This comment tells me you don’t understand the issue.
The foreign ownership rules are about control. Who owns and controls the airline. Not about where loans or financing comes from. The question being asked is simply this. If Onex owns and controls WJ, what mechanism is in place to ensure Onex stays Canadian controlled? Since proper mechanisms must be in place to ensure WJ remains Canadian controlled, what are they? None of this will be difficult to fix for Onex if it’s needed. Much of the question revolves around Onex’s current voting structure and what happens after leadership succession.
Really? That sounds more like a wish list.cloak wrote: ↑Fri Sep 06, 2019 6:58 amAs for your second paragraph, not sure about restrictions, but I expect to see conditions and concessions required to allow the AC/TS merger to pass. Among others, notable would be re-examining LHR slots, other EU routes rights and perhaps requirement to reduce capacity for a number of years to allow new entrants establish themselves, Aeroplan membership, and T3 gates at YYZ will likely have to be surrendered as AC consolidates operations.
Competition on the LHR route won’t change one iota after a TS/AC merger as TS doesn’t go there. Perhaps AC should give up slots in PVG as well with that kind of thinking. Maybe DBX? How about LGA?
Competition not affected = Competition Bureau no care.
LGW still has competition from.........um, what’s that airlines name? ........um. Oh yeah. WestJet. In fact the level of competition will go exactly back to where it was prior to WJ’s entry.
AC won’t want to split its operation to T3. They will be looking to negotiate their way out.
TS simply isn’t large enough to degrade competition except on specific routes out of Quebec to/from France and some sun destinations. That is where the focus will be.