Last quote about Air France
All quotes about Air France
We don't have any visibility on how people are booking, and we're losing group bookings from Asia and the United States due to travel warnings.
We expect the high pricing pressure to continue... This is why we will push on our efficiency increases even more consistently.
We are seeing pressure for July and August. He expected unit revenues - a measure of pricing - to decline in those months.
KLM believes that sustainable biofuel is important for the airline industry.
It badly hit our customers, especially in the Japanese market. With the November 13 attacks, we had a second hit. We estimate that the second hit impact was about 1.20 million euros that impacted us somewhere in November/ December… But we believe this impact today has nearly 100 percent faded away.
I think that people sometimes overestimate the fuel price and the effect in 2015, which was a bit more than 400 million euros, because there was hedging and also there was the euro-dollar rate that of course upset quite a lot of this price decrease. So it surely helped us but at the same time, we had downward pressure on the revenues, with unit revenues being down, excluding forex, significantly, from one year to the other.
We had a lower demand in Asian markets but driven by Japan. We cannot notice anything in a slowdown in 2015 coming from China, we have not noticed any significant downward impact coming from China. Japanese tourists are not coming to Europe anymore like they were before.
These attacks are not good news for anyone… [but] people are not going to stop living, not going to stop traveling.
A year ago we were selling 80 percent of our tickets [from] Japan in Japan, now only 50 percent.
According to the information available, the main hypothesis is that the crash was caused by a technical failure on the plane. But the answer will be found in the examination of the black boxes.
The challenge is Air France's survival in the end. And the government which as shareholder has a 17 percent stake is playing a full role in supporting the management and in supporting the really necessary reforms within Air France. Several weeks remain before we will be forced to implement plan B from January 2016 which foresees numerous departures at Air France, not compulsory layoffs but numerous departures.
Accident or incident statistics are very closely followed by everyone in the air transport industry, and they don't show that. In other words, low-cost carriers are no less safe, and it cannot be claimed that they are not as safe. What happened to Germanwings is a very, very special case, really exceptional in my opinion, and should not be linked in any way to the character of the airline.
So, it's not more dangerous to fly nowadays?
Many people have been wondering after this tragedy if low-cost flights are not in fact less safe than the traditional carriers. What is your opinion?
In legal terms, we can't confirm that it is the Air France plane.
Obviously, there's no list. The foreign office said to call Air France to get the names on the list, but we're still waiting. They gave us a confirmation, but only by stepping-up our personal inquiry, so it's really really tough.
The number of the workers is totally insufficient and has to be looked at again. The criteria used has to be revised; if things don't change, this will be the first in a long series of strikes.
It was a really great thing for me. Because I am the first female Italian soldier to receive this French decoration. France is, in a way, my chosen country, the country with the language that I like most, where I spent time as an Erasmus student in Strasbourg; the country where I worked as a stewardess for Air France, the first non-French stewardess employed by Air France. It's the country which has taught me how to live somewhat without borders. So, it's a country to which I am profoundly grateful and getting this medal filled me with joy.
It's what happened last year. It's our goal.
As far as we can see right now, about a quarter of flights leaving Frankfurt have been affected. The union said the action would end at 13H (CET) and we hope we'll be able to take all passengers who planned a trip today to their destination.
At the moment, Air France is in the middle of big changes, with very limited resources, and that means we have to be extremely careful.
Crews are at risk when they stay a night in those countries because they don't have any protection there. Air France gives one mask per flight attendant and those masks, when you start using them can only be used for five hours so when you stay for 24-48 hours if something happens they have nothing to protect themselves.
The investigation highlighted numerous gaps in terms of the planes maintenance – for the Air France Concorde and also for the Continental DC10. Have we learned lessons from the crash?
A national flagship airline is something unique and that plays a key role in how a country identifies itself. But, by allowing it to join up with the world's biggest airline group it is a vote of confidence.
We believe the plan will be ineffective simply because it's not backed up by a viable industrial project. Essentially, it does not respond credibly to the economic, commercial and strategic hole we find ourselves in.
The debts of Air France-KLM, which were 2.5 billion euros at the end of 2008, jumped to 6.5 billion by the end of 2011. If we are not quickly able to halt this trajectory, it'll saddle the group with serious future debt.
The future of the airline depends on the application of this restructuring plan. Only a few years ago it was a world beater in terms of turnover – now it finds itself swamped by economic and financial turbulence.
With regard to the connections between Milan and major European cities, we're going to maintain a very full network and by revising the schedules, we can considerably improve the service to the Italian business community flying from Milan.
Alitalia is not ready to, as we say in French, to 'monter dans le train', to 'go in the train', not the aircraft, at the first stage. May be it will 'go in the train' in the second stage and we will have, of course, to decide this all together, Alitalia, and Air France-KLM.
We are in a period of weak demand. We have felt the full brunt of the cyclicality of air transport.
There are problems to be resolved, and there will be plenty more to resolve.
We're very strictly respecting the Italian nature of Alitalia in all the agreements we've signed. The fact that the fourth largest European airline market – the Italian market – is now in stronger cooperation with the European leader – Air France-KLM – is obviously major, in terms of European consolidation.
We needed to take these measures because our debt position and costs per unit were running too high, and because of losses on our domestic and European routes. We do this to avoid getting into trouble later.
Right now, high fuel costs are weighing heavily on airlines, even those like Air France-KLM that have embarked on major restructuring plans. The situation may be improving, but the outlook remains uncertain.
There are still losses, but they are smaller losses compared to 2011. And that reflects (the airline's) very good business performance – notably for long haul – and that can be explained by the efforts made by all our workers in these difficult economic times, and their efforts in the very necessary task of gradually getting the Air France-KLM Group back to profitability.
This is worse than the Air France plan, because there will be more job losses, it will cost more, and it will destroy the company.