If TAP is bought by IAG.
 

With all the speculation about IAG interested in buying TAP and the merger with AA (Creating the worlds biggest airline) Would TAP immediately leave *A and join OW or would it take some time? considered TAP's codeshared partners are all *A

TAP NEWS:http://www.travelweekly.co.uk/Articl...ugals+tap.html

AA NEWS:http://www.theaustralian.com.au/busi...-1226105766697

If IAG picks up TAP and LAN stays in oneworld after absorbing TAM, wouldn't oneworld control the majority of South American traffic (basically LAN, AA and IAG)?

Could too much talk of IAG acquiring TAP prevent LAN from getting approval to acquire TAM.

Let's hope so. Our only chance of scooping up both airlines is if LAN merges will TAM first, then IAG acts quickly and scoops up TAP before AF/KLM or LH has the chance.

After all these merges who do you think would be IAG's or OW's next target?
I have a feeling it would be JAL or GF next in line, cos IAG said they are interested in buying JAL once it is privatised and up for sale.

I think at minimum, if IAG bought TAP and tried to merge with AA, the US govt and perhaps the EU would require a divestiture to ensure healthy competition on routes between the US and South America, and Europe and South America.

I don't know why any passenger would want their favorite airline or alliance to dominate a route or indeed a continent. The prices for all of us would go up.

You're forgetting about passengers who don't travel to that particular continent very often. A stable profit center elsewhere in the network can do wonders for the stability and FF benefits of an airline/alliance.

I also hope IAG keeps operating its airlines as separate oneworld members. Is it clear how long BA and IB will continue functioning separately?

So you are happy screwing over the travelers to South America in order to keep the Champagne flowing in London? Really?

BA and IB will always be two different airlines, under the same corporate umbrella.

Including always two separate frequent flyer programs?

(As opposed to Miles & More swallowing up all sorts of other FFPs left and right after LH takes over other European airlines.)

No, I was talking about airlines, not FFP's. It may make good sense to follow AF and LH in that respect.

AA will not be merging with IAG. :rolleyes: Other than a few airline CEO's and airline enthusiasts on FT and airliners.net, I doubt anyone else in the country is interested in foreigners owning a vital component of our transportation system. With this nation in such a bad recession, the idea of non-americans owning a US airline wouldn't make it to congress.

That would be my worry. Having JJ move over from *A is more important than IAG swallowing TP. If the EU had an issue with LA, JJ, TP and IAG all being in OW, then I would rather see IAG pass on buying TP.

There's a strong possibility that EI could come back into the OW family.

Being EU Antitrust deaf and blind with LH and AF , and overzealous when BA is involved, i would not be too surprised if any move by IAG is preventively vetoed or obstructed.

Yes, thats exactly what I would be worried about. There's been this double standard when it comes to BA.

Willie Walsh: Brazil flights are a priority for IAG
 

http://www.telegraph.co.uk/finance/n...y-for-IAG.html

He believed Chilean-based Latin American carrier LAN will remain within the OneWorld Alliance after its merger with Brazil's TAM is completed.

TAM is a member of Lufthansa's Star Alliance and the loss of LAN would be a significant blow to the effectiveness of OneWorld, Mr Walsh admitted.

"We believe we are the better fit for LAN," he said. "And we believe we can certainly replicate what Star gives TAM from a European point of view.

He said TAP had come out as a priority target when IAG first researched the potential for market consolidation.

there is any updated indication, aside for a fixed date, on which alliance LATAM wants to engage? My wish and hope is for them to remain firmly in OW, since the new entity seems guided mostly by LAN, so as far as i am concerned TAP may well remain where it is now, in *. It seems to me however that both alliances are buffeting themselves (* with TACA, OW with the proposed acquisition of TAP) against a defection, so the situation is still evolving now.

Firstly the legislation in place in the US still prevents this from happening, although retaining EU-US open skies depends on this changing soon.

Should it (the legislation) change however, I cannot see the problem. Remember this would equally lead to Americans owning a large share of a major European airline so this definitely cuts both ways. You can always put in place legislation so that US registered aircraft (which all AA aircraft would retain) would be subject to US government requirements during a time of trouble (e.g. war).

As with BA and IB, should IAG and AA merge, I would envisage the separate brands would be retained (and aircraft remain registered in their separate juristictions).