Enig. Si heller noe når evt oppkjøp skjer. Har ingen forutsetning for å si noe som helst om oppkjøp. Det ligger langt utenfor skribentene på forumets kontroll.

Ikke støtteordningen for innblanding av 2% miljøvennlig drivstoff som blir krav om drøye 5 måneder.

Hvorfor får de ikke den for sine baser i utlandet ?

NAS er registrert i norge, ikke i EU-land. Les artikkelen: https://inyheter.no/02/05/2024/frykter-at-norwegian-ma-forlate-norge/

Står ingenting der om at de ikke får støtte på sine utenlandske baser. Men den støtten kommer nok før eller senere, så ikke tenk på det

Her tror jeg du har helt rett, men en ingå i en allianse burde gå fint. Ingen Norsk regering, rød, illrød, grøn, mørkeblå eller blå kommer til å tillate at viktig infrastruktur kommer over til utenlanske interesser, og her er Widerøe nøkkelen enn så lenge. Husk de ville ikke engang at NAS skulle få kjöpe selskapet. Håper de på noe vis kommer til å inngå i StarAllianse. Jeg sa også for to dager siden at det lukter nedgang i ett par dager, det var ikke populärt blant de mest hissige hausere, synd egentilg for aktien fortjener bedre men markedet bestemmer.

Ikke lurt å høre på Mads Johannesen i Nordnet

https://www.finansavisen.no/finans/2024/08/01/8159887/mads-johannesen-blitt-hot-igjen-blant-investorene

Hør selv hvor "god" investor han er: (Han klarer knapt å tjene penger)
https://shows.acast.com/pengepodden/episodes/495-ekspertenes-portefljer-i-andre-kvartal-2024

Hehehehe fersk på børsen. Hersketeknikk funker ikke på meg vettu. Vask øra dine lillegutt

Da får du glede deg til trafikktall om noen dager.
Mandag er de fleste tilbake på jobb og klare til inngang.
Trafikk Tallene forventes svært gode.
Klart det blir sterk oppgang f.o.m mandag.

IAG opp 7,5% i dag. Planlegges bud på et selskap med milliardresultat?

02.08.2024 12:38:20
BREAKINGVIEWS-Airlines’ margins head to lower cruising altitude
(The author is a Reuters Breakingviews columnist. The opinions expressed are his own.)

By Oliver Taslic
LONDON, Aug 2 (Reuters Breakingviews) - In one sense,
airlines are flying high. Lobby group IATA recorded a 9%
year-on-year jump in global passenger demand in June, and
Europe’s big six listed carriers – Ryanair , easyJet
, Wizz Air , IAG , Lufthansa
and Air France-KLM – all reported annual traffic
growth in the most recent quarter. Yet they have a cost problem
– and it could get worse.
Healthy revenues and weak profits have been a recurrent theme among European airlines. UK-based easyJet was one exception, though Ryanair boss Michael O’Leary told Reuters he thought this was helped by easier prior year comparisons. At Air France-KLM, revenue rose 4.3% year-on-year in the second quarter, but its operating margin fell 3.1 percentage points as costs crept up. Ryanair, announcing last week a 46% year-on-year fall in net profit, also sounded the alarm on ticket prices: it had to cut fares some 15% to fill aircraft, while Lufthansa and Wizz Air also said they foresaw pressure on “yields” – revenue generated per passenger per mile flown.

So far, so predictable. Amid soaring travel demand, an excess of pilots and cabin crew during the pandemic has turned to a shortage, meaning they can extract hefty wage increases. Meanwhile, delays from both Airbus and Boeing in delivering new planes to airlines have proven a double whammy: carriers spent time and money hiring and training staff for aircraft that didn’t arrive, while the slack had to be picked up by older jets that are less efficient and require more maintenance.

Unfortunately, the green transition could hike costs further. Offsetting carbon emissions, acquiring more efficient aircraft and making aviation fuel cleaner all costs money. Take sustainable aviation fuel (SAF). Using fuels made from sustainable feedstocks such as food waste rather than hydrocarbons is by far the most plausible way of decarbonising air travel. That’s why the UK and EU have introduced mandates that, from next year, say that 2% of supplied jet fuel must be SAF. By 2030 those figures will rise to 10% and 6% respectively. The problem is that SAF can cost three times as much as traditional jet fuel. Air New Zealand , for its part, on Tuesday abandoned a 2030 emissions reduction target, citing delays in the delivery of new, more efficient aircraft and steep SAF costs.

Airlines could try hiking prices, as carriers from Lufthansa to Norwegian Air have proposed. But that could hit demand. Alternatively, despite IAG shelving on Thursday a plan to acquire the rest of Spain’s Air Europa, airlines could cut costs through consolidation. Yet absent concerted efforts from governments to incentivise more production of green fuels, the most likely endgame is that airlines just make less money. Steadily declining earnings multiples over the last year suggest investors are already strapping themselves in

Lover ikke godt for flybransjen fremover

Merk deg siste del med konsolidering. Enten kan NAS bli som SAS og staten taper alt, eller la IAG styre kostnadene og selskapet lever videre. Norge er styrt av EU selv om vi ikke er medlem.