Delta acquista il 20% di Latam

[Cesare.Caldi]

Fa davvero impressione confrontare il valore attribuito al 20% di Latam rispetto al valore dell’ipotetico investimento che Delta dovrebbe fare in AZ per acquisirne il 10-15%...

Considerato quanto hanno speso per Latam, fossi il governo italiano li 'costringerei' a comprarsi non meno del 49% di AZ visto che hanno i soldi e hanno voglia di fare shopping di compagnie aeree...

 

[13900]

Wow che notizia bomba!! Certo che si crea improvvisamente un ribaltamento degli equilibri con IAG (Iberia-British) che si trova improvvisamente scoperta sulle prosecuzioni sud-americane... Adesso mi aspetto che GOL passi dalla parte di Oneworld magati come socio light.

Beh, su Cile e Perù non c’era un codeshare che fosse uno... e nemmeno come reward c’è sempre stata poca disponibilità.

 

[13900]

Considerato quanto hanno speso per Latam, fossi il governo italiano li 'costringerei' a comprarsi non meno del 49% di AZ visto che hanno i soldi e hanno voglia di fare shopping di compagnie aeree...

Cesare, la differenza sta nel fatto che LATAM domina un continente. Alitalia ha il 15% del mercato italiano.

 

[Dancrane]

Beh, su Cile e Perù non c’era un codeshare che fosse uno... e nemmeno come reward c’è sempre stata poca disponibilità.

In Perù 3/3 award presi con BAEC (e la cosa divertente è che mi hanno pure dato Avios e TP!). Diventano 4 con quello preso a dreamliner...

 

[13900]

In Perù 3/3 award presi con BAEC (e la cosa divertente è che mi hanno pure dato Avios e TP!). Diventano 4 con quello preso a dreamliner...

Ecco perché li hanno tolti. Colpa tua.

(Comunque, scherzi a parte: se compari con QR o IB o AA c’é meno scelta, almeno per mia esperienza. Poi c’è anche la questione code shares e joint ventures: IAG e OW dovevano svegliarsi).

 

[salvo81]

Che sorpresa! Credo che le prossime novità saranno l'uscita di Aerolineas Argentinas da Skyteam e di Gol in qualità di alleata.

 

[kenadams]

Considerato quanto hanno speso per Latam, fossi il governo italiano li 'costringerei' a comprarsi non meno del 49% di AZ visto che hanno i soldi e hanno voglia di fare shopping di compagnie aeree...

Considerato quanto vale Alitalia e la fila di persone pronta ad acquistarla, penso che Delta potrebbe costringere il governo a vendere AZ per cinquemila lire.

 

[East End Ave]

Gol’s statement on the Delta-LATAM partnership

GOL Linhas Aéreas Inteligentes S.A. statement:

Delta has been terrific partner of GOL and we wish them well. We valued our partnership with Delta, and are gratified to see its continuing confidence in the Latin American aviation market.

The phase out of this codeshare and investment in our non-voting shares is not expected to have a significant financial impact to GOL as the current relationship provided approximately 0.3% of GOL’s total revenues.

During the transition period, GOL will work with Delta to ensure a seamless experience for customers. GOL Airlines is the largest Brazilian domestic carrier and we look forward to competing and growing in our markets. GOL has had a strong year with our passenger revenue up 37.9% year-over-year in 2Q19, and we are confident about our year-end results.

 

[claudietto]

A leggere questi comunicati stampa sembrerebbe che i codesharing che tanto vengono sbandierati quando le alleanze vengono costruite si rivelino in realtà poco più che nulli quando vengono sciolte.
0,3% delle revenues? E meno male che GOL era un partner fondamentale per chiunque da fuori volesse entrare in Sudamerica (e in Brasile in particolare). E American Airlines che dice che la partnership con Latam cubava meno di 20M$ ?

 

[kenadams]

A leggere questi comunicati stampa sembrerebbe che i codesharing che tanto vengono sbandierati quando le alleanze vengono costruite si rivelino in realtà poco più che nulli quando vengono sciolte.
0,3% delle revenues? E meno male che GOL era un partner fondamentale per chiunque da fuori volesse entrare in Sudamerica (e in Brasile in particolare). E American Airlines che dice che la partnership con Latam cubava meno di 20M$ ?

Non me ne intendo ma la mia impressione è che le alleanze fruttuose siano le varie JV: quelle transatlantiche e tutte le altre compiute e in fieri (AAL-QFA, DAL-LATAM, QFA-UAE, ecc.). I codeshare, di per sé, non giustificano l'esistenza di un'alleanza con tutti i suoi costi, soprattutto perché molto è possibile anche con semplici accordi bilaterali di interline.

Non a caso le alleanza sono piene di rivali: Turkish e Lufthansa, Qatar contro AA, per citarne due molto note. Le alleanze dovevano produrre tutta una serie di vantaggi che - almeno dalla prospettiva del cliente - non si sono effettivamente concretizzati. Viene da ridere ogni volta che si vorrebbero prenotare posti a sedere su per un itinerario operato da due o più vettori alleati, o che si vorrebbe fare un check-in online.

 

[East End Ave]

La contromossa di AA:

American Airlines has announced plans to grow its international network with new and increased service:

Increased service from Miami (MIA) to:
Lima, Peru (LIM), beginning April 7
Santiago, Chile (SCL), beginning winter 2020
São Paulo(GRU), beginning winter 2020

American currently operates two daily flights to LIM from MIA, and next spring the airline will increase operations year-round to three times a day on a Boeing 757, providing more service than any other carrier to one of South America’s largest cities. And next winter gets even warmer with an additional flight to Chile’s capital, Santiago, and a third flight to Brazil’s largest city, São Paulo. Both services will be operated on a 777-200.

 

[East End Ave]

Non me ne intendo ma la mia impressione è che le alleanze fruttuose siano le varie JV: quelle transatlantiche e tutte le altre compiute e in fieri (AAL-QFA, DAL-LATAM, QFA-UAE, ecc.). I codeshare, di per sé, non giustificano l'esistenza di un'alleanza con tutti i suoi costi, soprattutto perché molto è possibile anche con semplici accordi bilaterali di interline.

Non a caso le alleanza sono piene di rivali: Turkish e Lufthansa, Qatar contro AA, per citarne due molto note. Le alleanze dovevano produrre tutta una serie di vantaggi che - almeno dalla prospettiva del cliente - non si sono effettivamente concretizzati. Viene da ridere ogni volta che si vorrebbero prenotare posti a sedere su per un itinerario operato da due o più vettori alleati, o che si vorrebbe fare un check-in online.

Condivido Ken. Non solo, ma anche in seno JV vi sono grosse limitazioni talvolta, tipo che se uno acquista un volo marketed UA/operated LH non puo' preassegnarsi il posto, neppure a pagamento! Soci GOLD* non hanno accesso alle lounge in tutti gli aeroporti, e cosi' via. Il tempo delle grandi alleanze e' fermo a 20 anni fa; scambio dei programmi FQTV (miles accrual) e punto, piu' o meno.

 

[13900]

L'altro grosso problema delle alleanze e' che one head = one vote, e unanimita' (almeno cosi' e' in OW)

 

[AZ209]

Analisi Cirium/FG su quanto il Brasile sia sempre stato fonte di difficolta' per tutte le alleanze interessate al mercato sud americano.

ANALYSIS: Why Brazil continues to upset global alliances

LATAM Airlines Group's decision to quit Oneworld marks a further twist in the chequered history for the global alliances in Brazil.
Latin America's biggest economy is an understandably attractive market for alliances, but few countries have proven quite so troublesome for securing a lasting long-term partner. This reflects not only the tough economic conditions Brazil has faced in recent years, but also outside factors including regulatory rulings and wider consolidation.

The importance of the country's market is reflected in the fact that Brazilian carriers have been involved in the global alliances from the outset. Varig was a founding member of oldest grouping Star Alliance in 1997. But the airline left the alliance in 2006 amid its growing financial challenges, shortly before it ultimately ceased operations.
Star Alliance later turned its attentions to a successor carrier in the form of TAM. The Brazilian carrier joined Star in 2010. But it left four years later after its merger with Chile's LAN, when the newly enlarged LATAM group opted to join Oneworld – the alliance in which LAN was already established.
That gave Oneworld its first Brazilian presence, until the recent notification from the Latin carrier that it now intends to leave the grouping following Delta Air Lines' move to take a 20% stake in the airline.
Not that Star Alliance had any more joy itself with its third Brazilian partner. Avianca Brasil joined Star in 2015, but left the alliance at the start of September amid formal bankruptcy proceedings and the withdrawal of its operating certificate.
The third major grouping, SkyTeam, has never had a formal partner in Brazil. But Gol has for the last decade had close links with several of its partners, most notably Delta. The US carrier took its stake in Gol to just over 9% in 2015, having initially invested in the airline in 2011.
But that relationship and investment appears to be at an end, in light of the LATAM move. "Delta has been terrific partner of Gol and we wish them well," the Brazilian carrier said in a statement on 27 September.
"The phase-out of this codeshare and investment in our non-voting shares is not expected to have a significant financial impact to Gol as the current relationship provided approximately 0.3% of Gol's total revenues," states the airline. "During the transition period, Gol will work with Delta to ensure a seamless experience for customers."

SHIFTING ALLIANCES
The shift in strategy at LATAM follows a Chile court ruling earlier this year that blocked its long-planned joint ventures with Oneworld members American Airlines and IAG respectively. American Airlines itself issued a statement saying it understands LATAM's decision to partner with a US carrier that is not burdened by "a recent negative ruling" by the Chilean Supreme Court.
It remains to be seen, however, whether LATAM will ultimately follow Delta into SkyTeam.
Delta's various airline investments are largely with other SkyTeam carriers. Aeromexico, Air France, China Eastern and Korean Air – and potentially Alitalia – are all existing SkyTeam members in which Delta has invested.
However, it also has holdings in Virgin Australia and, more recently, Virgin Atlantic – neither of which is in SkyTeam. It also has key joint ventures with non-SkyTeam carriers, such as its US-Canadian partnership with WestJet.
In keeping with the approach of other groupings – for example IAG with its Aer Lingus investment – airline priorities seem increasingly focused on sealing joint-venture partnerships rather than necessarily on alliance membership.
The presence of another Oneworld member Qatar Airways – albeit one that has questioned its own future membership of the grouping – among LATAM’s existing shareholders makes it perhaps more likely that it may follow a policy of non-alignment.
That was the approach stated by China Southern when it quit SkyTeam at the turn of the year. Oneworld carriers Qatar and American both subsequently took minor stakes in the airline.
But if LATAM were to one day join SkyTeam it would create a further slice of Brazilian alliance history, making TAM/LATAM the first carrier to have been in all three global alliances.

DELTA EXPANSION
The LATAM deal further completes Delta's investment strategy, which has seen it take holdings in a number of airlines.
"With the inclusion of an equity stake in LATAM, Delta now has significant ownership positions in every major international airline market," say analysts at Bernstein, in a research note published on 30 September.
"These equity stakes permit closer co-operation than has been achieved through alliance and codeshare programmes, and position Delta ahead of other major US airlines in terms of their ability to manage a seamless customer experience."
It adds: "This is not to say that equity stakes are the only – or most capital-efficient – way to develop this close integration, but we think it is significant that based on its domestic network strength, Delta is expanding its reach while United and American are focused on improving performance in their home markets around the globe."
Bernstein also notes the move is a blow to IAG's hopes of creating a joint venture with LATAM to South America.
"Furthermore, it demonstrates that airline alliances have likely passed their prime, and co-operation of the world's largest players will increasingly focus on bilateral tie-ups," it suggests.
All three alliances will have lost players this year, variously Avianca Brasil, China Southern and LATAM – though Oneworld does have Royal Air Maroc lined up to join next year. It will be the first the first full member to join any of the alliances since 2015.
Meanwhile, in the key Brazilian market it remains to be seen what deeper partnerships may emerge.
Azul already has tight links to Star Alliance. Its owner David Neeleman holds a stake in Star carrier TAP Portugal, while United Airlines holds an 8% stake in Azul. Star partners may move to tighten those links following the collapse of Avianca Brasil.
Star already has partnerships with Copa in Panama and Colombian carrier Avianca, while SkyTeam has Latin partners in the region with Aeromexico and Aerolineas Argentinas.
The departure of LATAM, however, will leave Oneworld with no active full member in Latin America. LAN has been a member since 2000. That then may prompt Oneworld carriers to look towards Gol as a potential partner in Brazil.

 

[East End Ave]

Qatar sfida Delta, Al Baker: “Pronti ad alzare la quota in Latam”

Il ceo di Qatar Airways Akbar al Baker (nella foto) si prepara a dare battaglia. E nel mirino ancora una volta finiscono le compagnie aeree americane, Delta e American in testa.

L’occasione è arrivata ieri in concomitanza con l’inaugurazione di un nuovo collegamento da Doha in direzione Langkawi. Dopo le dichiarazioni di rito, a margine della conferenza stampa, il manager alza il tiro e annuncia: “Stiamo valutando di aumentare la nostra quota in Latam”.

L’ingresso di Delta nel gruppo con il 20 per cento e un investimento da quasi due miliardi di euro non è andato giù al numero uno di Qatar Airways, che a sua volta detiene il 10 per cento nella compagnia sudamericana. E allora potrebbe partire un testa a testa tra due acerrimi nemici.

Ma ne mirino finisce poi anche un’altra compagnia Usa: American. Tra i due le frizioni sono altissime dopo il tentativo di investire nello stesso vettore Usa, osteggiato fino alla rinuncia da parte di Doha. Adesso Al Baker si prepara ad abbandonare l’ultima alleanza, quella in oneworld. Anche in questo caso valutazioni ancora in corso.

TTG

 

[FlyKing]

Say bye

 

[East End Ave]

LATAM lascia prima del previsto OW ma NON entra in ST!

LATAM to leave oneworld alliance 5 months earlier than previously announced
ByAndré Orban -1 February 20202534

As announced earlier, after signing an agreement with Delta Air Lines, LATAM will leave the oneworld alliance, which includes American, British Airways, Iberia, Qantas and others. However, LATAM will not join the SkyTeam alliance – underscoring Delta CEO Ed Bastian’s belief that global airline alliances haven’t met their potential and provide only limited benefit to airlines and customers.

Initially, the airline announced it would leave the alliance in October 2020. However, LATAM and oneworld have yesterday announced that the airline would exit the alliance on May 1, 2020. Frequent flier benefits are valid through April 30, 2020.

LATAM became a oneworld alliance member in 1999, through Chilean component carrier LAN Airlines at that time. Over the 20 year membership, other component carriers based in Argentina, Brazil, Colombia, Ecuador, and Peru joined oneworld.

LATAM intends to continue to have bilateral relationships with following oneworld airlines:

British Airways
Cathay Pacific
Finnair
Iberia
Japan Airlines
Malaysia Airlines
Qantas
Qatar Airways
Royal Jordanian
S7 Airlines
SriLankan Airlines
The only oneworld airline not included above is American Airlines, for obvious reasons after Delta invested in LATAM.

Here is the announcement from oneworld:
LATAM Airlines Group will end its membership in the oneworld® alliance effective 1 May 2020, following the group’s decision to leave the alliance.

oneworld benefits for LATAM customers will be offered on oneworld flights up to and including 30 April 2020. LATAM Pass members will not receive oneworld frequent flyer benefits offered by Royal Air Maroc, which joins oneworlde effective 1 April. LATAM will not offer oneworld frequent flyer member benefits to Royal Air Maroc Safar Flyer members.

oneworld member airlines will continue to serve more than 30 airports in Central and South America, with more than 100 flights to and from the region daily, offered by American Airlines, British Airways, Iberia, Qantas, Qatar Airways as well as member-elect Royal Air Maroc.

A number of oneworld member airlines plan to maintain frequent flyer agreements with LATAM after 30 April. Customers are advised to contact their airlines or visit the airlines’ frequent flyer programme websites for more information.