Last quote about Ryanair
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As long as profitability continues to rise from 1.25 billion (euros) last year, in line with traffic, ... I see no reason why share buy backs shouldn't continue, absent unforeseen shocks.
We have a plan, we think, for every eventuality. But the reality is no one bloody knows. If we had 12 months' notice, we could re-house 100 aircraft into continental Europe – I mean we have 84 bases. But it would mean significant over-capacity (on intra-EU routes) …and there would be downward pressure on pricing and on profits for a year or two. There are 500 different scenarios, some of them involve us closing them [the UK routes] down, most of them don't.
We worry that the price of remaining in Open Skies will be the UK accepting freedom of movement of people ... I think that may be unlikely, in which case we may be heading for a very hard Brexit. I don't think it is possible to get interim arrangements through 27 European parliaments in a two-year period, so the British will fall off a cliff in two years' time. There will be slower UK growth but also slower European growth.
They want to reach the level of easyJet, but it's a tricky path. There's airports in Europe, such as Brussels, where Ryanair has even ousted easyJet.
It is going to be an interesting space. Everyone is going for the same ball in the middle and everyone wants to own more of the trip.
We are already bringing you to the destination ... if we can offer you top class hotel inventory and we forgo our part of the commission to drive bookings, we're confident we'll have the best offer.
They say they don't need low- cost carriers. They are looking for full-service carriers, with alliances.
Over the years we have had numerous discussions with them, but it's not a priority for us, and we have no plans to base planes there at the moment.
March 2019. Notwithstanding shocks, that's our Olympic Games, that's what we're focused on at the moment.
There are going to be some big losers. There is going to be blood on the floor.
We have EU incumbents retrenching, restructuring... creating more and more opportunities for Ryanair, particularly in primary airports.
Given the (election) results are out in two days time, I don't think it will make that much difference, unless of course Trump upsets the polls, in which case chaos will ensue. But it might be entertaining for a number of months.
Leary told CNBC that there's been too much talk on the U.S. election and that, just like Brexit negotiations, it's time to get it done. We have much bigger issues here, certainly, in Europe to worry about rather than who's in the White House.
We continue to have dialogue with Ryanair at Dublin. Personally, I see no reason why we can't reach a sensible commercial agreement with Ryanair.
This is not to do with Brexit. But we're now planning for a period of uncertainty.
We think and we hope it will happen for some airline in 2017.
We are open indeed to any airline tapping into our network, even Lufthansa.
But Ryanair is likely to succeed soon, though at this time Lufthansa would be a less likely candidate.
My preference is to feed our long haul with Lufthansa. My second preference is (Lufthansa's budget carrier) Eurowings. My third preference is to use other partners.
Anyone can produce a low fare, producing a low fare with a margin is the trick.
This shows how determined we are to secure our revenue.
The overall development is good in all markets, and the biggest growth is in Spain, particularly on domestic routes. The routes between London and Paris and the U.S. are in high demand.
We are monitoring the post-Brexit situation in the UK and don't see any effects in bookings so far.
EasyJet is the outperformer today, having underperformed all year compared to Ryanair. But there might now be an improvement in earnings relative to Ryanair, so that could start to reverse that trend.
Ryanair is the winner of the European airline industry. Tough trading conditions are an opportunity to make strategic progress at the expense of weaker competitors.
We would caution that this revised guidance remains heavily dependent upon no further weakness in H2 fares (-13 percent to -15 percent) or sterling from its current levels.
We are in a low-fare environment, but we like low-fare environments because we are the lowest-cost producer. We are taking very significant traffic away from incumbents … and we see that continuing.
In every market we are competing with other incumbents, whether they be allegedly low cost carriers or legacy carriers. We are taking very significant traffic away ... and we see that continuing.
The problem is that at the moment the incumbents are in absolutely no mind to shrink. I think that investors need to be braced for a tough year or two.
There's never been a worse time to be a competitor of Ryanair.
History shows that at times like this the strongest airlines become stronger.
It's just about getting the balance right and that really does depend on how long the over-capacity remains.
The German airports will then be trying to encourage Ryanair to open more routes. So I think it's likely to speed up our growth in Germany.
But it will only delay them and not prevent them completely.
We are talking about new investments in Italy that we are making by revisiting our programmes in Greece, Poland and Spain.
We have seen a number of the largest European airlines profit warn over the last month.
It's a tough time for airlines at the moment.
This modest 4 percent increase in (first quarter) profit to 256 million euro ($281 million) is in line with previous guidance.
The trading environment has taken a turn for the worse due to geopolitics and recent events which means it is likely that only a marginal amount of the net benefit will be retained. While Lufthansa will generate nearly 1 billion euros of fuel tailwind, we think based on current guidance the majority of the tailwind will be passed on to consumers.
Always in a downturn we would expect to see lower pricing, but we maintain demand.
I don't think any other airline in Europe will be delivering or forecasting that kind of profit growth. But all of the clouds on the horizon suggest there are significant risks to the downside in the second half of the year.
What more can we do to persuade the U.K. to vote for remain tomorrow.
We have been disproportionately affected by extraordinary events this year but our excellent network, cost control and revenue initiatives and our strong balance sheet underpin our confidence in the business.
EasyJet continues to attract record numbers of passengers due to its wide range of destinations, convenient flight times and value for money fares. We have been disproportionately affected by extraordinary events this year, but our excellent network, cost control and revenue initiatives, and our strong balance sheet underpin our confidence in the business.
Ryanair, as you're aware, is actively campaigning for the remain vote. We think Europe and the UK have benefitted from a lot of different things over the years in Europe. In particular low fares like ourselves. If there was to be a leave vote then clearly there would be an awful lot of things that would have to be negotiated over the coming months and years and we would certainly have to cross those bridges if and when we come to them.
It goes to show just how bizarrely incompetent the 'leave' campaign are. We launched a huge seat sale for British citizens to come back to the U.K. ... Come home and vote Remain,' of course, there's nothing stopping the people who want to vote leave coming home either.
Let me put it simply, if Britain isn't a member of the EU these investments, these jobs will be going to other countries. That's why Ryanair is campaigning so strongly for Britain to remain in the EU. If Britain leaves the single market Britain may be forced out of the Open Skies regime and airfares and the cost of holidays will rise. That's not speculation, that's a certainty.
The longer-term effect though is we will invest less in the UK, we will certainly switch some of our existing UK investment into other European counties because we want to continue to invest in the European Union and it will be bad for air travel and British tourism.
However, change brings opportunity and low cost airlines have always been able to capitalise on that.
Most of the contribution being made by Ryanair is through our email, our customer base, advocating a remain vote because we fundamentally believe it's in the UK's best interests to remain in Europe. Will Ryanair have any effect? I think not really. Around the margins, we may.
Consumers have benefited greatly from deregulation and from lower prices and from a massive expansion of routes.
After every crisis including 9/11, Ryanair has sold cheaper fares to keep people flying. It [a vote for a Brexit] would have a downward effect on our pricing for six to 12 months, but we will keep people flying.
Ryanair has invested in Athens and also in many of the Greek islands, and we are growing strongly here in the market because there is significant demand from all over Europe, from people who want to visit Athens and visit Greece.
I don't think they are more of a competitor, I think our competition remains the legacy carriers. There's a lot for both of us to go for.
I'm staying at easyJet. I love easyJet. I really like what I am doing and I am here to stay. No intention to leave.
In light of our rising profitability and improving cashflow, the board has approved an 800 million euro share buy-back to commence on Feb 5 next.
In January-March we'll see a 10-20 million euro hit. That's due to the ATC (air traffic control) strikes and the Brussels attacks. What is harder to gauge is what will be the impact on travel confidence after Easter, in the April-May period. It's too early to say if there will be a material impact. In general, the airlines will have to lower air fares after Easter because there will still be a rump of nervousness.
Many airlines will increasingly get benefits of low fuel as hedges unwind. This will certainly bring into sharp focus areas of high cost in the legacy airlines such as labour and it comes at a time when Ryanair is piling on the competitive pressure in Germany with massively expanded capacity.
Acquiring Aer Lingus would add a fourth competitive, cost-effective airline to IAG, enabling us to develop our network using Dublin.
There's a number of extremely important changes that have led to this decision by government.
We're hopeful that Ryanair will see this as an attractive offer for their stake in Aer Lingus and we will wait to see what Ryanair and the Ryanair board says in response to this.
They've (Ryanair) been absolutely consistent throughout in stating that the board of Ryanair would consider any offer if and when the offer was made. I'm sure they will wait to see the formal offer documentation and give that documentation very careful consideration.
There's no way, absolutely no way, this business will exist in two years' time if people look at it as a temporary downturn. This business will not survive.
The market is soft. Passengers are facing significantly higher taxes and charges and I think that's having a dampening effect on growth.
I see a lot of upside in us not growing for the next year or two, at least not growing in the top line.
I think the regulators are a bit more sensible than they were last year. I hope there will be no airspace closures – there shouldn't be, certainly not over any countries where we are flying.
It appears clear from this morning's meeting that no matter what remedies Ryanair offered we were not going to get a fair hearing and were going to be prohibited regardless of competition rules.
There is a weaker pricing environment out there. Get over it. Wherever that pricing falls, it will be significantly below what our competitors can withstand.
We still have only ten percent of the total market in Europe so there's plenty of scope for us to reduce fares to stimulate that growth.
The biggest question is who will travel with this airline, and not specifically with Solyom but who will travel with any Hungarian airline? After the bankruptcy of Malev in February 2012, the cheap airlines and the big international companies have allegedly filled up the market. Whether this is really so will become clear now. At the same time, it's a big question whether the Hungarian market can be a basis for a successful premium airline from Budapest.
While disappointing that profits fell 8 percent… we reacted quickly to this weaker environment last September by lowering fares and improving our customer experience.
Ryanair's rivals certainly haven't indicated they have seen this kind of weakness, though Ryanair has a history of calling things early.
I have no doubt that the market will be weaker than the industry is expecting over the next couple of months and we are going to respond to that by being out there first and being aggressive with pricing.
We've never refused to pay, we just said yesterday we would propose to limit the payments to the ticket price paid. We will reimburse reasonable receipted expenses from disrupted passengers if they send them to us, but we will not be paying compensation because the EU261 says no compensation arises if the cancellations are not the fault of the airlines.
I think largely speaking they (Ryanair's good results) are the causes of much of BA's losses. I mean, passengers are increasingly switching to flying with Ryanair, because they get the lowest fares, the most on-time flights, and we don't lose their bags either.
They just invented these false claims some six months after they were dismissed: one for breach of safety regulations, and two was dismissed because she wouldn't turn up for work during her 12-month probation.
Can we have some common sense response to this, to maybe cargo aircraft or to cargo packages, but we really don't need any more complicated and completely ineffectual security measures for passengers at airports, given that most of the existing ones have no bearing on security whatsoever.
This small Q3 loss is disappointing, as we were on track to break even, but earnings were hit by a series of air traffic controllers strikes compounded by a spate of bad weather airport closures in December.