atlas air new ceo announced

[treetopflyer]

Atlas Air Worldwide Holdings, Inc. (AAWW) (OTC: AAWW.PK), a leading provider of global air cargo services, has appointed William J. Flynn President and Chief Executive Officer, effective June 22, 2006. Mr. Flynn will succeed Jeffrey H. Erickson, who announced in January that he would retire this year.
Mr. Flynn, a seasoned executive who has held senior management positions with leading transportation companies, brings to AAWW a strong management background in global freight forwarding and logistics. In addition, the Company is looking to Mr. Flynn’s considerable operating and strategic planning background to contribute greatly to its pursuit of growth and profitability objectives.
“In Bill, we have found a chief executive with the skills and experience necessary to take our Company to the next level of operating efficiency and sustained profitability,” said Gene Davis, Chairman of AAWW’s Board of Directors. “Throughout his career in senior management at major transportation and logistics companies, Bill has consistently improved the balance sheet by focusing on strategies for cost control and productivity improvement. Coupled with that has been his ability to stay one step ahead of marketplace and economic conditions, including weathering the downturns and capitalizing on the upturns. I think those qualities will serve him well in our industry, mesh perfectly with our vision for the Company, and will increase value to our shareholders.”
Before accepting his position at AAWW, Mr. Flynn was President and CEO of GeoLogistics, a global transportation and logistics enterprise with combined operating revenues in excess of $2 billion. He led GeoLogistics’ turnaround to profitability and successfully completed the sale of the company to PWC Logistics. This transaction generated a 14.6 multiple, resulting in a substantial return for investors of approximately 30% and was rated the “Turnaround of the Year” by Thomson Financial’s Buyouts magazine.

Prior to that, he spent a number of years with Sea-Land Service, Inc., a subsidiary of CSX Corporation, where he held a variety of senior management positions in Asia, Latin America and the United States.
In 1999, he was recruited by CSX to remain following the sale of the Sea-Land subsidiary. There he successfully helped complete the troubled integration of Conrail into CSX, rebuilding and expanding relationships with customers that had been severely impacted by the integration.
Commenting on Mr. Erickson’s service, Mr. Davis said, “It is hard to adequately describe what Jeff has meant to this Company. His vision and guidance contributed mightily to the effective reorganization of AAWW and to its emergence from Chapter 11 in just six months in 2004. His strength and reassuring presence during the trying time leading up to and through bankruptcy instilled courage and hope in our employees, and were key to the Company’s ability to retain the core of its valuable workforce throughout the period.
“Jeff will be missed, but his presence will continue to be felt in the strong Company he has helped build, in our roadmap for the future and, happily, in his continuing presence as a member of our Board of Directors.”

​

 

[treetopflyer]

now google him and find out if he is better or worse than cato and his marianette erickson.

 

[Draginass]

Bill has consistently improved the balance sheet by focusing on strategies for cost control and productivity improvement.

Any guesses as to what's in store for the workforce at Atlas?

 

[On Your Six]

Erickson should have retired years ago... How many airlines did he destroy?

 

[sgu]

Before accepting his position at AAWW, Mr. Flynn was President and CEO of GeoLogistics, a global transportation and logistics enterprise with combined operating revenues in excess of $2 billion. He led GeoLogistics’ turnaround to profitability and successfully completed the sale of the company to PWC Logistics. This transaction generated a 14.6 multiple, resulting in a substantial return for investors of approximately 30% and was rated the “Turnaround of the Year” by Thomson Financial’s Buyouts magazine.

Prior to that, he spent a number of years with Sea-Land Service, Inc., a subsidiary of CSX Corporation, where he held a variety of senior management positions in Asia, Latin America and the United States.
In 1999, he was recruited by CSX to remain following the sale of the Sea-Land subsidiary. There he successfully helped complete the troubled integration of Conrail into CSX, rebuilding and expanding relationships with customers that had been severely impacted by the integration.
Commenting on Mr. Erickson’s service, Mr. Davis said, “It is hard to adequately describe what Jeff has meant to this Company. His vision and guidance contributed mightily to the effective reorganization of AAWW and to its emergence from Chapter 11 in just six months in 2004. His strength and reassuring presence during the trying time leading up to and through bankruptcy instilled courage and hope in our employees, and were key to the Company’s ability to retain the core of its valuable workforce throughout the period.
.”

Sounds like a set up man to sell the company. Good luck!

 

[treetopflyer]

Sounds like a set up man to sell the company. Good luck!

nope, erickson was the setup man, this guy is the closer.


UAL by september.

 

[furloughfodder]

Why would UAL want to buy an ACMI operator? I don't think it will happen.

Now, I do see them buying the Polar certificate for all the Polar route authority.

 

[cfire]

Why would UAL want to buy an ACMI operator? I don't think it will happen.

Now, I do see them buying the Polar certificate for all the Polar route authority.

I agree, but there is another contestant for the purchase of Polar under consideration besides United.

An interesting situation. Both have furloughed pilots of their own. Makes you curious how the package would be put together. A/C and routes - A/C, routes, and crews - Merger?

 

[sgu]

Would that be AMR, cfire? Interesting times in the cargo industry.

http://www.aircargoworld.com/images/spacer.gifhttp://www.aircargoworld.com/images/spacer.gifFeaturehttp://www.aircargoworld.com/images/spacer.gif
Where to Hub?
The airlines' search for Asia hubs is turning
into a high-stakes battle for the future of
freight flows across the Far East
Ian Putzer</EM>
http://www.aircargoworld.com/Graphics/1st_Letters/009966_T.gifhe prospect of accessing the explosive Chinese cargo market and tapping into growing intra-Asian freight traffic has operators throughout the world dreaming of air hubs in the Asia-Pacific region. Many carriers are swooning over Shanghai, but others see Seoul as a more viable option. Some carriers are focused on Hong Kong and Guangzhou, while others are still banking on Tokyo.
For their part, airports in the Far East are expanding facilities and pushing to attract cargo airlines in what is shaping up as a high-stakes battle to determine the future of air trade lanes. Carriers and forwarders' decisions in the next several years could play a big part in determining long-term air shipping patterns in Asia. It appears that the biggest airports in the largest markets, such as Shanghai, have the advantage in courting the world's cargo players.
Several U.S. carriers are flying to Shanghai, preparing to fly to Shanghai, or hoping to get traffic rights to Shanghai soon. The latest entrant is American Airlines, which was to launch flights to the Chinese metropolis at the end of March. Polar Air Cargo, which entered Shanghai last year, plans to add three weekly frequencies this year.
Jack Boisen, vice president of cargo for Continental Airlines, also wants a bite out of the industry's favorite cherry. Having mounted Beijing flights last year, Continental now is in pursuit of traffic rights to Shanghai. "We're waiting impatiently to see if we're going to get Shanghai," said Boisen.
UPS is taking its investment in Shanghai a giant step further. The integrator announced plans last year to build its Pacific hub at the city's Pudong airport. Designed to handle up to 200,000 tons a year, the facility is expected to open in 2007, when the U.S.-China air services treaty allows American carriers to set up hubs in China.
Although everybody is sanguine about the cargo potential of Pudong, many operators do not regard it as a hub for the region - precisely because of its success.
With Shanghai the focal point of international companies' drive into China, Pudong's facilities are bursting with cargo originating at its own doorstep. Propelled by a 14.5 percent surge in tonnage, the airport leapfrogged sites such as Paris and Miami to jump from 14th place in 2004 to No. 8 in the global hierarchy last year, according to Airports Council International figures.
For this reason, DHL does not envision a hub role for Pudong. "Shanghai is full," said Charles Kaufmann, DHL Global Forwarding's director for North Asia. According to one airline executive, problems with transloading and issues with customs add to drawbacks that could disqualify Pudong as a hub for many carriers.
To Kaufmann, Seoul is a better option for regional hub status. "As a hub, Korea definitely plays an important role," he said, pointing to the presence of strong air and ocean carriers, a well-developed infrastructure and its location. "We use Korea very much as a hub. We have a lot of cargo from Southeast Asia going through Incheon."
That's music to the ears of Ken Choi, president of Korean Air Cargo. He describes the development of Incheon as a regional hub as the essence of KAL's strategy, reflected in the fact that 65 percent of the carrier's volume going through the airport is transit traffic. KAL is in the process of expanding its cargo terminal at Incheon, adding nearly 50 percent more capacity. Rival Asiana Airlines completed its third cargo building at the airport last year.
KAL and Asiana's transit ambitions enjoy the enthusiastic backing of the South Korean government, which foresees Incheon as a logistics hub in a triangle with Japan and China. In this view, China provides the manufacturing and Japan the design and development expertise while Incheon serves as the ideal hub for cargo movement.
South Korea has pursued a multimodal expansion policy with ample investment in port and airport development. Incheon, which opened in 2001 with the capacity to process 2.7 million tons of air freight annually, is due to boost capacity to 4.5 million tons in 2008 and 7 million tons by 2020.
The first phase of a foreign trade zone located on a plot adjacent to the airport opened its doors last month. The enormous "Airport LogisPark" covers 10 million square feet, with room to double that.
With its grandfather traffic rights in Tokyo, Northwest Airlines is using Narita as a hub and actually gave up fifth freedom rights between Seoul and Hong Kong last year. But other operators prefer Seoul to the major Japanese airports. Proximity to China is one factor and the higher costs in Japan are another.
Equally important to DHL is that, unlike Narita, there is no curfew at Seoul. For its part, Japan Airlines intends to overcome that obstacle by slotting affected flights though Haneda, Tokyo's domestic airport, which is due to open to some international flights in 2009 with the opening of a new runway.
But China itself is still the focus for many cargo powers.
While UPS picked Shanghai as its regional hub, FedEx opted for Guangzhou in the South. The integrator will invest $150 million at Baiyun airport, which will replace its present regional hub at Subic Bay in 2008. The planned 882,640-square-foot facility will be able to handle 24,000 packages per hour, twice the capacity of Subic Bay.
2005 produced record tonnage for HACTL, which handles the lion's share of Hong Kong's air freight. The handler processed 2,432,759 tons last year, up 7.5 percent from 2004.
At least three airports in China aspire to stronger growth than that. The Chinese airlines may have left much of the cargo initiative to international carriers, especially the express operators, but new players are emerging.
Over the coming years, three Chinese airports stand to enjoy bigger roles in international cargo traffic as the hybrid cargo carriers born out of joint ventures between Chinese and international carriers take off.
The first of the lot, Shenzhen-based Jade Air Cargo, is expected to commence operations in July, according to stakeholder Lufthansa Cargo.
Great Wall Airlines, the venture driven by Singapore Airlines, is expected to be the next out of the starting blocks. It will make its home in the crowded Shanghai market.

 

[mar]

One day at a time!

God dang! Don't you guys *ever* tire of the endless speculation?

It reminds me of the superstitious freak rubbing his lucky rabbit's foot, rocking back and forth and chanting to himself, as if the more intense the chanting and the rubbing the more powerful the effect to change something HE HAS NO CONTROL OF ANYWAY!!!

Like a former boss of mine used to tell us: "Just drive."

 

[Classicdriver]

United fuloughed pilots are very aware of the Polar story. I just had lunch with a guy that's been told to expect a large recall within a month of a Polar/United deal closing. He said they still have guys fuloughed with DOH around '95-'96. Heck, Polar started in '93.

 

[KeroseneSnorter]

United fuloughed pilots are very aware of the Polar story. I just had lunch with a guy that's been told to expect a large recall within a month of a Polar/United deal closing. He said they still have guys fuloughed with DOH around '95-'96. Heck, Polar started in '93.

If there are any 96 furloughees at United they are by choice. My buddy got recalled to United two months ago and he was a late 99 hire.

EDIT: Just spoke with him, most junior guy that he knows for sure that has accepted recall is March 2000 DOH. Anybody still on furlough with a higher seniority than that is out by their own choice(Bypassed recall).

 

[Classicdriver]

If there are any 96 furloughees at United they are by choice. My buddy got recalled to United two months ago and he was a late 99 hire.

EDIT: Just spoke with him, most junior guy that he knows for sure that has accepted recall is March 2000 DOH. Anybody still on furlough with a higher seniority than that is out by their own choice(Bypassed recall).

Agreed. This guy has bypassed once to stay with the military. I believe his DOH is around '98. His squadron has quit a few folks in the same boat.

 

[Whale Rider]

United fuloughed pilots are very aware of the Polar story. I just had lunch with a guy that's been told to expect a large recall within a month of a Polar/United deal closing. He said they still have guys fuloughed with DOH around '95-'96. Heck, Polar started in '93.

I'm sorry, you talk like this is a new rumor. Its very very old!....

 

[furloughfodder]

Polar has not furloughed anyone yet. They have announced that furloughs will probably not start until June, but they won't be able to fulough very many at a time because they have to retrain all the senior pilots from the Classic to the -400.

They are telling us the furloughs will be drawn out through the rest of the year. They are only able to train two classes of 8 each per month. The first class of 8 began on May 1st. You do the math, but we have figured at this rate it will take them at least 10 months to train everyone over and furlough the last guy, and that is if everything goes perfect in the training department.

Anyway, this is all just some and mirrors IMHO. There will be an announcement probably in June, probably from the new CEO of the Polar Sale.

If it is UAL, they have the capacity to train 50+ per month and only have 550 or so on furlough. They could absorb the Polar pilot group (300 pilots) without even blinking.

It is my understanding that they will still have to keep the Polar certificate seperate in order to keep the routes, but I am sure there is a way around that.

 

[belchfire]

My understanding is that if there was a way around the Polar certificates/route issue the current owner would have done
it...

 

[furloughfodder]

I agree belchfire. But I think there is a big difference between allowing Atlas to aquire those route authorities versus UAL. Atlas has a pretty bad reputation (as far as on time performance, and reliability). The governments of Japan and the US might make an exception for a larger company like UAL.

All just speculation of course.

 

[heilhaavir]

Why not Astar? A holding just like AAWH and they can keep the PO name with half the fleet and play the same games with 3 airlines .... I guess we'll all find out soon enough

Good luck PO guys & girls

 

[Classicdriver]

Atlas has a pretty bad reputation (as far as on time performance, and reliability). The governments of Japan and the US might make an exception for a larger company like UAL.

More Polar propaganda...........
Last 12 months:
Polar Total departures....6635, delays...165, 97.51% ontime
Atlas Total departures..18424, delays...525, 97.15% ontime

 

[KeroseneSnorter]

Polar...........97.51% ontime
Atlas...........97.15% ontime

Propaganda??!!.........Why it is plain to anyone with a pair of eyes!!!.......Atlas was .36% less on time than Polar was.........just awful...awful I say!!!

 

[Classicdriver]

Propaganda??!!.........Why it is plain to anyone with a pair of eyes!!!.......Atlas was .36% less on time than Polar was.........just awful...awful I say!!!

Yep, we should be flogged and sent to bed without any supper. Overall not bad (for both fleets) with over half being classics.

 

[KeroseneSnorter]

Yep, we should be flogged and sent to bed without any supper. Overall not bad (for both fleets) with over half being classics.

It is the epaulets on the jacket that slow you down that extra .36%...not as streamlined as the Polar jackets!! Plus the Polar wings do not fit on the Atlas WW Holdings provided jacket, the holes do not match....that gives us an extra .025 pound weight advantage too!

In short...its mgmts. fault that you boys can't keep up!! They planned this all along to make you look bad and lower your self esteem!!

 

[Whale Rider]

My understanding is that if there was a way around the Polar certificates/route issue the current owner would have done
it...

You are right Mr. Fire. There is no way around it. The route authority was specifically awarded to Polar Air Cargo. Any changing of the company or name will result in a rebid of the route authority amongst Fedex, UPS and all the other frieght carriers. Thats why the UPS rumor of buying Polar was BS from the start. UPS wanted to absorb Polar but no dice if they wanted just the route authority.

United is no different, any exception to the rule will cause all the other frieght carriers to file law suits. No one wants that $hit storm, especially the government. Polar will have to be operated separately as a subsidiary of United Cargo. By the way ALL of Polar's upgrade/transition training to the 747-400 is being done at the United training center in Denver and not Miami.....Hmmmm.