The announcement by Italy's prime minister Silvio Berlusconi that Alitalia was to have talks with Air France about how the two airlines could work more closely together must have brought resigned cries of “better late than never” from just about the whole travel community.
At the same time, the suffering, real or imagined, by Swiss and Iberia in the face of fierce competition from the low cost carriers merely emphasised that the clock is ticking for Europe's aviation industry.
As business travel relies so heavily on an efficient aviation network, these problems are of more than passing interest.
If there's one word which sums up the problem of aviation it is overcapacity – not just here but in America too. There are too many planes and too many airlines.
To put it more specifically and bluntly, as the Financial Times did a little while back, what is the point of Alitalia? It is a chronic loss maker and many believe that it is also subsidised, claims which the EC is now belatedly investigating.
Other, better run airlines could easily fill any gap created by Alitalia's demise.
Swiss is another airline in the sights of those who think it's time consolidation took a grip. Again it is a loss maker and the current carrier appeared out of the ashes of its predecessor Swissair. Olympic Airways and Malev could also be added to this list as could several others.
Only national pride, the feeling that a country must have its own national carrier seems to be keeping these operations together. But this is simply not enough. With some of these airlines utterly dependant on massive loans, it is also crazy economics.
There is another point, made this week by Lord Marshall, former ceo of BA, when he said there are too many intercontinental carriers and too many hubs.
There are several airports, for example, in Central Europe from which a business traveller can fly directly to New York. A few years back there were not nearly so many.
Back then, airlines operating a hub and spoke system could rely on their short haul to attract a good occupancy. A good proportion of this market has since been lost with the aggressive advent of the low cost carrier especially where passengers have no connection to make and are attracted by cheap fares.
It is no surprise that only a handful of the traditional operators make a profit and even some of the bigger carriers are struggling to make ends meet.
But while the pattern of travel has significantly changed, too many of the traditional airlines have continued as before. Some have, like Aer Lingus, altered their short haul services effectively into a low cost operation, other like SAS are trying out different packages of fares and services to meet a diverse market.
But there is a limited number of people in Europe who want to fly. Some low cost carriers who have offered free promotional tickets to attract new business have been surprised to find they were unable to give away as nearly many as they had hoped.
Europe does not need the number of airlines it has at the moment. It is not just the proliferation of low cost carriers which is distorting the scene. Many of these are likely to go as economic reality comes knocking.
It is also the traditional airlines which have stayed on long after their welcome has expired, the lame ducks which have been propped up well beyond their sell by date.
If the talks between Alitalia and Air France produce anything like a more rational set up, Europe should be grateful as it will have taken a good step to creating a leaned but much fitter aviation industry. And this in turn will benefit business travel.