Situazione IG post blocco 737 Max

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basik71
Messaggi: 256
Iscritto il: dom 08 apr 2018, 10:20:44

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda basik71 » ven 20 dic 2019, 10:18:58

milmxp ha scritto:Da ottobre a Napoli dovrebbe essere fermo anche EI-FFW, chissà se tornerà anche lui o se è uscito dalla flotta.
FFW è ormai uscito dalla flotta e sarà seguito a breve da FDS e successivamente da FFM.

gabry83
Messaggi: 79
Iscritto il: mer 27 giu 2018, 15:48:18

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda gabry83 » gio 09 gen 2020, 13:02:30

Qualche mese fa una hostess di lumiwings mi aveva accennato che il loro contratto con Airitaly era scaduto, e che airitaly aveva preparato un nuovo bando di gara.
Si è mai avuta notizia dell'esito? Chi opera ora i voli per conto di Airitaly?solo airbulgaria e Tayarian?

Anxanum
Messaggi: 73
Iscritto il: lun 04 giu 2018, 10:01:09

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda Anxanum » gio 09 gen 2020, 13:13:39

Lumiwings sta tott'ora operando

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malpensante
Messaggi: 18469
Iscritto il: mar 20 nov 2007, 18:05:14
Località: Milano

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda malpensante » gio 09 gen 2020, 13:14:28

Il numero degli aerei Tayaranjet dovrebbe aumentare, la dimensione degli aerei Bulgaria Air pure e a Lumiwings dovrebbe toccare quel che resta.

Flo
Messaggi: 719
Iscritto il: ven 14 nov 2008, 17:44:33

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda Flo » gio 09 gen 2020, 13:22:47

Quindi la situazione rimane ancora bloccata?
Nessuna possibilità di vedere nuovi aerei con la coda IG?

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malpensante
Messaggi: 18469
Iscritto il: mar 20 nov 2007, 18:05:14
Località: Milano

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda malpensante » gio 09 gen 2020, 14:03:07

Non è bloccata la situazione di Air Italy, perché bloccati a terra sono solo i MAX. In attesa di un loro probabile rimpiazzo si continua con i wet lease.

Flo
Messaggi: 719
Iscritto il: ven 14 nov 2008, 17:44:33

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda Flo » gio 09 gen 2020, 15:20:58

vero anche che chissà come e quando il max tornerà a volare.
se anche tornasse domani, IG oltre ai due non ritirati non ne aveva richiesti altri dalla produzione (o forse mi sbaglio).
Quindi mi sembra che la situazione rimanga bloccata e che non si stia pensando ad una alternativa valida (non leasing).
Vederemo...

GianmarcoDessi
Messaggi: 56
Iscritto il: mar 22 ott 2019, 17:14:09

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda GianmarcoDessi » gio 09 gen 2020, 16:03:01

Flo ha scritto:vero anche che chissà come e quando il max tornerà a volare.
se anche tornasse domani, IG oltre ai due non ritirati non ne aveva richiesti altri dalla produzione (o forse mi sbaglio).
Quindi mi sembra che la situazione rimanga bloccata e che non si stia pensando ad una alternativa valida (non leasing).
Vederemo...
A dir la verità sono stati prodotti diversi Max per AirItaly, tra cui il già marchiato EI-GGM
Quelli ancora non marchiati sono N918BA, N982BA.
Mentre gli altri 3 non marchiati, inizialmente previsti per AirItaly ora NTU (Not Taken Up), sono N953BA, N962BA, N964BA

gabbozzo
Messaggi: 683
Iscritto il: mer 10 ott 2018, 19:12:34

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda gabbozzo » gio 09 gen 2020, 17:15:13

A questo punto forse vale dare per certo che non intendano cambiare strategia di flotta e di continuare con i max quando saranno disponibili nonostante i probabili costi elevati di leasing (aerei nuovi di pacca) e le difficoltà a riempire il corto raggio.

Non sapevo avessero già così tanti Max finiti in fabbrica.."virtualmente" dovrebbero essere 9!

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mattaus313
Messaggi: 1810
Iscritto il: sab 29 set 2018, 15:51:39

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda mattaus313 » gio 09 gen 2020, 17:21:10

Se decidono di restare sul MAX è perché sicuramente Boeing farà sconti pazzeschi sui canoni di leasing per compensare tutto il disagio subito (senza contare il possibile calo di appeal tra il pubblico un filo più "consapevole").
"Because you needed a lot of capital in an airline, you needed to be where the financial markets were, and obviously that's New York"

Anxanum
Messaggi: 73
Iscritto il: lun 04 giu 2018, 10:01:09

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda Anxanum » gio 09 gen 2020, 18:09:09

gabbozzo ha scritto:A questo punto forse vale dare per certo che non intendano cambiare strategia di flotta e di continuare con i max quando saranno disponibili nonostante i probabili costi elevati di leasing (aerei nuovi di pacca) e le difficoltà a riempire il corto raggio.

Non sapevo avessero già così tanti Max finiti in fabbrica.."virtualmente" dovrebbero essere 9!
Sul bilancio uscito l'anno scorso era indicato che si andrà su una flotta all Airbus, quindi dubito che si terranno i Max

Flo
Messaggi: 719
Iscritto il: ven 14 nov 2008, 17:44:33

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda Flo » gio 09 gen 2020, 19:46:18

malpensante ha scritto:Non è bloccata la situazione di Air Italy, perché bloccati a terra sono solo i MAX. In attesa di un loro probabile rimpiazzo si continua con i wet lease.
Vero anche che si è capito che il max sul nazionale è troppo grande quindi se si rimane fermi su quella di può dire che la situazione resta bloccata (con ripercussioni sulle europee)


Inviato dal mio iPhone utilizzando Tapatalk

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malpensante
Messaggi: 18469
Iscritto il: mar 20 nov 2007, 18:05:14
Località: Milano

Situazione IG post blocco 737 Max

Messaggio da leggereda malpensante » gio 09 gen 2020, 19:55:54

The last GE Man

Can a new boss salvage the reputation of Boeing—and of his mentor, Jack Welch?


Business
Jan 11th 2020 edition

Jan 11th 2020

If anyone doubts that David Calhoun, who becomes Boeing’s new boss on January 13th, is taking on one of the world’s most difficult jobs, think again. On January 8th the firm was caught up in a new tragedy: the deaths of 176 people aboard a Boeing 737-800 passenger jet byyound for Ukraine that crashed shortly after take-off in Iran. The aircraft involved is different from the 737 max planes that went down in two air disasters, in October 2018 and last March, killing 346 people and plunging Boeing into crisis. All the same, getting to the bottom of the accident amid open hostility between Iran and America will be yet another headache for a new CEO fighting to save the skin of the world’s biggest aerospace company.

Lucky then, you might think, that Mr Calhoun is a “GE Man”: the latest in a long line of chief executives (all male) schooled at the knee of Jack Welch. Over the decades since Mr Welch gave up his Messianic leadership of ge in 2001, his subalterns like Mr Calhoun have walked tall—often literally, as in the case of Jeff Immelt, who succeeded Mr Welch at the industrial conglomerate—across the corporate landscape. They have run big American firms, such as 3m, Chrysler, Home Depot, Honeywell, and foreign ones, like ABB of Switzerland. Nowhere have ge veterans had such an impact as at Boeing, which has been under the sway of Mr Welch’s protégés almost constantly since its merger with McDonnell Douglas in 1997.

Yet GE Man’s legacy is a chequered one. With a few exceptions of which Mr Calhoun is probably one, Mr Welch mentored a fair share of duds (including Mr Immelt). This compounds Mr Calhoun’s difficulties, because even at Boeing, the ge lustre has lost its sparkle. Indeed, some go so far as to blame the mistakes that led to the 737 MAX disasters on GE-style focus on managerial efficiency (“bean-counting” to its critics) that infused Boeing as a result of the McDonnell Douglas tie-up, ending a long period of dominance by Boeing’s engineers.

Mr Calhoun must face up to these criticisms—but not before his immediate task of overseeing a response to the Iranian disaster. After that the overriding priority is to salvage Boeing by reassuring regulators, crews, airlines and passengers that a software fault that has led to the 737 MAX’s grounding is fixed, and the aircraft is safe to fly. Only then can he set Boeing on a path that is less managerial and more ambitious than before.

It will be tough. Mr Calhoun sat on Boeing’s board for a decade, and is as infused as anyone with GE culture. If he succeeds, he will be a rare example of a GE Man who finally lives up to the hype.

The Welch-era reputation rests on three pillars. The first is a high-testosterone leadership style, akin to jocks on a sports team. Mr Welch co-wrote a book called “Winning”; Mr Calhoun, who joined ge in 1979 and left in 2006, co-wrote one titled “How Companies Win”. No points for spotting the operative word. The second pillar is a corollary of the first: “ranking and yanking”. The losers, be they employees, executives or sub-par business units, are ruthlessly weeded out. In 2017 Mr Calhoun approvingly described the culture under Mr Welch: do something a bit better every time or “you were probably not going to survive the next day”.

The third is a disciplined focus on cash to bolster returns, rather than on breakthrough innovations. Mr Welch excelled at this while running GE (though a soaring stockmarket helped). So did David Cote, a GE veteran who led Honeywell from 2002 to 2017. Schumpeter’s back-of-the-envelope calculation of the impact of ex-GE Men on nine American firms they led at some stage between 2000 and today shows that, by and large, they improved margins and shovelled more cash to shareholders, but pared back investments. Putting aside Mr Cote’s success at Honeywell, their performance relative to the broader stockmarket was mediocre, though. Add to that the record of Mr Immelt, whose 16-year tenure left the firm on its knees. Mr Calhoun’s performance is harder to gauge, because he led Nielsen, a private company, from 2006 to 2013, and joined Blackstone, a private-equity group, thereafter.

His new role at Boeing is the final chance to rehabilitate the image of GE Man. Several of them have tried and ultimately failed. After the merger with McDonnell Douglas, that firm’s boss, Harry Stonecipher, also formerly of GE, led Boeing in 2003-05. For the next decade the firm was run by Jim McNerney, another ex-GE-er. In 2016 Kevin McAllister, yet another GE Man, became head of Boeing’s commercial-aircraft division, until he was ousted in October. He, like Mr Calhoun and Mr McNerney, once ran GE’s aviation business, which is Boeing’s biggest engine supplier.

Such men brought with them GE values. Taking a cue from Mr Welch, in 2001 Boeing moved its headquarters from Seattle to Chicago, putting distance between the suits in the C-suite and the engineers. As Mr Stonecipher put it in 2004: “When people say I changed the culture of Boeing, that was the intent, so it’s run like a business rather than a great engineering firm.” Shareholders loved it. Over the 15 years since, Richard Abaloufia of the Teal Group, an aviation consultancy, says $78bn was returned to shareholders, doing wonders for Boeing’s share price. But in the process, engineers’ input into decision-making was relegated, which may have contributed to the 737 MAX’s tragic design flaws. “The seeds of the max disaster were planted years ago,” he wrote recently.

Putting Seattle’s finest back at the controls of Boeing is no guarantee of success. Dennis Muilenberg, whom Mr Calhoun helped oust as chief executive because of his poor response to the crisis, was an engineer. Mr Calhoun must start overhauling the company culture from the top down. As Michael Useem, a seasoned GE watcher at the Wharton School in Philadelphia, puts it, the complexities of business are much greater than in Mr Welch’s day: supply chains and customers span the world, and technology runs through everything. Before GE Man becomes a relic of history, he faces his toughest challenge yet.


https://www.economist.com/business/2020 ... u/375381/n

KL63
Messaggi: 3283
Iscritto il: lun 12 mag 2008, 22:52:29
Località: Milano

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda KL63 » gio 09 gen 2020, 22:14:34

Riguardo ai canoni del leasing, Airitaly non li paga a Boeing ma a Qatar, per cui non penso ci possa essere un vantaggio diretto sul leasing. Poi come già detto da altri che hanno scritto che punteranno su di una flotta Airbus.

easyMXP
Messaggi: 5620
Iscritto il: mer 20 ago 2008, 16:00:52

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda easyMXP » ven 10 gen 2020, 09:24:16

malpensante ha scritto:The last GE Man

Can a new boss salvage the reputation of Boeing—and of his mentor, Jack Welch?


Business
Jan 11th 2020 edition

Jan 11th 2020

If anyone doubts that David Calhoun, who becomes Boeing’s new boss on January 13th, is taking on one of the world’s most difficult jobs, think again. On January 8th the firm was caught up in a new tragedy: the deaths of 176 people aboard a Boeing 737-800 passenger jet byyound for Ukraine that crashed shortly after take-off in Iran. The aircraft involved is different from the 737 max planes that went down in two air disasters, in October 2018 and last March, killing 346 people and plunging Boeing into crisis. All the same, getting to the bottom of the accident amid open hostility between Iran and America will be yet another headache for a new CEO fighting to save the skin of the world’s biggest aerospace company.

Lucky then, you might think, that Mr Calhoun is a “GE Man”: the latest in a long line of chief executives (all male) schooled at the knee of Jack Welch. Over the decades since Mr Welch gave up his Messianic leadership of ge in 2001, his subalterns like Mr Calhoun have walked tall—often literally, as in the case of Jeff Immelt, who succeeded Mr Welch at the industrial conglomerate—across the corporate landscape. They have run big American firms, such as 3m, Chrysler, Home Depot, Honeywell, and foreign ones, like ABB of Switzerland. Nowhere have ge veterans had such an impact as at Boeing, which has been under the sway of Mr Welch’s protégés almost constantly since its merger with McDonnell Douglas in 1997.

Yet GE Man’s legacy is a chequered one. With a few exceptions of which Mr Calhoun is probably one, Mr Welch mentored a fair share of duds (including Mr Immelt). This compounds Mr Calhoun’s difficulties, because even at Boeing, the ge lustre has lost its sparkle. Indeed, some go so far as to blame the mistakes that led to the 737 MAX disasters on GE-style focus on managerial efficiency (“bean-counting” to its critics) that infused Boeing as a result of the McDonnell Douglas tie-up, ending a long period of dominance by Boeing’s engineers.

Mr Calhoun must face up to these criticisms—but not before his immediate task of overseeing a response to the Iranian disaster. After that the overriding priority is to salvage Boeing by reassuring regulators, crews, airlines and passengers that a software fault that has led to the 737 MAX’s grounding is fixed, and the aircraft is safe to fly. Only then can he set Boeing on a path that is less managerial and more ambitious than before.

It will be tough. Mr Calhoun sat on Boeing’s board for a decade, and is as infused as anyone with GE culture. If he succeeds, he will be a rare example of a GE Man who finally lives up to the hype.

The Welch-era reputation rests on three pillars. The first is a high-testosterone leadership style, akin to jocks on a sports team. Mr Welch co-wrote a book called “Winning”; Mr Calhoun, who joined ge in 1979 and left in 2006, co-wrote one titled “How Companies Win”. No points for spotting the operative word. The second pillar is a corollary of the first: “ranking and yanking”. The losers, be they employees, executives or sub-par business units, are ruthlessly weeded out. In 2017 Mr Calhoun approvingly described the culture under Mr Welch: do something a bit better every time or “you were probably not going to survive the next day”.

The third is a disciplined focus on cash to bolster returns, rather than on breakthrough innovations. Mr Welch excelled at this while running GE (though a soaring stockmarket helped). So did David Cote, a GE veteran who led Honeywell from 2002 to 2017. Schumpeter’s back-of-the-envelope calculation of the impact of ex-GE Men on nine American firms they led at some stage between 2000 and today shows that, by and large, they improved margins and shovelled more cash to shareholders, but pared back investments. Putting aside Mr Cote’s success at Honeywell, their performance relative to the broader stockmarket was mediocre, though. Add to that the record of Mr Immelt, whose 16-year tenure left the firm on its knees. Mr Calhoun’s performance is harder to gauge, because he led Nielsen, a private company, from 2006 to 2013, and joined Blackstone, a private-equity group, thereafter.

His new role at Boeing is the final chance to rehabilitate the image of GE Man. Several of them have tried and ultimately failed. After the merger with McDonnell Douglas, that firm’s boss, Harry Stonecipher, also formerly of GE, led Boeing in 2003-05. For the next decade the firm was run by Jim McNerney, another ex-GE-er. In 2016 Kevin McAllister, yet another GE Man, became head of Boeing’s commercial-aircraft division, until he was ousted in October. He, like Mr Calhoun and Mr McNerney, once ran GE’s aviation business, which is Boeing’s biggest engine supplier.

Such men brought with them GE values. Taking a cue from Mr Welch, in 2001 Boeing moved its headquarters from Seattle to Chicago, putting distance between the suits in the C-suite and the engineers. As Mr Stonecipher put it in 2004: “When people say I changed the culture of Boeing, that was the intent, so it’s run like a business rather than a great engineering firm.” Shareholders loved it. Over the 15 years since, Richard Abaloufia of the Teal Group, an aviation consultancy, says $78bn was returned to shareholders, doing wonders for Boeing’s share price. But in the process, engineers’ input into decision-making was relegated, which may have contributed to the 737 MAX’s tragic design flaws. “The seeds of the max disaster were planted years ago,” he wrote recently.

Putting Seattle’s finest back at the controls of Boeing is no guarantee of success. Dennis Muilenberg, whom Mr Calhoun helped oust as chief executive because of his poor response to the crisis, was an engineer. Mr Calhoun must start overhauling the company culture from the top down. As Michael Useem, a seasoned GE watcher at the Wharton School in Philadelphia, puts it, the complexities of business are much greater than in Mr Welch’s day: supply chains and customers span the world, and technology runs through everything. Before GE Man becomes a relic of history, he faces his toughest challenge yet.


https://www.economist.com/business/2020 ... u/375381/n
Praticamente da GE è generata una banda di sanguisughe, che spolpano la parte di ingegneria delle aziende, massimizzando i profitti a breve e medio termine ma disastrando le capacità delle stesse aziende di mantenere la qualità che le ha rese famose e vincenti prima che arrivassero le sanguisughe.

ilCarlo
Messaggi: 8
Iscritto il: mar 18 set 2018, 11:05:59

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda ilCarlo » lun 20 gen 2020, 18:42:20

Non conosco la serietà o meno del sito, tuttavia attesta che se ne parla: https://www.hdmotori.it/tech/articoli/n ... -software/

EDIT: ne parlano in molti https://www.google.com/amp/s/www.milano ... 1034254851

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malpensante
Messaggi: 18469
Iscritto il: mar 20 nov 2007, 18:05:14
Località: Milano

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda malpensante » lun 20 gen 2020, 19:12:56

Io credo che per Air Italy il MAX sia un capitolo chiuso.

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I-Alex
Site Admin
Messaggi: 29126
Iscritto il: sab 13 ott 2007, 01:13:01
Località: near Malpensa

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda I-Alex » lun 20 gen 2020, 19:38:33

Nel caso meglio parlarne nel Topic generico sui 737 Max, qui si seguono eventuali sviluppi ma in casa IG
Malpensa airport user

Flo
Messaggi: 719
Iscritto il: ven 14 nov 2008, 17:44:33

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda Flo » lun 20 gen 2020, 20:04:09

malpensante ha scritto:Io credo che per Air Italy il MAX sia un capitolo chiuso.
Speriamo allora che con la summer offrano veivoli migliori rispetto ai catorci attuali ..


Inviato dal mio iPhone utilizzando Tapatalk

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cesare.caldi
Messaggi: 7963
Iscritto il: lun 15 ott 2007, 22:55:42

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda cesare.caldi » lun 20 gen 2020, 20:30:48

malpensante ha scritto:Io credo che per Air Italy il MAX sia un capitolo chiuso.
Penso che il Max sia un capitolo chiuso per molte compagnie che lo avevano ordinato..

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D960
Messaggi: 1885
Iscritto il: mer 17 ago 2016, 10:53:17

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda D960 » lun 20 gen 2020, 20:32:06

Mi dicono che per il momento è stato revocato l'ordine di far uscire un 737-800. Quindi per la summer rimangono i 3 737-800 + 1 737-700 dei vecchi aerei IG.
AHO-ARN-BLQ-BGY-CAG-DUB-FCO-FLR-FRL-GOA-GRO-KIR-KBP-LIN-MXP-MUC-OLB-PMF-PSA-STN-TBS-TPS-TRN-TRS-TSF-VCE

Primo anno in perdita, secondo in pareggio e terzo in utile

romaneeconti
Messaggi: 2779
Iscritto il: sab 12 set 2015, 00:14:48

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda romaneeconti » lun 20 gen 2020, 21:10:25

Flo ha scritto:
malpensante ha scritto:Io credo che per Air Italy il MAX sia un capitolo chiuso.
Speriamo allora che con la summer offrano veivoli migliori rispetto ai catorci attuali ..


Inviato dal mio iPhone utilizzando Tapatalk
Flo, avresti desiderato dei nuovi 321 Neo omaggiati gratuitamente da Tolosa ad Airitaly per sostituire i Max?
Hai qualche suggerimento da proporre ai lettori del forum sull'argomento? :cool2:

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Clipper_Mandarin
Messaggi: 467
Iscritto il: dom 10 feb 2008, 11:53:06

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda Clipper_Mandarin » lun 20 gen 2020, 21:11:34

Flo ha scritto:
malpensante ha scritto:Io credo che per Air Italy il MAX sia un capitolo chiuso.
Speriamo allora che con la summer offrano veivoli migliori rispetto ai catorci attuali ..
Inviato dal mio iPhone utilizzando Tapatalk
Ho volato da Catania a Milano ai primi di gennaio e il 737 di Tarayanjet mi sembrava tutt'altro che un catorcio ... ... ... nonostante l'età :green:
Ciao,
Massimo

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mattaus313
Messaggi: 1810
Iscritto il: sab 29 set 2018, 15:51:39

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda mattaus313 » lun 20 gen 2020, 21:19:50

romaneeconti ha scritto: Flo, avresti desiderato dei nuovi 321 Neo omaggiati gratuitamente da Tolosa ad Airitaly per sostituire i Max?
Hai qualche suggerimento da proporre ai lettori del forum sull'argomento? :cool2:
Sarebbero stati perfetti i 320 di QR.
"Because you needed a lot of capital in an airline, you needed to be where the financial markets were, and obviously that's New York"

romaneeconti
Messaggi: 2779
Iscritto il: sab 12 set 2015, 00:14:48

Re: Situazione IG post blocco 737 Max

Messaggio da leggereda romaneeconti » lun 20 gen 2020, 21:30:36

mattaus313 ha scritto:
romaneeconti ha scritto: Flo, avresti desiderato dei nuovi 321 Neo omaggiati gratuitamente da Tolosa ad Airitaly per sostituire i Max?
Hai qualche suggerimento da proporre ai lettori del forum sull'argomento? :cool2:
Sarebbero stati perfetti i 320 di QR.
Mattaus313: QR e' gia la Dea Bendata per IG. Ma e' mai possibile che taluni forumisti continuano a sparare a zero a prescindere, senza aver il minimo senso della misura. ha senso forse definire "catorci" macchine che grazie al cielo grantiscono l'operativita' nonostante il problema enorme causato dalla messa a terra dei Max? Se Flo ha volato su queste macchine definirli catorci e' un po' ingeneroso a mio parere.


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