All Nippon Airways (ANA) president Shinichiro Ito said the carrier is targeting annual sales of between JPY150 billion and JPY200 billion (USD1.8 billion and USD2.5 billion) in five years from its LCC subsidiaries launching in 2012, acccording the The Nikkei reports. AirAsia Japan "will add five or six planes to its fleet each year, bringing the total to 25-30 aircraft in fiscal 2016," Mr Ito noted, adding that while the LCCs will "take away some of ANA's customers, they will contribute to group earnings". Peach Aviation, meanwhile, launched operations on 01-Mar-2012. [more - CAPA Blog]
ANA expects LCC subsidiaries to achieve annual sales of USD1.8bn to USD2.5b in five years
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Iberia to launch Tokyo & Shanghai in Asia return after many years. Another sign of approval from IAG
Iberia is planning two Asian route launches, Tokyo and Shanghai, for winter 2016/2017. No other airlines currently operate directly between Spain and either city. Nevertheless, they are both important destinations for travellers from Spain, who are currently making indirect flights.
Iberia plans to launch a three times weekly A330-200 service from Madrid to Tokyo Narita in Oct-2016. The planned Shanghai service still awaits confirmation of traffic rights and slots at Pudong, but is also expected to be three times weekly, to commence in Oct-2016 and use A330-200 equipment.
Iberia has not served Asia for many years. Since the formation of IAG in 2011 it has continued to concentrate its long haul operations on Latin America. IAG only operates to Asia through British Airways, and is a lightweight in the region compared with its main European rivals. CAPA estimates that the two new routes would add only around 6% to IAG's current weekly ASKs to Asia Pacific. Nevertheless, they set Iberia back on the path to a more globally balanced network. They are also a further sign of IAG's confidence in the Spanish national airline.
Delta Air Lines' our-way-or-no-way attitude risks subverting US & Japan interests on Haneda flights
Delta Air Lines, more than any other carrier, has successfully used aeropolitical lobbying to bring it closer to partners and positively grow its business. Delta, via predecessor Northwest Airlines, formed the first ATI JV, with KLM.
More recently, Delta pressured the approval of a JV with Aeromexico, despite the absence of US-Mexico open skies. Delta has sought to grow closer to China Eastern Airlines by taking a stake that remains questionable in some corners of the Chinese government. Delta is the only North American carrier participating in JVs with airlines strong in both London Heathrow (Virgin Atlantic) and continental Europe (AF-KLM). Through other equity stakes Delta has displayed a cooperative attitude, gaining a favourable position on scarce slots in many of these markets, some of which are alleged to be rife with corruption.
In these examples Delta has emerged stronger and for the better, but where Delta cannot win, or its competitors stand to gain more, Delta can turn aggressive. This is now on display with the latest round of talks between the US and Japan over the first daytime slots for US airlines at Tokyo Haneda Airport. Delta rejects the few slots being offered as ending in a piecemeal result; Delta wants to move its entire Narita operation to Haneda, which at present numbers would require 14 slot pairs, a number so large it cannot even form a negotiating point. Unless Delta becomes reasonable, or is quietened, it is possible that no airlines may benefit.