Post by Wayne Hall on Jul 20, 2010 12:49:33 GMT -5
Cheap Air Tickets Extract from the talk by Saskia Messager
www.ustream.tv/channel/belfort-test
I want to look more on the technical side because, I mean, it’s real. They’re doing it. So I wonder: how do they do it? Who are spraying? Well, obviously aircraft are involved, I mean we all see the airplanes, OK. Now, what kind of planes can they be?. We have different kinds. They can be military planes We can have national planes, with national armies. We can have NATO planes and obviously in the air we have a lot of commercial airplanes.
So, who are involved? Well, I found on the Internet there are some photographers who have really powerful cameras and they put this in the Common Creatives – it’s a pool of photos you can share with other people, and this was put in the chemtrail pool. This is a NATO airplane. This is a US Air Force airplane. This is a low-cost company in Europe.
Now some of the low-cost companies – as we know on chemtrails, I think it started a little before Europe. We have heard stories: it started earlier in the 90s in the United States than it was in Europe. Most comment, or perceptions, of chemtrails in Europe started at the end of the nineties, a little bit later. If we see the Air Regulations in the United States, it was well I look in another low-cost company, low-cost airlines, which is South-West Airlines, it was set up in ’71, and then in ’78 there was the Airline Deregulation Act and from that point on they could develop their sales very aggressively and they opened up a lot of lines all through the United States.
And then with that we see also the chemtrailing going up. And then low-cost in Europe, I took some companies, there are other ones: ’78 Air Belem, in ’85 Ryan Air was set up, EasyJet ’95. And then in ’97 and already for some years it was going on, there was some pressure to do some European airline deregulation and on 1st April ’97 it was completed. Any airline operator could have some flights all over Europe. It was free market. Totally free market on this matter. And what we see actually in the end of the 90s the chemtrailing is really starting and taking more and more over in Europe.
Now we can also see if you see the sales of Ryan Air, you know a company which started in ’85, it had very low sales for a long time and we see from the deregulation on in ’97 and then from 2001 all the low cost airline companies - and I also wonder why - from 2001 on, after the 911 thing, they just exploded. I think it’s a funny thing because we would say: “God, now it’s very dangerous to fly on low-fare airlines because they can be hijacked, you can go into a building, or whatever. And funnily enough….they had a very aggressive strategy .. obviously the internet in booking and reservation strategies, that helped a lot to expand, but…Still I think like many I always wondered: “How do they do that?”
I mean for forty euros go all through Europe? How do they do that? (….) I looked a little bit closer to the financial side of those operations. All these companies, and I think most of us wonder how you can fly for forty euros, or sometimes there are offers for three euros, to come from Paris to Rome. How can they possibly do it? You can cut all cost, but you can’t cut on the fuel cost. If you have a certain number of passengers, you have to transport them. You have to meet a certain amount of flights, and planes flying. And that is non-compressible. You can’t compromise it. You need to pay those fuel costs, and even if …they’re all doing hatching now and taking future options and, you know, trying to have good prices for fuel.
Some companies for sure are a little bit more lucky than other ones, but still there’s a huge difference and basically they still have the same load factors and..you now if I take a European company, KLM, Air France, just a regular company, they have about the same load factors as Ryan Air or Easy Jet or other low-fare airlines.
They have basically the same number of passengers per flight, so I made a little comparison, which ---OK, this is not science, but it’s just an indication. There might be something to look out for. So basically you see the total revenue …. they’re public figures ..Ryan Air 2.9 billion, ..I put it in millions of euros… I converted it. KLM 23 billion. South West 7.3 billion. And then the total passengers, and as you see Air France, KLM and Ryan Air, they’re very close in passengers. Ryan Air, a low-fare airline, is transporting as many passengers… these are 2008-2009 figures. Because Ryan Air hasn’t yet published its 2010 figures. But they will come equally with Air France. And then the fuel costs. Look at that. Obviously if you see the ratio between fuel costs and total revenues … 3 billion for Ryan Air with 1 billion for Air France. It’s one third, about, or one fourth, of revenue, so that it’s a normal ratio. But then if you look at the passengers, it’s what I say. You have to transport those passengers.
So I made some calculations…it’s not science and maybe on business principles it’s not a good ratio to try to find but …I got a fuel cost per passenger. What every company is paying for the fuel costs divided by the number of passengers they are transporting each year. And then I found Ryan Air 21 euros. So every person they transport on every flight, they cost the same 21 euros. Think about them selling tickets at 3 euros or 10 euros or 20 or 40 euros, which is amazing. Then Air France or KLM, it would cost them for every passenger about 72 euros to transport the person. And South West, which is also a low-fare airline in the United States is also very low. And I looked also at British Airways, which is also another regular company in Europe and you could also figure, well I didn’t get the cargo out, for Air France I corrected with the cargo, so I think basically it would be the same thing as Air France, KLM. But you see a huge difference. And so I’m asking myself the question: How can they have so low fuel costs? .
www.ustream.tv/channel/belfort-test
I want to look more on the technical side because, I mean, it’s real. They’re doing it. So I wonder: how do they do it? Who are spraying? Well, obviously aircraft are involved, I mean we all see the airplanes, OK. Now, what kind of planes can they be?. We have different kinds. They can be military planes We can have national planes, with national armies. We can have NATO planes and obviously in the air we have a lot of commercial airplanes.
So, who are involved? Well, I found on the Internet there are some photographers who have really powerful cameras and they put this in the Common Creatives – it’s a pool of photos you can share with other people, and this was put in the chemtrail pool. This is a NATO airplane. This is a US Air Force airplane. This is a low-cost company in Europe.
Now some of the low-cost companies – as we know on chemtrails, I think it started a little before Europe. We have heard stories: it started earlier in the 90s in the United States than it was in Europe. Most comment, or perceptions, of chemtrails in Europe started at the end of the nineties, a little bit later. If we see the Air Regulations in the United States, it was well I look in another low-cost company, low-cost airlines, which is South-West Airlines, it was set up in ’71, and then in ’78 there was the Airline Deregulation Act and from that point on they could develop their sales very aggressively and they opened up a lot of lines all through the United States.
And then with that we see also the chemtrailing going up. And then low-cost in Europe, I took some companies, there are other ones: ’78 Air Belem, in ’85 Ryan Air was set up, EasyJet ’95. And then in ’97 and already for some years it was going on, there was some pressure to do some European airline deregulation and on 1st April ’97 it was completed. Any airline operator could have some flights all over Europe. It was free market. Totally free market on this matter. And what we see actually in the end of the 90s the chemtrailing is really starting and taking more and more over in Europe.
Now we can also see if you see the sales of Ryan Air, you know a company which started in ’85, it had very low sales for a long time and we see from the deregulation on in ’97 and then from 2001 all the low cost airline companies - and I also wonder why - from 2001 on, after the 911 thing, they just exploded. I think it’s a funny thing because we would say: “God, now it’s very dangerous to fly on low-fare airlines because they can be hijacked, you can go into a building, or whatever. And funnily enough….they had a very aggressive strategy .. obviously the internet in booking and reservation strategies, that helped a lot to expand, but…Still I think like many I always wondered: “How do they do that?”
I mean for forty euros go all through Europe? How do they do that? (….) I looked a little bit closer to the financial side of those operations. All these companies, and I think most of us wonder how you can fly for forty euros, or sometimes there are offers for three euros, to come from Paris to Rome. How can they possibly do it? You can cut all cost, but you can’t cut on the fuel cost. If you have a certain number of passengers, you have to transport them. You have to meet a certain amount of flights, and planes flying. And that is non-compressible. You can’t compromise it. You need to pay those fuel costs, and even if …they’re all doing hatching now and taking future options and, you know, trying to have good prices for fuel.
Some companies for sure are a little bit more lucky than other ones, but still there’s a huge difference and basically they still have the same load factors and..you now if I take a European company, KLM, Air France, just a regular company, they have about the same load factors as Ryan Air or Easy Jet or other low-fare airlines.
They have basically the same number of passengers per flight, so I made a little comparison, which ---OK, this is not science, but it’s just an indication. There might be something to look out for. So basically you see the total revenue …. they’re public figures ..Ryan Air 2.9 billion, ..I put it in millions of euros… I converted it. KLM 23 billion. South West 7.3 billion. And then the total passengers, and as you see Air France, KLM and Ryan Air, they’re very close in passengers. Ryan Air, a low-fare airline, is transporting as many passengers… these are 2008-2009 figures. Because Ryan Air hasn’t yet published its 2010 figures. But they will come equally with Air France. And then the fuel costs. Look at that. Obviously if you see the ratio between fuel costs and total revenues … 3 billion for Ryan Air with 1 billion for Air France. It’s one third, about, or one fourth, of revenue, so that it’s a normal ratio. But then if you look at the passengers, it’s what I say. You have to transport those passengers.
So I made some calculations…it’s not science and maybe on business principles it’s not a good ratio to try to find but …I got a fuel cost per passenger. What every company is paying for the fuel costs divided by the number of passengers they are transporting each year. And then I found Ryan Air 21 euros. So every person they transport on every flight, they cost the same 21 euros. Think about them selling tickets at 3 euros or 10 euros or 20 or 40 euros, which is amazing. Then Air France or KLM, it would cost them for every passenger about 72 euros to transport the person. And South West, which is also a low-fare airline in the United States is also very low. And I looked also at British Airways, which is also another regular company in Europe and you could also figure, well I didn’t get the cargo out, for Air France I corrected with the cargo, so I think basically it would be the same thing as Air France, KLM. But you see a huge difference. And so I’m asking myself the question: How can they have so low fuel costs? .
