Une longue interwiew de Tim Clark, EK, chez FlightGlobal ! Il existe des versions video !
Intéressant et à lire !
Noté , le refus des Alliances, liberté absolue !
Et une obligation de cie "Mondiale" induite !
Pas d'intérêt pour racheter des Airlines ! Niet pour BMI !
Son rêve ...
Un Bi avec 50T de charge pour DBX - LAX !
Ben ça n'existe pas et ce n'est pas pour demain ...
Manquerait 13 tonnes aux 77-300ER !
Et l'A350 sera loin ...
---------------Extrait et lien de FlightGlobal --------------http://www.flightglobal.com/page/interviews/tim-clark/the-interview/Alliance Agenda
However, one aspect of modern competition he cannot abide are the
global alliances, whose behaviour he likens to global “gang warfare”,
threatening to stifle competition and prevent it being nurtured. “I’m so
opposed to alliances because I believe they distort and channel and
direct for the greater good of the alliance thing, rather than the
consumers that are driving it all.” Clark says the alliances –
particularly Star – have created “a fairly difficult, vicious structure
internationally” and is concerned about how much of a threat Emirates is
perceived to be. “We have learnt that we are considered to be the
single largest threat to the Star Alliance group on the Planet today.
While I’m hugely flattered by this, it is also a worry because it
shouldn’t be that. There is actually room for us and our way of doing
things, and the way they do. I don’t spend my time trying to take down
Star Alliance. I’d rather work with all these airlines on an independent
basis, and that’s what we do. Because I’ll always give business to the
partners that we have relationships with.”
Emirates recently published a paper entitled Aviation at the
Crossroads – Safeguarding Competition and Consumer Choice, in which it
highlights recent tactics by the alliances that create a “join or
perish” commercial incentive for non-aligned airlines. “The emergence of
three mega-alliances presents public policy concerns that merit careful
attention”, and could “harm consumers”, Emirates says in the paper.
Unsurprisingly, Clark says the thought of joining an alliance is
“anathema” to Emirates. “There’s no point in even going there. You must
have total command and control of what you do. You can’t allow yourself
to be subjected to the whims of an amorphous board, like the Star
Alliance, saying ‘you can’t do this, you can’t do that; you’ve got to
buy this aeroplane; you’ve got to fly this route’. Not in the world as
it is today. We want to move rapidly where we have opportunities, for
example, to second or third-level airports. I don’t want to be told ‘you
can’t go to that hub; I’m going there so you feed me’. Forget it.”
This sort of independent thinking has been central to Emirates’ early
and continued success. “When the global economy took off, because we
were totally focused on what we do, because we were not
alliance-affiliated, we had nobody else to answer to and we did things
the way we wanted to. We recognised in the mid-1990s that the world was
changing rapidly and we had to adapt our business. We exploded the
growth of Emirates, took on huge numbers of orders that shook the
industry. We did that because we could see [demand for air travel] was
going bananas.”Fleet Forward
By comparison with the Emirates buying frenzy last year – that saw it
order another 32 A380s and 30 777-300ERs – this year has been fairly
quiet for the airline, so far. However, Clark already has his eyes on
the next potential acquisition – a successor for the airline’s huge
fleet of 777-300ERs.
His deep understanding of aircraft performance means he was never
slow in getting stuck in with the design teams in Toulouse and Seattle
as they developed their recent large widebody types. It is no different
now. Clark has been quick to express his displeasure at the way Airbus
has messed around with the design of the A350-1000 – for which he holds
20 orders and could potentially take more if the aircraft’s
specifications meet Emirates requirements – and is pushing Boeing as it
develops a 777-300ER successor, with the view to being a potential
Airbus unveiled a revised specification for the largest A350 variant
at the Paris air show in June, along with a two-year delay to service
entry from 2015 to 2017. The changes centre on a modified, more powerful
variant of the Rolls-Royce Trent XWB engine, along with increased
weights to provide additional range capability. But Clark is not happy
the revisions were implemented without any dialogue with Emirates. “If
they had talked to me, I would have said: ‘[The improvement is] not good
enough’,” he says.
“On paper, the old -1000 was hugely economical – it was a 777-300
classic replacement. That’s why I talked about converting my -900
orders.” But that possibility has dimmed with the changes, and Clark
hopes Airbus’s US rival could hold the answer. “There’s a lot of work
going on [at Boeing on the new 777], and we’re involved in it.”
Clark has informed Boeing that Emirates needs a twinjet capable of
flying a 50-tonne payload – by its rules – between Dubai and Los
Angeles. Today that route is operated by a 777-300ER, with a payload of
about 35-37 tonnes. “I keep telling Lars Anderson [head of Boeing’s 777
Advanced Product Development team] that I’m already flying the -300ER
there, so give me an aeroplane that can do it reasonably so I’m not
shedding payload to get us there,” he says.