Operating two products under the same name has never worked. They’ve learned a lot from operating a low cost product and now in bankruptcy they can incorporate that into their main line product.

Peace at any prices appears to be a necessity. I won’t say it’s a good deal, but it’s a necessity.

What matters now is moving ahead. How much recovery will we see in 2006 both in terms of price increases, yield increases? Of course the unknown factor is oil prices.

It’s a bit on the rich side.

From what the union leader said, they don’t want a strike either. I still have high hopes.

The big guys decided they wanted to maintain market share in areas where they didn’t have the cost structure to compete. It’s adjusting slowly as the big guys decide they’ll never make money there.

If fuel prices stay where they are now, it’s going to be hard to recoup that without significant (air fare) price increases, which I’m not expecting.

This summer is going to be crucial. If this summer is worse than expected, we could have new talk of bankruptcy in the fall. Even if it’s good, I don’t see them returning to profitability...

Probably the TWA system fits in a little bit better with the American system than it would with many other airlines, … There could be some other bids that develop, but right now that’s only...

It shows that they’re determined to turn this airline around.

Fuel prices are up, and to a large extent we’re being driven by fuel prices.

I think there’s a good need for the product and a good asset,

They’re facing reality. They can offset some of that in a better revenue environment.

It’s a good move in the right direction.

We believe that there is much upside potential both on the cost-cutting side … and on the revenue side.

[US Airways is] facing the same problem everybody else is, … have done a commendable job in cutting non-fuel costs, but they still have a major challenge ahead of them in reducing other costs and...

With globalization and the rate we’re going at, it could happen as soon as three to five years. I don’t think it’s ready for prime time. A lot of things have to be cleared up...

You’re looking at February, and you’ve got almost summertime load factors. I think that’s going to lead to some price increases.

They can get so much more productivity without a third party acting as an intermediary. The unions will probably get the right to hold a vote, but I think there’s a good chance Delta will...

That’s a lot of slots for BA to give up,

Airlines can make money on international routes.

The administration doesn’t want a strike, especially in a soft economy,

The bankruptcy court doesn’t think TWA is viable as a stand-alone carrier and neither do I. It would need a massive infusion of capital, it’d need a completely new game plan, and it’d need massive...

Revenue assumptions seem reasonable; however, if fuel stays above $65 a barrel, with $1 of fuel equating to an extra $40 million in expenses annually, cash levels would fall to $600 million by the end...

The [big] carriers are unfairly being hit with some of the increased security costs, but even absent that, the losses would be pretty close to where they are now with or without 9/11. This was...

The odds are still against an approval, … Are the concessions all ‘hard dollars’ is the question that the ATSB and analysts are asking.

It’s all going through on schedule. The big question is can they make it work post-merger.

To a large degree it (the cut in commissions) is helping offset the fuel prices. You’re talking about some big bucks there. That’s 3 percent of revenue to people who book 80 percent of your...

Let’s face it. Their footprint is going to get smaller. They’re not going to be a national carrier any longer,

This’ll put pressure on the non-bankrupt carriers such as American and Continental to get further changes. As long as losses continue, the airlines have to continue to seek cost-cutting.

We believe that the task will be difficult.

They’re going to fly where they can make money.

At $1.50 a share, the stock is already trading at bankruptcy levels and will probably continue to trade in that area in the event of, and after, a Chapter 11 filing,

It is good for Continental and good for the flight attendants. Continental got the cost structure it needs. That is what the company needs to make it.

Any amount of savings at this point is desperately needed by the airlines. With the tremendous pressures on airlines, this is one of few areas where they can actually reduce costs. With online purchasing of...

If telling the truth hurts the company, it hurt, … Every airline right now should be telling the unions, ‘Our survival is on the line.’

But (American) faces the longer-term risk of not being able to cut costs fast enough to match the Chapter 11 carriers, … We believe that the upside potential in the stock price may be limited...

The airlines had been too conservative in increasing fares. It’s long overdue.

I think any agreement can be gotten around, and I think that story proves it.

For the past five years or so, business class has been taking the place of first class. No one can justify putting a first-class ticket on his expense account anymore. No one’s willing to pay...

I think the street overreacted to fuel costs and Y2K. But this is not to say that estimates won’t come down for the first quarter. Fuel prices are even higher now and it’s very difficult...

I’d say third quarter of next year will be the first time we’ll see industry-wide profits. It depends on how strongly the economy comes back, and in the case of Delta and Northwest, if they...

I wouldn’t be surprised if it passed. Maybe the machinists are just trying to send a message to everybody, … Also, the machinists are a big part of the skilled workers and maybe some of...

It’s all going through on schedule, … The big question is can they make it work post-merger.

Atlas Air will be growing probably over 20 percent a year.

I think they’re just looking at every option available out there. But if we’re running a real gauntlet talking about any airline merger in this atmosphere, that one (between American and Delta) runs a bigger...

The big carriers are competing much more aggressively now price-wise — allocating seats to win as much traffic from small carriers as they can. Then, of course, jet fuel prices did hurt everybody last year.

What is meaningful is what they’re doing now in bankruptcy.

It’s getting down to the range where there might be some value.

My instinct tells me it’ll only cover a small fraction of fuel increases.