*** Alitalia chiede l'amministrazione straordinaria ***
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E invece è bene che si sappia cosa pensano 'sti personaggi.
Sono pronto a scommettere che se provano a bloccare Viale Forlanini o l'autostrada per Fiumicino prendono una manica di botte dai viaggiatori infuriati.
- 10 Dicembre 2007
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In Italia? E' molto più probabile che ci sia la fila di idioti pronti ad ingrossare i blocchi in nome della comune lotta operaia contro il sistema e i poteri forti. E magari a seguire una bella manifestazione sulle scie chimiche e i vantaggi del non vaccinarsi.
azdriver
Utente Registrato
- 18 Novembre 2009
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https://ytali.com/2017/04/30/alitalia-il-gattopardo-dei-cieli/
difficile non essere d'accordo...
azdriver
difficile non essere d'accordo...
azdriver
East End Ave
Utente Registrato
e' quello che chiedeva il sindacalista, unione con i lavoratori di tutte le aziende in difficolta'...e il M5S cavalchera' l'onda...
East End Ave
Utente Registrato
AlicorporateUK
Utente Registrato
WHY THE NATIONAL AIRLINE IS TOO ITALIAN TO FAIL
SIMON CALDER TRAVEL CORRESPONDENT
@SimonCalder
Once upon a time, the natural way to reach Italy was on Alitalia. In the 1990s, I flew fairly frequently on the Italian flag carrier from London to Venice, Pisa and Rome.
As no-frills airlines spread their wings and fares fell, Alitalia reacted with one hare-brained strategy after another. I bought a flight to Sicily through the airline’s shiny new hub of Milan Malpensa, only to discover that, a) the connections rarely worked as advertised, and b) the transit lounge cafeteria served the worst pizza in Italy. The hub at “MXP” was soon ditched.
Alitalia passengers stranded as strikes ground hundreds of flights
Since then, many prize airport slots have been sold off to stem the losses of this dysfunctional airline.
How dysfunctional? An official in the US Embassy in Rome put it crisply in a blistering diplomatic cable sent in 2008 and later revealed on Wikileaks: “The Alitalia saga is a sad reminder of how things work in Italy.
“A group of wealthy Berlusconi cronies was enticed into taking over the healthy portions of Alitalia, leaving its debts to the Italian taxpayers.
“The rules of bankruptcy were changed in the middle of the game to meet the government's needs. Berlusconi pulled this one off, but his involvement probably cost the Italian taxpayers a lot of money.”
The writer called Alitalia a “dying airline” – but it has limped on, with life support provided by Poste Italiane (a thin disguise for the Italian government) and Etihad, the Gulf-based airline with the misfortune to own 49 per cent of a business that is haemorrhaging cash.
The latest Alitalia rescue involved a €2bn restructuring in return for job reductions and pay cuts. Union officials agreed a deal, but the workers rejected it. You can’t blame them: for most of the past three-score-years-and-ten since Alitalia was created, the government in Rome has always bailed out the airline.
After staff voted to reject the plan, the airline applied for amministrazione straordinaria (“extraordinary administration”) but added: “Alitalia’s flight schedule will continue to operate as planned.”
From the UK, the schedule these days is unimpressive: reduced to just three flights a day from Heathrow to Rome, and a couple more to Milan’s Linate airport. Alitalia’s CityLiner subsidiary connects London City with the two Italian airports. But of the 22 daily flights between the UK and Italian capitals, only four are on Alitalia – while Ryanair, an Irish airline, has five.
Both Ryanair and easyJet have done Italian travellers a favour by establishing domestic routes that offer choice and reliability as well as low fares – but not on every route. On the nation’s key link, between Milan Linate and Rome Fiumicino, you can fly on any airline you like so long as it’s Alitalia.
With disdain for European competition law, the government in Rome allocated slots for the Linate-Fiumicino route by such complex conditions that they might as well have said: “Open only to airlines whose names are comprised of three As, two Is, two Ls and a T”.
There are cheap fares to be had while Alitalia struggles for survival (Reuters)
But Alitalia’s ability to extract premium fares on the link has been damaged by the excellent high-speed rail line between Rome and Milan, with trains every half hour taking under three hours. The intercity vacca in denaro (”cash cow“) is drying up.
Will the vote against reform prove terminal? I don’t think so. History tells us that, in a mockery of economic and legal reality, Alitalia will not be allowed to fail. Which presents you and me with an opportunity. As some prospective passengers fret about the risk of failure, fares are being cut to fill seats.
Don’t expect anything as extreme as the £352 London-Sydney return which Alitalia briefly offered before it pulled out of Australia. But if you fancy flying down to Rio from Heathrow for Christmas and New Year, the Italian airline is the cheapest in the market – with fares so low that you can take the long transatlantic haul back in Premium Economy for the same price as British Airways’ basic economy on the non-stop run.
Pay by credit card or buy the flight as part of a package to protect yourself against “extraordinary administration”. But everything I have seen tells me the flights will go ahead: Alitalia is too Italian to fail.
Link
SIMON CALDER TRAVEL CORRESPONDENT
@SimonCalder
Once upon a time, the natural way to reach Italy was on Alitalia. In the 1990s, I flew fairly frequently on the Italian flag carrier from London to Venice, Pisa and Rome.
As no-frills airlines spread their wings and fares fell, Alitalia reacted with one hare-brained strategy after another. I bought a flight to Sicily through the airline’s shiny new hub of Milan Malpensa, only to discover that, a) the connections rarely worked as advertised, and b) the transit lounge cafeteria served the worst pizza in Italy. The hub at “MXP” was soon ditched.
Alitalia passengers stranded as strikes ground hundreds of flights
Since then, many prize airport slots have been sold off to stem the losses of this dysfunctional airline.
How dysfunctional? An official in the US Embassy in Rome put it crisply in a blistering diplomatic cable sent in 2008 and later revealed on Wikileaks: “The Alitalia saga is a sad reminder of how things work in Italy.
“A group of wealthy Berlusconi cronies was enticed into taking over the healthy portions of Alitalia, leaving its debts to the Italian taxpayers.
“The rules of bankruptcy were changed in the middle of the game to meet the government's needs. Berlusconi pulled this one off, but his involvement probably cost the Italian taxpayers a lot of money.”
The writer called Alitalia a “dying airline” – but it has limped on, with life support provided by Poste Italiane (a thin disguise for the Italian government) and Etihad, the Gulf-based airline with the misfortune to own 49 per cent of a business that is haemorrhaging cash.
The latest Alitalia rescue involved a €2bn restructuring in return for job reductions and pay cuts. Union officials agreed a deal, but the workers rejected it. You can’t blame them: for most of the past three-score-years-and-ten since Alitalia was created, the government in Rome has always bailed out the airline.
After staff voted to reject the plan, the airline applied for amministrazione straordinaria (“extraordinary administration”) but added: “Alitalia’s flight schedule will continue to operate as planned.”
From the UK, the schedule these days is unimpressive: reduced to just three flights a day from Heathrow to Rome, and a couple more to Milan’s Linate airport. Alitalia’s CityLiner subsidiary connects London City with the two Italian airports. But of the 22 daily flights between the UK and Italian capitals, only four are on Alitalia – while Ryanair, an Irish airline, has five.
Both Ryanair and easyJet have done Italian travellers a favour by establishing domestic routes that offer choice and reliability as well as low fares – but not on every route. On the nation’s key link, between Milan Linate and Rome Fiumicino, you can fly on any airline you like so long as it’s Alitalia.
With disdain for European competition law, the government in Rome allocated slots for the Linate-Fiumicino route by such complex conditions that they might as well have said: “Open only to airlines whose names are comprised of three As, two Is, two Ls and a T”.
There are cheap fares to be had while Alitalia struggles for survival (Reuters)
But Alitalia’s ability to extract premium fares on the link has been damaged by the excellent high-speed rail line between Rome and Milan, with trains every half hour taking under three hours. The intercity vacca in denaro (”cash cow“) is drying up.
Will the vote against reform prove terminal? I don’t think so. History tells us that, in a mockery of economic and legal reality, Alitalia will not be allowed to fail. Which presents you and me with an opportunity. As some prospective passengers fret about the risk of failure, fares are being cut to fill seats.
Don’t expect anything as extreme as the £352 London-Sydney return which Alitalia briefly offered before it pulled out of Australia. But if you fancy flying down to Rio from Heathrow for Christmas and New Year, the Italian airline is the cheapest in the market – with fares so low that you can take the long transatlantic haul back in Premium Economy for the same price as British Airways’ basic economy on the non-stop run.
Pay by credit card or buy the flight as part of a package to protect yourself against “extraordinary administration”. But everything I have seen tells me the flights will go ahead: Alitalia is too Italian to fail.
Link
geardown3green
Utente Registrato
Non sono avvocato per cui devo difendere nessuno, ma non credo che fosse questo il concetto che volesse esprimere ( almeno spero )con quella battuta .
.La lingua Italica fa brutti scherzi e questo è noto.
In realtà credo volesse dire : vengo pagato solo se vado in volo ergo fatemi volare .
Traduco , da quando i contratti si sono alquanto cotimizzati l'obbligo morale del datore di lavoro è quello di " far produrre al lavoratore " alias assegnargli attività di volo la quale però non casca dal pero ma è frutto di una accorta polita commerciale che è frutto di una sapiente gestione che è frutto di.....
Adesso però si assiste ad un fenomeno strano ( che non riguarda le low cost ) I contratti sono scesi ma le Aziende fanno fatica a trovare attività .
Per cui abbiamo cottimizzato il lavoro ma tu non mi fai lavorare quindi guadagno poco.
Di chi è la colpa ?
TapiroVolante
Utente Registrato
- 13 Dicembre 2016
- 913
- 446
totocrista
Utente Registrato
veramente in AZ il personale sovradimensionato mi sembra sia quello di terra, che supera di gran lunga quello volante.
Non ci sono i contratti di solidarietá anche tra il PN? Fosse cosí, sarebbe indice di sovradimensionamento anche per loro
totocrista
Utente Registrato
TapiroVolante
Utente Registrato
- 13 Dicembre 2016
- 913
- 446
Non credo che sia basilare la differenza tra terra e navigante (importante si, basilare no), quanto il rapporto, triplice, tra numero di aeromobili, ore di volo effettuate AL GIORNO e numero dei naviganti.
In soldoni, se ogni aereo sta per aria 14 - 16 ore al giorno OGNI GIORNO servono tot equipaggi per operare, ma se gli aerei in volo ci stanno mediamente di meno ecco che per funzionare hanno bisogno di meno equipaggi.
Come direbbe Shrek: è qui che casca Ciuchino...
Alitalia in Amministrazione Straordinaria ha diramato un bando interno rivolto ai propri Comandanti per la ricerca del nuovo Post Holder Flight Operations, scadenza al 9 maggio.
Tutto giusto, ma quando si chiede di passare a 7 riposi al mese rispondono no.
Per altro le ore massime volate in un anno sono stabilite per legge, per cui anche quello dei 7 riposi era (in parte almeno) un problema più di forma che di sostanza.
Ma chi sta prendendo le decisioni ora in Alitalia? Intendo chi gestisce per davvero perché i Commissari fino a ieri neppure potevano sapere che figura fosse il "Post Holder Flight Operations?
- Stato