that into the 21st even as China rises as a world power. But with Trump, the sun is about to start setting on American greatness. Long Live the Middle Kingdom.
  6. http://www.travelmole.com/news_feature.php?c=setreg&region=3&m_id=_rmY!T_mT_&w_id=34738&news_id=2032809 Published on Tuesday, June 19, 2018 JetBlue founder to launch new US based airline Serial airline entrepreneur David Neeleman is reportedly planning another airline startup. The JetBlue Airways founder is raising funds for a new US low-cost carrier, according to Airline Weekly. Neeleman hopes to secure about $100 million to get it off the ground. The airline will be called Moxy Airways and will focus on underserved secondary airports in the U.S. Citing people familiar with the matter, it says orders have been agreed for 60 Bombardier CS300 aircraft which will start arriving in 2020. Moxy will operate a point-to-point flight model to keep a check on costs, according to an investor pitch presentation. Neeleman has declined to comment so far but if it takes off, Moxy would become the second largest Bombardier CSeries customer in the US after Delta Air Lines. Apart from JetBlue, Neeleman also helped to establish WestJet Airlines and Brazil's Azul.
  7. I suspect if the US were to say no, it would have to come from Trump, not Mattis who would almost certainly green-light it, and it would remove the F35 and F18 from the competition for the permanent replacement
  8. dagger

    Westjet pilots strike vote

    My recollection of labour law is fading, but if I recall correctly, the Swoop pilots as ALPA members can file a grievance under the future collective agreement, but they can't sue the airline. This is a bit of a nebulous situation at the current moment because there is no collective agreement yet, so I can't say whether an individual Swoop pilot could resign and sue as an individual.
  9. https://www.flightglobal.com/news/articles/british-airways-to-suspend-calgary-this-winter-449240/ 06 JUNE, 2018 SOURCE: FLIGHT DASHBOARD BY: EDWARD RUSSELL WASHINGTON DC British Airways will suspend service to Calgary during the northern winter season, in what it calls a regular review of its schedule. The Oneworld carrier confirms that it will "temporarily" end its daily service to Calgary from London Heathrow operated by a Boeing 787-9 on 27 October. It does not say when service will resume after the IATA winter season, which runs from October to March 2019. BA adds that the move is part of a regular schedule review to "ensure that we are flying to destinations popular with our customers during the months they wish to fly". The airline did not respond directly address the question of if the Calgary suspension is related to issues with Rolls-Royce Trent 1000 engines that have forced it to remove an undisclosed number of 787s from service this summer. "We are planning to lease three aircraft from Qatar Airways for the peak summer travel months to help mitigate the level of flight cancellations caused by the continuing issues with Rolls-Royce Trent 1000 engines," says BA. The airline has faced increased competition to Calgary in recent years. WestJet launched year-round service between the city and London Gatwickin May 2016, five months after which the two carriers suspended their codeshare agreement. Air Canada and Air Transat also fly between Calgary and London, FlightGlobal schedules data shows. BA is growing its North America network this year with new Nashville service that began in May.
  10. A long time in negotiation, but now about to take effect https://aircanada.mediaroom.com/2018-06-06-Air-China-and-Air-Canada-Sign-First-China-North-America-Airline-Joint-Venture News Release Archive Air China and Air Canada Sign First China-North America Airline Joint Venture Air Canada and Air China joint venture deepens longstanding partnership and provides customers with long-term benefits including an unparalleled range of flights, products and services Expanded cooperation supports the Canada-China Year of Tourism 2018, recognizing the importance of tourism and trade between the two countries BEIJING and MONTREAL, June 6, 2018 /CNW Telbec/ - Today at a ceremony in Beijing attended by Jianjiang Cai, Chairman of Air China; Zhiyong Song, President of Air China; and Calin Rovinescu, President & Chief Executive Officer of Air Canada, Air China and Air Canada signed the first joint venture agreement between a Chinese and North American airline, deepening the two carriers' longstanding partnership. The joint venture enables the two countries' flag carriers and Star Alliance members to expand their existing codeshare relationship and deepen it by increasing commercial cooperation on flights between Canada and China and on key connecting domestic flights in both countries to provide customers travelling between the two countries with greater and sustainable benefits including an unparalleled range of flights, products and services. "The Sino-Canada market is one of the important long-haul markets to Air China, which has been developed rapidly in recent years with an increase of 17.8% in 2017. Air China and Air Canada as Star Alliance members have the foundation of a profound cooperation and under a Joint Venture framework will offer a wider range of products and quality services, and provide more flexible flight choices, favourable fare products and seamless travel experiences for customers. Moreover, both parties will take the China-Canada Year of Tourism as an opportunity to support the tourism, trade and culture exchanges for both countries," said Jianjiang Cai, Chairman of Air China Limited. "Our joint venture agreement with Air China, the highly respected flag carrier of the People's Republic of China, is an important strategy in our global expansion as it significantly increases Air Canada's presence in an aviation market set to become the world's largest by 2022. Air Canada is honoured to formalize this strategic partnership with Air China during the Canada-China Year of Tourism to offer customers travelling between our two countries an unparalleled network and expansive options for travel ease. Having served China for more than 30 years, and as demonstrated by Air Canada's average annual capacity growth of 12.5% over five years and the $2 billion of aircraft assets currently committed on routes between Canada and China, China is an integral part of our global network," stated Calin Rovinescu, Air Canada's President & Chief Executive Officer. As the joint venture is phased in over the course of the next six months, customers will be able to enjoy exceptional travel options through , It will also enabe us to bring flexible flight choices, favorable fare products and seamless travel experiences, optimized flight schedules, harmonized fare products, joint sales including corporate and marketing programs, aligned frequent flyer privileges, reciprocal lounge access and an overall enhanced travel experience. The carriers' recently expanded code-share, effective May 5, 2018, increases the number of Canada-China connecting flight opportunities for customers by 564 each day. In December 2017, Air China and Air Canada implemented an expanded reciprocal lounge agreement for customers and introduced the airlines' first joint frequent flyer promotion for their respective PhoenixMiles and Aeroplan members. In the last two years, Air China has launched flights directly linking Beijing with Montreal, and Air Canada has launched new non-stop flights between Montreal and Shanghai to meet growth in demand. The two carriers now operate up to a total of 52 trans-Pacific flights per week between Canada and China from Toronto, Vancouver and Montreal to and from Beijing and Shanghai. About Air China Air China Limited (Air China) is the national flag carrier of China and a leading provider of passenger, air cargo and airline-related services and products in China. Its operational headquarters is in Beijing, a major domestic and international hub in China. It also provides airline-related services, including aircraft maintenance, ground handling services in Beijing, Chengdu, and other locations. As of 31 December, 2017, the Group operated a fleet of 655 aircraft with an average age of 6.53 years, while the Company operated a fleet of 396 aircraft with an average age of 6.57 years. Passenger traffic routes have reached 420, including 101 international, 16 regional and 303 domestic routes. The Company's network covered 40 countries and regions globally and 185 cities, including 66 international, 3 regional and 116 domestic cities. Air China was listed on Hong Kong Stock Exchange and London Stock Exchange on 15 December, 2004 under codes 00753 and AIRC respectively. On August 18, 2006, Air China was listed on Shanghai Stock Exchange under code 601111. For further details, please visit Air China's website: www.airchina.com.cn. About Air Canada Air Canada is Canada's largest domestic and international airline serving more than 200 airports on six continents. Canada's flag carrier is among the 20 largest airlines in the world and in 2017 served more than 48 million customers. Air Canada provides scheduled passenger service directly to 64 airports in Canada, 60 in the United States and 98 in Europe, the Middle East, Africa, Asia, Australia, the Caribbean, Mexico, Central America and South America. Air Canada is a founding member of Star Alliance, the world's most comprehensive air transportation network serving 1,300 airports in 191 countries. Air Canada is the only international network carrier in North America to receive a Four-Star ranking according to independent U.K. research firm Skytrax, which also named Air Canada the 2017 Best Airline in North America. For more information, please visit: aircanada.com/media, follow @AirCanada on Twitter and join Air Canada on Facebook. Caution Regarding Forward-Looking Information This news release includes forward-looking statements within the meaning of applicable securities laws. Forward-looking statements, by their nature, are based on assumptions and are subject to important risks and uncertainties. Forward-looking statements cannot be relied upon due to, amongst other things, changing external events and general uncertainties of the business. Actual results may differ materially from results indicated in forward-looking statements due to a number of factors, including without limitation, industry, market, credit, economic and geopolitical conditions, energy prices, currency exchange, competition, our dependence on technology, cybersecurity risks, our ability to pay our indebtedness and secure financing, our ability to successfully implement appropriate strategic initiatives or reduce operating costs, war, terrorist acts, epidemic diseases, high levels of fixed costs, liquidity, our dependence on key suppliers, casualty losses, employee and labour relations and costs, our ability to preserve and grow our brand, pension issues, environmental factors (including weather systems and other natural phenomena and factors arising from man-made sources), limitations due to restrictive covenants, insurance issues and costs, our dependence on Star Alliance, interruptions of service, changes in laws, regulatory developments or proceedings, pending and future litigation and actions by third parties and our ability to attract and retain required personnel, as well as the factors identified in Air Canada's public disclosure file available at www.sedar.com. The forward-looking statements contained or incorporated by reference in this news release represent Air Canada's expectations as of the date of this news release (or as of the date they are otherwise stated to be made) and are subject to change after such date. However, Air Canada disclaims any intention or obligation to update or revise any forward-looking statements whether because of new information, future events or otherwise, except as required under applicable securities regulations. SOURCE Air Canada
  11. https://www.theglobeandmail.com/business/article-primera-airline-scales-down-canada-plans-amid-engine-shortage/ ULCCs stymied by aircraft shortages - Primera and Norwegian defer start of some Canadian services to 2019
  12. dagger

    Westjet pilots strike vote

    Fortunate for the two sides they got to an agreement on how to proceed, because this government isn't as inclined to rapid intervention in a labor dispute. So a strike lockout would have run a week or two, but now with the CPR strike, there is a good chance Parliament will be recalled, perhaps in a week or two. A Westjet dispute would have been swept up in the back to work legislation process - you know, kill two birds with one stone, at precisely the point where both sides would have bled, but neither was ready to concede, leaving more to an arbitrator's discretion. This is a more orderly process, with the likelihood that there will be a much shorter list going to arbitration, if there is even a need for it.
  13. Big surprise in the business jet market: Bombardier unveiled upgraded versions of its Global 5000 and 6000 jets at a biz jet show in Geneva Sunday might. The big surprise is that the development it was done in secret, with an already certified new RR engines - the PEARL series. The planes will known as the Global 5500 and 6500, and the all new Global 7000 will be renamed the 7500. The 5500 and 6500 will start to enter customer service by the end of 2019. The revamped 5500 and 6500 will have new engines for up to 600 nm extra range and a 13 percent lower fuel burn, so I think we can call the Global neos. And they will have some of the interior upgrades developed for the ultra long haul 7500. The Global 8000 rounds out the Bombardier biz jet offer. https://www.theglobeandmail.com/business/article-bombardier-launches-new-jets-as-it-bets-on-revival-in-business/ Bombardier launches two new business jets in bid to take on rivals In a surprise move aimed at improving its competitive position against Gulfstream and other rivals, Bombardier Inc. is launching two new large-cabin luxury jets as it bets on a recovery in business aircraft. The Canadian plane and train maker has been secretly testing the two jets, which will be known as the Global 5500 and Global 6500 aircraft, since the beginning of the year at its facilities in Wichita, Kan. The company unveiled the existence of the planes at an industry event in Geneva on Sunday evening. It plans to get them into service by the end of next year. ″[There are] a lot of shocked faces … tonight to say the least,” Bombardier spokesman Mark Masluch said by phone from Europe. “We’re hoping that we have a winner here with these two products when we have a full rebound of the market.” Alain Bellemare, Bombardier’s chief executive, is counting on the Global line of business jets to help drive his five-year turnaround effort as the company cedes control of its C Series commercial airliner to Airbus SE and shifts its focus to luxury aircraft and trains. The company expects its marquee Global 7000 plane, the world’s biggest purpose-built private jet, to help increase its business jet sales by US$3-billion to US$8.5-billion by 2020. Margins on Bombardier’s private jets should range between 8 per cent and 10 per cent by that time, the company estimates. Adding two new private jet models is something Bombardier needed to bring the overall quality of the Global aircraft portfolio closer to the level of the flagship 7000, Mr. Masluch said. The new planes improve on the existing Global 5000 and 6000 models by offering up to 600 nautical miles of additional range and 13 per cent better fuel burn, according to Bombardier. They also offer better performance when operating in hot weather and high altitude conditions, the manufacturer says. The interiors of the new jets, meanwhile, will feature many of the high-end finishes to come in the Global 7000. That includes Bombardier’s patented Nuage seat, which luxury journal Robb Report says distinguishes itself particularly with its innovative reclining system. List price for the Global 5500 starts at US$46-million while the 6500 starts at US$56-million. There is no change to manufacturing sites for the new aircraft and no significant additional capital spending to come beyond what has already been disclosed to the market, Mr. Masluch said. Development costs for the new jets are “already mostly behind us,” he said. The jets will share a production line with the current 5000 and 6000 planes. “It’s a pretty impressive and necessary response to Gulfstream’s 500/600 line,” Richard Aboulafia of the Teal Group aerospace consultancy said of Bombardier’s moves. “It’s also impressive that they’ve been working on it this long while keeping it under wraps. This shows the company is now able to give priority to its business jet unit.” Manufacturers are hoping new products will rekindle demand for private jets after the worst down-cycle for luxury aircraft since the 1980s. The five major business jet makers plus Boeing Co. and Airbus delivered 113 private jets in the first quarter of 2018, down 5.8 per cent year-over-year, according to a monthly analysis of the market published May 22 by JP Morgan analyst Seth Seifman. “With used jet inventory levels approaching ever-lower levels, a new bizjet cycle should be upon us – if macro conditions co-operate,” Mr. Seifman said. Rolls-Royce Holdings PLC will deliver a new engine called Pearl specifically for the new Global planes, Bombardier said Sunday. Certification of the engine from regulatory authorities has already been obtained. The aircraft will also feature a modified wing. In all, Bombardier will offer six different models in its Global jet family. The Global 7000 is expected to be rechristened as the Global 7500 to maintain consistent marketing as the 500-series of planes are sold as the top-of-the-line products. A Global 8000 will round out the portfolio. “This is a progressive investment in business jets,” said Chris Murray, an analyst with AltaCorp Capital in Toronto. ”[It allows Bombardier to] maintain a competitive product offering at the higher end of the market, which looks to be the most robust and profitable section of the industry.“
  14. dagger

    Westjet pilots strike vote

    Air Canada has faced large international airlines throughout its existence, covering the spectrum from charters to premium (or at least airlines that styled themselves as premium). WS, positioning itself as a full-service carrier is no greater threat in that regard. If there is a concern for AC and WS, it's over the new wave of ULCC international operators like Norwegian, although it remains to be seen if the concept is sustainable.
  15. The only people turning this into a political story are the politicians themselves. This is seriously screwed up. Navarro clashes with State Department over UAE airline deal by Josh Lederman | APMay 22 at 2:17 PM WASHINGTON — After striking a delicate deal with the United Arab Emirates this month on rules for airline competition, the Trump administration went to war with itself. It’s a story of how a wonky aviation pact became a bitter, lobbyist-fueled international incident when Peter Navarro, President Donald Trump’s trade adviser, repeatedly contradicted the State Department’s carefully crafted script about what the agreement actually said. The Emiratis complained to the administration. The drama has played out as Navarro, a nationalist who has sought aggressive protections for U.S. businesses, seeks to assert authority from his perch at Trump’s recently created White House trade and manufacturing policy shop. Earlier in May, tensions between Navarro and Treasury Secretary Steven Mnuchin over Navarro’s role in China trade talks erupted into a profanity-laced confrontation in Beijing, Bloomberg and the website Axios reported. In the airlines dispute, the most explosive issue was so-called Fifth Freedom flights, by which Emirati airlines fly directly from the United States to places like Europe, never stopping in the UAE. The major U.S. airlines loathe such flights, which compete with their own lucrative routes. Navarro has insisted that the deal includes a “freeze” in such flights. The State Department, which overseas international civil aviation agreements, insists it does not. From the start, Navarro sought to exert influence over the negotiations, pushing for stricter limitations on Persian Gulf airlines, according to half a dozen U.S. officials and other individuals involved in the dispute. They weren’t authorized to discuss the issue publicly and requested anonymity. After a similar deal with Qatar’s airline was reached earlier, Navarro intervened last-minute and demanded changes to the agreed-upon text, two of the individuals said. So concerned was the State Department that the deal would be scuttled that at one point Assistant Secretary of State Manisha Singh urged parties with a stake in the fight, such as the U.S. cargo airlines, to voice concerns about Navarro directly to the White House, other officials said. Navarro disputed the notion he had undermined the State Department or created discord over the agreement. “The White House worked collaboratively on this issue through the inter-agency process” with the State Department, Navarro said. A senior State Department official also said the effort had been “collaborative” and geared toward achieving “a positive result for as many U.S. stakeholders as possible.” But behind the scenes, the dispute devolved into one-upmanship, word games and subtle subterfuge, magnified by hard-hitting lobby groups that have seized the chance to exploit divisions within Trump’s administration. The deal with the Emiratis was reached May 11 after months of negotiations. The agreement itself glossed over Fifth Freedom flights, which were instead resolved in a “side letter” from the Emiratis. In the letter, obtained by The Associated Press, the Emirati economic minister says both of his country’s airlines “voluntarily” informed the UAE that they had “no current plans in place to make any changes” to the routes. There is no talk of a freeze or commitment not to change those plans in the future. By design, the letter was to be kept private, allowing both sides to save face by staying intentionally vague about its contents. But within hours, both the U.S. airlines and the Emiratis rushed to define the agreement on their terms. The Partnership for Open & Fair Skies — a lobby group for Delta Air Lines, American Airlines and United Airlines — said the agreement “will freeze Emirates and Etihad Airways from adding additional direct flights from the United States to Europe and Asia.” An hour later, Emirati Ambassador Yousef al-Otaiba said the opposite, insisting his country’s airlines were “free to continue to add and adjust routes and services.” Anticipating that scenario, the State Department had circulated talking points ahead of time to be used by government spokesmen if asked whether the deal included a freeze. “No,” said the talking points, which were obtained by the AP. But then Singh and Navarro hosted a conference call to brief industry lobbyists about the deal, and the situation deteriorated. Navarro brought up Otaiba’s comments and said they “seemed to undermine the intent of the letter.” Singh replied with a non-answer, saying the letter speaks for itself. So Navarro jumped back in, asserting that there will be no additional routes until further notice and adding, “that’s a promise that will be kept.” A lobbyist for the U.S. Travel Association, funded by the Emirati airlines and others who oppose the U.S. airlines on this issue, asked repeatedly for clarity. Singh said there was no freeze and that the rights to add flights “do not change. That is correct.” Navarro said the opposite, declaring there was “a freeze on routes until further notice. So there it is.” By longstanding practice, such briefings are generally considered private and off the record. The Partnership for Open & Fair Skies immediately posted a partial transcript of the call on its website and promoted it on social media with paid ads and a photo of Navarro. The White House was incensed, one official said. A few days later, the transcript was quietly pulled down from the Partnership’s website. The AP preserved a screenshot from the original post. The Emiratis, meanwhile, protested to the administration, insisting the mess be fixed. And so began the battle of the written statements. A State Department notice pointed out that “all rights” to adjust routes remain in place, calling the agreement the “result of the Department of State-led effort.” Three days later, a White House statement stuck to the “no current plans” language, but downgraded the State Department’s role, saying the deal resulted from “a White House task force.” The next day, the State Department released the full text of the agreement — but not the side letter addressing the flights issue. At the last minute, Navarro was added as a speaker to an event held Monday at the conservative Hudson Institute. State Department officials called around to groups aligned with the Emirati position and encouraged them to show up and ask questions that would force Navarro to clean up his past statements, three individuals familiar with the calls said. Just as Navarro took the stage, an op-ed under his name appeared online in the Washington Examiner in which he reverted to the State Department talking points about “no current plans,” while avoiding any mention of a freeze. For his remarks at the event, he read his op-ed word for word. Americans for Fair Skies, a lobby group formed by Delta, paid part of the cost of the event, the Hudson Institute said.