Thread Lufthansa 2019

AlicorporateUK

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È già difficile che un pax medio rispetti l‘imbarco per aree, figuriamoci per posti finestrino-corridoio.
Quoto. D’altronde anche con il ‘self-boarding’ gli imbarchi sono quasi sempre caotici, specie a Monaco nell’area H dove non c’è spazio materiale per le file e si accalcano tutti all'annuncio ‘pre-boarding’.

G
 

Planner

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C'è anche l'aggravante della separazione forzata di famiglie e coppie.
 

BGW

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Provata su LATAM in Cile. Risultato? Non molto differente.

Il problema su short-haul è e rimane la quantità di bagagli a bordo, e lo spazio insufficiente in cappelliera.
LATAM Argentina imbarca separando in due file: con zainetto/borsa (imbarco prioritario) e con trolley/bagaglio voluminoso. L'idea e' che chi entra per primo sistemi il bagaglio sotto la poltrona, in modo che le cappelliere siano completamente libere per la seconda ondata, quella con i trolley. Mi pare che funzioni abbastanza bene anche se ho fatto solo un paio di voli interni in Argentina.
 

AlicorporateUK

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Lufthansa second quarter earnings fall on Europe market weakness

Lufthansa’s second quarter earnings slumped amid rising competition and weak demand in Europe’s air travel market, as it warned that prospects for the industry will likely remain challenging throughout 2019.The German carrier said in a statement on Tuesday that its adjusted earnings before interest and tax for the period fell 25 per cent year on year to €754m. Adjusted Ebit margin fell from 10.8 per cent to 7.8 per cent, while revenue rose 4 per cent to €9.6bn.Adjusted Ebit losses at its low-cost Eurowings division, which has been hampered by the acquisition of some of the operations of bankrupt Air Berlin, came in at €16m during the quarter.“Our earnings are feeling the effects of tough competition in Europe and sizeable overcapacities, especially on our short-haul routes out of Germany and Austria,” said Ulrik Svensson, chief financial officer. “We are responding to this by further reducing our costs and increasing our flexibility. And with the turnaround plan which we recently presented, we also intend to make Eurowings a sustainably profitable airline.”Lufthansa unveiled a turnround plan in June for Eurowings after announcing its second profit warning this year. Lufthansa wants to cut costs at its struggling subsidiary by 15 per cent by 2022 and warned on Tuesday that “risks of second-half year business trends falling short of their first-half year levels have increased”.However, the company maintained its outlook for the rest of the year of an adjusted Ebit margin of 5.5 per cent to 6.5 per cent. It expects Eurowings to report an adjusted Ebit margin of minus 4 per cent to minus 6 per cent for the full year. Analysts at Bernstein said: "As we move into peak summer, messages of a tough environment continuing should leave investors cautious on demand for the rest of 2019."Gerald Khoo, analyst at Liberum, said in a note that with neither Lufthansa nor Ryanair showing any sign of backing down from the ongoing fare war in the German short haul market, short-term earnings headwinds will continue. He added that the services divisions are supposed to provide more stable earnings, but their performances appear to be under pressure too. "A full or partial disposal of the catering division is long overdue, but this could be a positive catalyst if a transaction is concluded," he said. Europe’s short-haul market has been plagued by intense competition and softening demand. Lufthansa’s shares have fallen around 30 per cent since the end of January.

FT
 

AlicorporateUK

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Lufthansa Group achieves an Adjusted EBIT of EUR 754 million in the second quarter

– Long-haul business sees further growth – Lufthansa Technik increases results – Network Airlines and Eurowings substantially improve first-half year punctuality – Price wars on short haul routes especially in Germany and Austria as well as rising fuel and MRO costs burden results – 2019 full-year forecast confirmed

The Lufthansa Group enjoyed a continuing strong performance in its long-haul business in the first half of 2019, particularly on its key North American and Asian routes. On short-haul routes in Europe, the price war in Germany and Austria in particular had a negative impact on earnings.

“Our earnings are feeling the effects of tough competition in Europe and sizeable overcapacities, especially on our short-haul routes out of Germany and Austria,” says Ulrik Svensson, Chief Financial Officer of Deutsche Lufthansa AG. “We are responding to this by further reducing our costs and increasing our flexibility. And with the turnaround plan which we recently presented, we also intend to make Eurowings a sustainably profitable airline.”

In the second quarter, Group revenues rose by 4 percent to EUR 9.6 billion (prior-year period: EUR 9.3 billion). Adjusted EBIT amounted to EUR 754 million (prior-year period: EUR 1 billion). The adjusted EBIT margin for the second quarter was thus 7.8 percent (prior-year period: 10.8 percent). Fuel costs alone were EUR 255 million higher in the second quarter of 2019 than in the previous year.

Key figures for the first half-year

In the first half of 2019, total revenues of the Lufthansa Group rose 3 percent to EUR 17.5 billion (EUR 16.9 billion in the prior-year period). First-half year Adjusted EBIT, however, declined to EUR 418 million (prior-year period: EUR 1,052 million). The higher price of jet fuel added just under EUR 450 million to costs for the period Group-wide. Adjusted EBIT margin amounted to 2.4 percent (prior-year period: 6.2 percent). The Group’s net profit for the first-half year period amounted to EUR -116 million (prior-year period: EUR 713 million), not least owing to a revaluation of a tax risk in Germany for which provisions of EUR 340 million were required.

Network Airlines

The Group’s Network Airlines – Lufthansa, SWISS and Austrian Airlines – reported an aggregate Adjusted EBIT of EUR 565 million for the first-half year period (prior-year period: EUR 989 million). Adjusted EBIT margin amounted to 5.1 percent, 4.2 percentage points down on the prior-year period (prior-year period: 9.3 percent). Total capacity was expanded 4.9 percent, and seat load factor also rose by 0.9 percentage points. With yields declining, however, especially in Europe, first-half year currency-adjusted unit revenues were 3.2 percent down on their 2018 level. Long-haul business continued to show positive performance. Currency-adjusted unit costs (ex fuel) declined 0.2 percent, owing not least to lower flight irregularity costs: flight cancellations in the first-half year period saw a 28-percent decline.

Eurowings

Eurowings generated an Adjusted EBIT for the first half of 2019 of EUR ‑273 million (compared to EUR ‑220 million in the same period last year). Capacity was raised 3.8 percent for the period, and seat load factor rose 0.9 percentage points to 80.7 percent. With yields on short- and medium-haul routes seeing substantial declines, however, currency-adjusted unit revenues were 5.0 percent below their prior-year level. The decline eased in the second-quarter period, thanks primarily to improvements in the long-haul business. First-half year currency-adjusted unit costs (ex fuel) were 6.1 percent below their 2018 levels, owing mainly to the absence of the prior year’s integration expenses and to a reduction in irregularity-related costs. Flight cancellations for the period were down 23 percent, while punctuality was improved by 7 percentage points, making Eurowings one of Europe’s most punctual airlines for the 2019 first-half year period.

Aviation Services

First-half year Adjusted EBIT for the logistics segment with Lufthansa Cargo declined to EUR 15 million (prior-year period: EUR 127 million), owing mainly to falling demand on the routes between Europe and Asia. Lufthansa Cargo responded to the adverse development of the airfreight market by adjusting its capacities accordingly.

Adjusted EBIT for Lufthansa Technik improved 7-percent on the prior-year period at EUR 243 million (prior-year period: EUR 227 million) in particular due to a positive development of the engine maintenance business.

First-half year Adjusted EBIT for the catering business of the LSG Group declined to EUR 33 million (prior-year period: EUR 40 million). The reduction is attributable to the restructuring of the Group’s European business, which is centralizing production sites and bringing more flexibility to logistics processes.

The first-half year Adjusted EBIT for Other Businesses & Group Functions declined 53 percent to EUR ‑135 million (prior-year period: EUR -88 million).

Full-year outlook

As communicated in June, the Lufthansa Group expects to report a low single-digit percentage increase in total revenues and an Adjusted EBIT margin of 5.5 to 6.5 percent for the full year 2019.

Persistent overcapacities, aggressive competition and increasingly price-sensitive demand continue to pressure yields on the European routes of the Network Airlines and Eurowings, particularly in the German and Austrian home markets. The Lufthansa Group expects the European market to remain challenging until at least the end of this year.

At the Network Airlines, the long-haul business is expected to continue its currently above-average development in the second half of the year. But with the overall economic prospects growing gloomier in the Group’s home markets, the risks of second-half year business trends falling short of their first-half year levels have increased. Actual developments in the long-haul business will depend to a large extent on short-term bookings (especially for the premium cabins) whose development is currently impossible to fully predict. The Group expects the Network Airlines to report an Adjusted EBIT margin of between 7 and 9 percent for 2019 as a whole.

Eurowings will be concentrating on implementing the actions presented at the end of June to accelerate its financial turnaround. These include a clearer focus on European point-to-point short-haul routes, reducing complexity and raising productivity, not least by streamlining German operations to one AOC. Unit costs should be reduced by 15 percent by 2022. The first actions are already being taken: a phase-out of older and now inefficient aircraft has already begun. For the second-half year period Eurowings expects to see further burdens on its short-haul business, at least some of which should be offset by improvements on the long-haul front. For the year as a whole, Eurowings expects to report an Adjusted EBIT margin of -4 to -6 percent.

The logistics segment with Lufthansa Cargo should post a full-year margin of between 3 and 5 percent. This is contingent, however, on demand stabilizing in the fourth-quarter period, in which – for seasonal reasons – this business segment tends to generate a substantial part of its earnings.

Lufthansa Group Investor Relations
 

LH243

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Era un 319 previsto per Cityline. Parlo al passato perché purtroppo pare che la struttura della fusoliera sia compromessa fino alla porta posteriore 3R ed i costi per la riparazione siano eccessivi se rapportati alla vita ancora utile della macchina. Si sta discutendo se tenere il 319 come "aereo scuola" per i nuovi tecnici, per poter avere un aereo "spare" in hangar per i loro corsi.
 

East End Ave

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su e giu' sull'atlantico...
Novitá da novembre per quanto riguarda l´imbarco sulle tratte europee. Per cercar di velocizzare le operazioni di imbarco si procederá con un imbarco diviso tra le varie file. I primi passeggeri che andranno a bordo saranno i passeggeri con un posto finestrino per poi essere seguiti da coloro con un posto centrale e alla fine verranno imbarcati i passeggeri con il posto corridoio. Pare che questa procedura venga giá utilizzata con successo da United. Qualcuno di voi ha giá avuto l´occasione di vedere o essere parte di questo tipo di imbarco? che ve ne pare? L´idea sulla carta non pare male, ma onestamente ho diversi dubbi sulla effettiva praticitá.
...infatti United l'ha abbandonata; l'idea era ottima, ma mal si conciliava con lo starting boarding time, per cui non e' che tutti i finestrini potessero/dovessero essere pronti quando iniziava l'imbarco, cosi' come non tutti i middle seat. Quindi a buon bisogno si sedevano prima i corridoi e poi, comunque nei tempi corretti prima che chiudesse l'imbarco, arrivavano i finestrini e i middle, con conseguente casotto.
Inoltre il posto preferito da molti FQTV's, spesso elite, e' il corridoio, e quando arrivavano a bordo non c'era piu' posto per il bagaglio a mano; con relative proteste...sempre e soprattutto dagli elite appunto.
Quindi si e' tornati ai gruppi 1-2-3-4-5, mettendo pero' solo due file (ad un certo punto abbiamo provato anche le 5 file!), 1 (blu) e 2 (verde), con gruppi 3-4-5 chiamati ad imbarcare tramite la verde SOLO su chiamata crescente e invitati a rimanere seduti fino alla stessa. Sembra la mediazione migliore al momento, dove il gruppo 5 rappresenta le tariffe BASIC/LIGHT, quindi viaggiante senza bagaglio a mano.
 

flapane

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@LH243
IFE del 346, LH425 odierna, andando ad aprire la mappa. Crash, reload e nuovo crash.
Anche il posto accanto aveva lo stesso problema, gli altri vedevano solo film.
Giusto per curiosità, è un problema noto?


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Betha23

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...infatti United l'ha abbandonata; l'idea era ottima, ma mal si conciliava con lo starting boarding time, per cui non e' che tutti i finestrini potessero/dovessero essere pronti quando iniziava l'imbarco, cosi' come non tutti i middle seat. Quindi a buon bisogno si sedevano prima i corridoi e poi, comunque nei tempi corretti prima che chiudesse l'imbarco, arrivavano i finestrini e i middle, con conseguente casotto.
Inoltre il posto preferito da molti FQTV's, spesso elite, e' il corridoio, e quando arrivavano a bordo non c'era piu' posto per il bagaglio a mano; con relative proteste...sempre e soprattutto dagli elite appunto.
Quindi si e' tornati ai gruppi 1-2-3-4-5, mettendo pero' solo due file (ad un certo punto abbiamo provato anche le 5 file!), 1 (blu) e 2 (verde), con gruppi 3-4-5 chiamati ad imbarcare tramite la verde SOLO su chiamata crescente e invitati a rimanere seduti fino alla stessa. Sembra la mediazione migliore al momento, dove il gruppo 5 rappresenta le tariffe BASIC/LIGHT, quindi viaggiante senza bagaglio a mano.
United ha una tariffa senza bagaglio a mano !?!?!?!? :astonished:
 

East End Ave

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su e giu' sull'atlantico...
United ha una tariffa senza bagaglio a mano !?!?!?!? :astonished:
BASIC ECONOMY

Full-sized carry-on bags are not permitted on select routes
On trans-Atlantic flights, your carry-on baggage allowance is the same as for standard Economy tickets.

For all other Basic Economy tickets, you're not allowed a full-sized carry-on bag unless you're a MileagePlus Premier member or companion traveling on the same reservation, the primary cardmember of a qualifying MileagePlus credit card or a Star Alliance™ Gold member. Everyone else who brings a full-sized carry-on bag to the gate will be required to check their bag and pay the applicable checked bag fee plus a $25 gate handling charge.
 

flapane

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Quindi D-AIHT/L. Ahimè è anche l'unica cosa che guardo io, quando non riesco a dormire. :)

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FlyKing

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BASIC ECONOMY

Full-sized carry-on bags are not permitted on select routes
On trans-Atlantic flights, your carry-on baggage allowance is the same as for standard Economy tickets.

For all other Basic Economy tickets, you're not allowed a full-sized carry-on bag unless you're a MileagePlus Premier member or companion traveling on the same reservation, the primary cardmember of a qualifying MileagePlus credit card or a Star Alliance™ Gold member. Everyone else who brings a full-sized carry-on bag to the gate will be required to check their bag and pay the applicable checked bag fee plus a $25 gate handling charge.
Sono certo che in UA abbiano le loro ragioni e che ci siano ben pochi pax che, con i vantaggi delle varie carte, viaggino senza bagaglio a mano, ma è una cosa che manco Wizzair (che, per inciso, fa pagare 8€ e non 25+30)
 

East End Ave

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su e giu' sull'atlantico...
Sono certo che in UA abbiano le loro ragioni e che ci siano ben pochi pax che, con i vantaggi delle varie carte, viaggino senza bagaglio a mano, ma è una cosa che manco Wizzair (che, per inciso, fa pagare 8€ e non 25+30)
Wizzair infatti non opera negli USA; ricorda, i legacy carriers si sono adattati alle LCC’s e non viceversa, tanto più negli USA.
O mentre le mille low cost offrono tariffe domestiche senza bagaglio nè posti noi dovremmo continuare a essere fuori mercato?
 

FlyKing

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Wizzair infatti non opera negli USA; ricorda, i legacy carriers si sono adattati alle LCC’s e non viceversa, tanto più negli USA.
O mentre le mille low cost offrono tariffe domestiche senza bagaglio nè posti noi dovremmo continuare a essere fuori mercato?
Southwest, la madre delle LCC, non fa pagare nemmeno il bagaglio da stiva, Allegiant, Alaska, JetBlue e compagnia fanno pagare solo quello. L’unica LCC che faccia pagare il carry on, a memoria, è Spirit, che però ha tariffe (in generale) nettamente inferiori a UA.
In ogni caso, stiamo parlando di legacy carrier, non di una ULCC, e non mi pare che ne AA, ne tantomeno DL, lo facciano pagare, anche con le classi di prenotazione più basse.
Felice di essere contradetto, nel caso.
 

s4lv0z

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A memoria... nessuna delle tre ti fa portare più il bagaglio in cabina con le basic economy... UA e AA te lo fanno pagare una cifra e DL te lo imbarca gratis al gate.

S.
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