Thank god for that...NCB wrote:I don't work for SN, so rest assured.
I wonder why I keep reading this thread, by now it is clear that NCB doesn't take NO for an answer, so why even bother posting reply after reply?
Moderator: Latest news team
Thank god for that...NCB wrote:I don't work for SN, so rest assured.
Don't forget to double the fleet from 15 to 30, as you will need one a/c for the pax and one for the luggage.NCB wrote: Actually, for the Africa-specific aspects, the A319 is alot easier to operate.
Well, at least a fully loaded A333 is able to take off on a hot African day, when fully loaded.NCB wrote: You make it sound like A333 ops to Africa is a piece of cake compared to A319 but it's not that simple.
I wasn't worried about that, as it's quite obvious that you are not working in the aviation industry.NCB wrote: I don't work for SN, so rest assured.
NCB, maybe you should consider flying Cessna152LR's to Africa, just enough space for you and your ego, all pax have fled to the competition anyway after your plan has been introduced...NCB wrote:Actually, for the Africa-specific aspects, the A319 is alot easier to operate.
How doesn't this surprise me?? And indeed, Thank God!!NCB wrote:I don't work for SN, so rest assured.
So you worry about the 'catering problems' of the A330, an operation which SN is already doing for years without any problems, and for which the A330 has plenty of space. However, you regard the catering situation/stowage on the A319 as a small problem to overcome, if neccessary by building an African catering facility and transporting the catering by small prop-planes??!!! I rest my case...NCB wrote:Catering for 550 pax requires maybe 700 meals to be carried to allow for meal choice. This has to be carried from BRU, and dirty trays must be carried back to BRU.
Who is mentioning that this forum is only for aviation professionals? Nobody ever mentioned that, so why bring it up? Calculations can be simplified but they have to make sense...NCB wrote:This forum is not only for aviation professionals working in yield management. As such, everyone shall be given the chance to understand and overcomplex calculations shall be simplified.
An amateur mmm dream on... it is obviously who is the amateur here...better be carefull with your comments if you don't know what your talking about.NCB wrote:Still some of your mates like Winnie can't figure that hourly operating cost includes hourly maintenance cost and leasing expenses (that he describes as depreciation) and that overhead cost is not going to be affected by having a fleet of 15 x A319 compared to the actual mix of A319 and B73G's. Too bad you didn't recognise that and pointed it to him, so you are either an amateur looking for a momet of fame or frustration is eating on your objectivity.
Shall I tell you a secret? In every business you got people who know and who don't know what they are talking about. Do I need to say more...it is clear to everybody here which person knows what he is talking about and who does not know what he is talking about.NCB wrote:You are telling me who is teaching at universities? I know 14 people teaching in aerospace and aviation. I tell you, there are some real good guys, but there is alot of guys who don't have a clue what they're teaching about. Alot of guys who can show you 2 meter long formula's to explain some irrelevant stuff can't answer simple questions about something relevant.
I am suffering from insomnia by not knowing what you do for a living and where you workNCB wrote:I know you are tempted to know what I do and where I work, but I am actually involved in several activities in different sectors from training to operations and maintenance.
You feel personally attacked while everybody is giving you hard facts where you do not respond to...NCB wrote:I do not think that it's prudent to mention details here seen your behaviour towards me, no doubt that you would be tempted to attack my credentials and I'm not going to let that happen.
Who are you anyway to have so much interest in me? Do I know you and are you giving me a hard time for that? Otherwise it's sad that aviation is full of macho guys like you who can't stand that other people have idea's that you don't have. You are able to attack people, which anyone can do, but you have not shown your creative side.
NCB wrote:A little piece of advice: grow up, get mature or your posts will go unread...
Who do you respect? People with experience, with an aviation heart, with common sense or people who say yes to you? Try to learn from the feedback that is given to you and find out why they are saying that... You take it too personally while others try to explain why a plan might work or not.people don't enjoy your whining posts, people enjoy to read about new/other idea's as the number of reads on the 5th A330 thread show. You can help on that front if you have the background you claim to have and make this forum a better place.
You are the AFI expert, so tell us what you think. How many new ones are you expecting them to buy (or lease) at Dubai?NCB wrote:
Can't wait for the Dubai Airshow to see how many A320's/B737ER they will be ordering.
Is that even possible, flying from Senegal to NY with a 737, without sever payload restrictions?LX-LGX wrote:You are the AFI expert, so tell us what you think. How many new ones are you expecting them to buy (or lease) at Dubai?NCB wrote:
Can't wait for the Dubai Airshow to see how many A320's/B737ER they will be ordering.
Answering to streight questions is not your best capability, but try this one please: Will they order 1, 2, 3, 5, 10 or 20? And will it be A320 or A319?
And if they order 737ER, they're obviously going to use it for long haul. JFK, I assume?
- - -
By the way, Air Sénégal International had 3 x 737's in its fleet (initially 732, 735 and 737-700, as from July 2005 all 737-700 - thanks to RAM. End of 2008 they even had a 4th 737-700 in their fleet for just 3 months. And one DH8, replaced by a F50 in Dec 2005. Do you think that Air Sénégal will overclass Air Sénégal International?
It is exactly when operating to these kind of places out of BRU (and not closer by) with A319's, that you will get to deal with a lot of operational constraints, and not only with the technical specifications of A319's, which NCB is failing to understand...AFApresident wrote:Conakry and Bamako are lets say "interesting to the western traveler". Nouackchott on the other hand is more like a bus station / hangar with not even check in computers. They use a piece of paperwhere they scrible on your name , the only high tech machine upon ariving in NKC was the "health check" machine which measured whether you had a fever or not. Don't ask me how since the temp inside must have been at least 37C too. A fan doesn't cool down a hangar when its 45C outside ).
This is also something very difficult to understand by NCBAFApresident wrote:Africa.. trust me I've worked for a over a year now in a major logistics company here and you cannot imagine how different it is, if you haven't lived here.
F intra-european? Are you kidding us, or are you really that...??? Business people do not automatically fly Business Class!!! Many companies nowadays force their employees to fly Y intra europe, they even force them to fly Y longhaul. LH e.g is throwing out rows of C on longhaul aircraft to replace them with Y seats, and you want to fly F intra Europe???NCB wrote:Below is the Aeroflot A319 configuration, I would only switch the 20 38" pitch J seats into 12 A330-style 61" pitch seats sold as J for Africa and F for Europe. The economy class works fine the way it is here:
Eventually, for intra-European you can sell "empty middle seat" J class on top of the F class using the rows behind the F class. No need to say that F class would be very popular with business people and would yield very good as it will be the best premium product offered on intra-European routes.
Not only LH is phasing out most of its C-rows. Check this out : a press release from Air France, from yesterday:134flyer wrote: F intra-european? Are you kidding us, or are you really that...??? Business people do not automatically fly Business Class!!! Many companies nowadays force their employees to fly Y intra europe, they even force them to fly Y longhaul. LH e.g is throwing out rows of C on longhaul aircraft to replace them with Y seats, and you want to fly F intra Europe???
Was there not a problem some time ago between RAM and Air Sénégal International. Took RAM not all its a/c back from ASI? I thought that they had one a/c left.LX-LGX wrote:
By the way, Air Sénégal International had 3 x 737's in its fleet (initially 732, 735 and 737-700, as from July 2005 all 737-700 - thanks to RAM. End of 2008 they even had a 4th 737-700 in their fleet for just 3 months. And one DH8, replaced by a F50 in Dec 2005. Do you think that Air Sénégal will overclass Air Sénégal International?
You have really no idea what you are talking about, do you??NCB wrote:Now put yourself in LH's position in 2011.
SN lost money for 3 straight years (2008, 2009, probably 2010), alot of rising competition in Africa, some A330's flying some triangles but no long-term plan, I can operate Africa all by myself now, I no longer need SN's help. Nah, I'm going to dump my 65 million stake, but I learned how to operate to indigenous places like FIH.
I'm not going to bid, I'm just going to wait for SN to dry out of money and pick up the routes to Africa one by one together with its customers. My shareholders are going to be very pleased and I'm going to explain to the other SN investors and SN staff that the rising competition in Africa forces to cut all the African routes out of BRU and to fly them all out of FRA. They're going to reroute the A333's to Asia or U.S. and then say that they tried hard but that there is no longer a market for longhaul out of BRU. Shareholders will be so desperate that they will force LH to buy the rest of a dying SN. The birth of Brussels Citylines.
Can't happen? What is it that happened to BMI since LH bought that 20% stake back in 1999 from SK who was in dear need of cash? It went from an airline with an expnasion plan to a regional airline only useful for its slots at LHR and feeding to FRA.
Even if the roads would be paved with gold, there will NEVER EVER be a demand for F intra-europe!! Even if the economy will recover in full (and taking 'business accounts' into account), companies will never pay for their employees to fly F on short intra-european routes, even not to GVA, LIN etc... WAKE UP!!NCB wrote:F in Europe is an excellent idea especially in a recovering climate with potentially hiking oil prices.
In anyway, in the proposed plan, the A319's would only be configured into an African configuration in the winter of 2010-2011. The economy will be in full recovery at that time, especially in the spring of 2011.
Even now, the few businesses that can still afford to pay for J seats will prefer to use SN's first class than other airlines J service. If the price is right, say only 5-30% higher than J, it will work. The upgrade would be a nice plus for the business accounts who will consider twice before sending their employees into Y, a tendency that SN can not stop any better than LH or AF.
Exactly what I was saying. Demand for F & C has plummeted, and it is extremely questionable that it will ever go back to the level we had, and you still think there will be demand for F intra-europe????NCB wrote:The reason why LH and AF are reducing J seats and increasing Y seats ON THEIR AIRCRAFT WITH TOO LARGE J CLASSES is because alot of their customers are business customers. Now the businesses are cutting travel budgets so there is alot more demand for Y seats than there is for J seats. They can't fly with full Y class and empty J class.
Rest assured, everybody here will know what F, C/J & Y meansNCB wrote:For our not so aviated friends, F is first, J and C is business, Y is economy.