BA 2023+ ex LHR/LGW – Where should they “expand”?/Can they really expand?

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Viewing 8 posts - 31 through 38 (of 38 total)

  • AdamMarley
    Participant

    The issue with tag-on flights is that if the airline can fill the plane on the first sector (LHR-HKG) with people going to that destination for (E.g.) £500 then why would it put on another sector for people paying pretty much the same price but then with the added costs of operating the additional sector?


    AMcWhirter
    Participant

    Depends on the fare(s), sector length and fifth-freedom availabilty.

    Two long-standing tag routes are:

    EK DXB-BKK-HKG

    KL AMS-SIN-CGK


    Gkesuuuk
    Participant

    The Gatwick short haul offering is currently very disappointing; unimaginative holiday destinations at unattractive times of the day and limited mainstream domestic and European cities. Per the above, it would be great to see the reinstatement of a proper Glasgow route (3x daily) and the return of Edinburgh.

    Out of Gatwick for long haul, reinstating Toronto would be good (especially as WestJet has left to focus on Calgary).

    I concur that BA is now very weak in Africa. Key holes in the network following the demise of Comair are Zambia and Zimbabwe (Harare and Victoria Falls); tickets are a fortune on BA interlined tickets with Air Link. Middle Eastern airlines are making good money out of Brits wanting to go to cities such as Dar and Entebbe, as well as Zanzibar (potentially a tag to Dar) and Mombasa. Some of these could even work out of Gatwick given the size of the point-to-point market with these destinations.

    3 users thanked author for this post.

    rferguson
    Participant

    I concur that BA is now very weak in Africa.

    When you compare the worldwide networks of BA versus say LH or AF/KL, BA is weaker in most markets. Africa, South America, Asia/Far East.

    The other big euro companies seem to have far more destinations in these markets.

    At the end of the day, it’s all about the money. And BA sees the money as being across the pond.


    Montysaurus
    Participant

    My experiences of LCY have not been good. Overcrowding and no lounge. The Journey from City Thameslink to Gatwick is 37 mins and Bank to City Airport is 23 mins so not a great deal of difference.


    CathayLoyalist2
    Participant

    How many of the contributors to the Forum and specifically BA shareholders, attend the annual BA briefing because I recall Tom or a colleagye provided an update each year when it ran. Has BA dropped this as I am sure if it is still an event surely that is when BA would outline its strategy. Plus Mr Doyle might make an appearance in a re run of the Invisibe Man!!


    gregd75
    Participant

    My suggestion is to make MEX daily. I can’t believe BA can’t make money on a 787-8 on the days it doesn’t currently fly.

    Also, just a thought- would IAG consider buying Loganair?


    transtraxman
    Participant

    Such a purchase of Loganair should be considered “pie in the sky”, or would that be considered “haggis in the sky”.
    How many routes does Loganair (and other feeder airlines) operate that supply BA and other airlines such as Virgin Atl.? Would these be still be operated if there were only one final customer? I doubt it.Looking after one´s own backyard is logical but is it always the best option?…I think not.

    BA, and by extension IAG, needs to look at the bigger picture and so realise that it is a lob sided company (towards the Atlantic). There are areas in northern, eastern and southern Europe where the company is underrepresented(if at all) and needs to establish a meaningful presence.
    One has to get out of one´s mind that IAG is an Anglo-Irish-Spanish company which can quite certainly defend itself in its own home markets so must spread its wings.

    The need for airline consolidation in Europe is admitted, recognised and urgently needed. The full service airlines will ALL eventually fold into the groups of Air Franc/KLM, Lufthansa, and IAG, together with the most probable others of Aeroflot and Turkish Airlines.The low-cost airlines companies of Ryanair, Wizzair and Easyjet might well be enough to cover this low-cost sector.

    The markets are always moving and nothing is etched in stone so this present situation could easily change. That means each should keep open its options and act agressively where it interests the whole company. Forget about the bits and think about the whole.

Viewing 8 posts - 31 through 38 (of 38 total)
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