Thread Alitalia da marzo 2013
- Autore Discussione Dr Gio
- Data d'inizio
- Stato
Gentile catafalcosifone,
il Programma MilleMiglia 2013 ti dedica un’altra novità per premiare la tua fedeltà!
In qualità di Socio Freccia Spelata, partecipa alla promozione Bonus Fedeltà e ricevi come bonus tutte le cene insieme a Malboroli eventualmente non utilizzate della precedente edizione del Programma, effettuando 1 voli di solo andata per Rostock con Alitalia entro il 30 giugno 2013.
Prendi al volo il tuo Bonus Fedeltà e rendi più ricca la tua esperienza nel Programma MilleMiglia.
Ci vediamo a bordo! Occhio al portafogli!
ho appena ricevuto anche io la mail.
quoto.. settore troppo complesso per chiunque venga da fuori..nel caso specifico CAI ancora più fondamentale avere uno esperto del settore. il resto sono solo banali giustificazioni.
Dal Corriere,versione cartacea, di oggi, a Del Torchio è stata data la missione del pareggio di bilancio 2013,ma attuale outlook su ebit primo semestre a -170/-180 milioni.
In tal caso davvero serviranno soldi e tanti a valle dell'estate o non sò proprio come faranno ad andare avanti.
In tal caso davvero serviranno soldi e tanti a valle dell'estate o non sò proprio come faranno ad andare avanti.
Dice anche che presto bisognerà occuparsi di Air One che non va assolutamente bene.
Io, in parole povere dopo post e post non ho capito (dai più esperti di me) il giudizio su questo nuovo ad, al di fuori che è un esterno al settore aeronautico.
Phoenix sends Alitalia towards bankruptcy
Like post-election Italy, Alitalia is leaderless, short on cash and confused about its future. The sorry resemblance between nation and national airline is not coincidental. Alitalia’s desperate condition arises from the same politically driven industrial decisions and misused public money that for decades have hobbled Italian economic performance.
At Alitalia these failings culminated in a rescue plan hatched five years ago by a cabal of Italian political, bureaucratic, banking and industrial interests. None of them knew much about the airline industry, but the ringleaders were hell-bent on preventing a foreign takeover of the stony broke flag-carrier. Their plan, codenamed “Project Phoenix”, put Alitalia on a trajectory that increasingly looks like a boomerang to bankruptcy.
According to industry specialists at the Sydney-based Capa Centre for Aviation, Alitalia has made a cumulative net loss since its relaunch in 2009 of €843m. Other than low-cost carriers such as EasyJet and Ryanair, few European airlines are these days in comfortable financial health. But the malaise of Alitalia stands out. Its cash reserves were so depleted two months ago that it required a €150m loan from its shareholders to stay in the air.
Now it is difficult to see where salvation will come from. If salvation means inspired leadership, then it will not come from Andrea Ragnetti, the hapless chief executive who resigned in February after a mere 12 months in office, pausing only to announce that Alitalia had made a €280m net loss in 2012. If salvation means a fresh injection of long-term capital, then it will not come from Air France-KLM, which bought a 25 per cent stake in Alitalia in 2009. The French-Dutch airline group is itself too financially squeezed to risk a second bet on one of Italy’s most notoriously lossmaking companies.
As for the Italian investors who joined the 2008 rescue consortium organised by Silvio Berlusconi, the former premier, some are said to be losing patience with Alitalia’s seemingly incurable addiction to other people’s cash. A binding agreement to stay part of the consortium expired in January. Now investors such as Atlantia, a motorway operator, and Immsi, an industrial investment company, are free to sell their stakes.
An attempt at salvation may, of course, come from Italian politicians and state administrators of similar temperament to those who poured several billion euros into Alitalia between 1998 and 2008 in the name of maintaining the airline’s Italian identity. The state still owns almost half of Alitalia, so the temptation to patch things up one more time, if only temporarily, will be strong (???).
Particularly in northern Italy, the nation’s financial and industrial heartland, there are political forces that view the preservation of an airline with a strong Milan presence as essential to their influence.
But once Italy emerges from political paralysis and forms a stable government – a prospect still some months away – the reality will sink in that the nation is trapped in economic stagnation, ever at risk in the eurozone debt crisis and unable to throw money at dysfunctional public sector companies as liberally as it used to. It is also open to doubt that Europe’s competition regulators would let Alitalia get away with yet another dollop of state aid.
In this context it is good that Italy’s antitrust regulators have opened the all-important route between Rome Fiumicino and Milan Linate airports to more competition. It says everything about Alitalia and its monopolistic mindset that the airline’s lawyers tried to block the regulators’ order last October to hand over seven slots at Linate to easyJet.
Before 2008 Alitalia enjoyed such control of this lucrative route that the airline allocated a number of seats every day to its own staff, who merrily shuttled at no cost to themselves between Milan and Rome. No wonder that the losses piled up at Alitalia. No wonder that ruthlessly cost-conscious discount airlines have made such inroads into the Italian market.
In fairness to Alitalia’s staff, some improvements have taken place over the past four years. The airline no longer has the reputation of being Europe’s worst for taking off and landing on time. Its aircraft are more modern, and so is the attitude of its employees towards customers. In December Alitalia won a “best airline cuisine” award from Global Traveler, a US magazine, for the third successive year.
But delicious food and service with a smile will not be enough to keep Alitalia competitive. How Italy’s politicians and business people settle the airline’s future will be the measure of how serious they are about reforming the Italian economy.
Like post-election Italy, Alitalia is leaderless, short on cash and confused about its future. The sorry resemblance between nation and national airline is not coincidental. Alitalia’s desperate condition arises from the same politically driven industrial decisions and misused public money that for decades have hobbled Italian economic performance.
At Alitalia these failings culminated in a rescue plan hatched five years ago by a cabal of Italian political, bureaucratic, banking and industrial interests. None of them knew much about the airline industry, but the ringleaders were hell-bent on preventing a foreign takeover of the stony broke flag-carrier. Their plan, codenamed “Project Phoenix”, put Alitalia on a trajectory that increasingly looks like a boomerang to bankruptcy.
According to industry specialists at the Sydney-based Capa Centre for Aviation, Alitalia has made a cumulative net loss since its relaunch in 2009 of €843m. Other than low-cost carriers such as EasyJet and Ryanair, few European airlines are these days in comfortable financial health. But the malaise of Alitalia stands out. Its cash reserves were so depleted two months ago that it required a €150m loan from its shareholders to stay in the air.
Now it is difficult to see where salvation will come from. If salvation means inspired leadership, then it will not come from Andrea Ragnetti, the hapless chief executive who resigned in February after a mere 12 months in office, pausing only to announce that Alitalia had made a €280m net loss in 2012. If salvation means a fresh injection of long-term capital, then it will not come from Air France-KLM, which bought a 25 per cent stake in Alitalia in 2009. The French-Dutch airline group is itself too financially squeezed to risk a second bet on one of Italy’s most notoriously lossmaking companies.
As for the Italian investors who joined the 2008 rescue consortium organised by Silvio Berlusconi, the former premier, some are said to be losing patience with Alitalia’s seemingly incurable addiction to other people’s cash. A binding agreement to stay part of the consortium expired in January. Now investors such as Atlantia, a motorway operator, and Immsi, an industrial investment company, are free to sell their stakes.
An attempt at salvation may, of course, come from Italian politicians and state administrators of similar temperament to those who poured several billion euros into Alitalia between 1998 and 2008 in the name of maintaining the airline’s Italian identity. The state still owns almost half of Alitalia, so the temptation to patch things up one more time, if only temporarily, will be strong (???).
Particularly in northern Italy, the nation’s financial and industrial heartland, there are political forces that view the preservation of an airline with a strong Milan presence as essential to their influence.
But once Italy emerges from political paralysis and forms a stable government – a prospect still some months away – the reality will sink in that the nation is trapped in economic stagnation, ever at risk in the eurozone debt crisis and unable to throw money at dysfunctional public sector companies as liberally as it used to. It is also open to doubt that Europe’s competition regulators would let Alitalia get away with yet another dollop of state aid.
In this context it is good that Italy’s antitrust regulators have opened the all-important route between Rome Fiumicino and Milan Linate airports to more competition. It says everything about Alitalia and its monopolistic mindset that the airline’s lawyers tried to block the regulators’ order last October to hand over seven slots at Linate to easyJet.
Before 2008 Alitalia enjoyed such control of this lucrative route that the airline allocated a number of seats every day to its own staff, who merrily shuttled at no cost to themselves between Milan and Rome. No wonder that the losses piled up at Alitalia. No wonder that ruthlessly cost-conscious discount airlines have made such inroads into the Italian market.
In fairness to Alitalia’s staff, some improvements have taken place over the past four years. The airline no longer has the reputation of being Europe’s worst for taking off and landing on time. Its aircraft are more modern, and so is the attitude of its employees towards customers. In December Alitalia won a “best airline cuisine” award from Global Traveler, a US magazine, for the third successive year.
But delicious food and service with a smile will not be enough to keep Alitalia competitive. How Italy’s politicians and business people settle the airline’s future will be the measure of how serious they are about reforming the Italian economy.
io mi riferivo a manager del settore..eviterei ex-piloti sindacalizzati con ambizioni da colletti bianchi..sempre che non si vogliano raggiungere le performance degli ultimi 2 A.D.!
a quanto pare presto vedremo se l`ennesimo manager proveniente da un mondo che non ha nulla in comune con quello dell`aviazione sarà in grado di sbugiardare i detrattori come me dell`inopportunità per ''un `esterno'' di diventare A.D. CAI in un momento come questo! lo spero con tutto il cuore! ma ne dubito.
Non è ancora ufficiale ma secondo le richieste slot che sono state aggiornate da poco, Airone già da fine settembre dovrebbe chiudere la base di Pisa.
Ultima modifica:
Ma lo sapete che mr. WW ha un master in business administration?
Non di quelli rilasciati da Caino e Abele al polmone a FCO
Non di quelli rilasciati da Caino e Abele al polmone a FCO
Invece se avessi una compagnia aerea assumeresti Gentile?
Non è una provocazione , ma sono curioso della risposta
Se queste cifre sono veritiere, la situazione purtroppo è più che drammatica.
- Stato