اُضالصبء 2016 ٞ٤ُٞ٣12
http://www.almasalla.travel/ اُيبئشح (عٞالس إٓجبُظ )2رـبدس إعجبٗ٤ب ك ٢ىش٣وٜب ُِوبٛشح
أهِؼذ ىبئشح رؼَٔ ثبُيبهخ اُؾٔغ٤خ كوو ثغالّ ٖٓ ع٘ٞة إعجبٗ٤ب كٝ ٢هذ ٓجٌش ّٞ٣االص٘ ٖ٤ك ٢أُؾيخ هجَ األخ٤شح ٖٓ أ ٍٝسؽِخ ع٣ٞخ ؽ ٍٞاُؼبُْ دٕٝ اعزخذاّ هيشح ٝهٞد ٝاؽذح ٝؿبدسد اُيبئشح (عٞالس إٓجبُظ )2راد أُوؼذ اُٞاؽذ أؽج٤ِ٤خ اُغبػخ 0420 ثزٞه٤ذ عش٘٣زؼ ك ٢ىش٣وٜب إُ ٠اُوبٛشح ك ٢سؽِخ ٖٓ أُزٞهغ إٔ رغزـشم 50 عبػخ 30ٝده٤وخ ثؾغت س٣ٝزشص ٝرذاس ٓؾشًبد اُيبئشح األسثؼخ ثيبهخ ٓغزٔذح ٖٓ أًضش ٖٓ 17أُق خِ٤خ ؽٔغ٤خ ٓضجزخ ػِ ٠اُغ٘بؽ٣ٝ .ٖ٤ض٣ذ ى ٍٞع٘بؽ ٢اُيبئشح ػٖ ىبئشاد ث٘٣ٞظ ٓ ٢ٛٝ 747ق٘ٞػخ ٖٓ أُ٤بف اٌُشث ٕٞاُخل٤ق ُِـب٣خ ٣ٝؼبدٍ ٝصٜٗب اإلعٔبُ٢ ٝصٕ ع٤بسحٝ .ثٔوذٝسٛب إٔ رؾِن ػِ ٠اسرلبع 28أُق هذّ (ٓ 8500زش) ٝثغشػخ رقَ إُٗ ٠ؾِٓٞ٤ً 70 ٞزشا ك ٢اُغبػخ. ٣ٝزجبدٍ اُي٤بسإ اُغ٣ٞغش٣بٕ ثشرشاٗذ ثٌ٤بسد ٝأٗذس ٚ٣ثٞسؽجشط ه٤بدح اُيبئشح ك ٢سؽِزٜب ؽ ٍٞاُؼبُْ اُز ٢ثذأد ٖٓ أثٞظجٝ ٢ر٘ز٘ٛ ٢ٜبى. ٣ٝز ٠ُٞثٞسؽجشط ه٤بدح اُيبئشح إُ ٠اُوبٛشح ٢ٛٝأُشؽِخ اُغبدعخ ػؾشح ٖٓ اُشؽِخ ٝأُوشس إٔ رؼجش كٜ٤ب اُيبئشح اُجؾش أُزٞعو كٞم أُغبٍ اُغٌَُ ١ٞ ٖٓ رٗٞظ ٝاُغضائش ٓٝبُيب ٝإ٣يبُ٤ب ٝاُٗٞ٤بٕ هجَ إٔ رؾو كٓ ٢قش
http://ayloul.net/
ىبئشح رؼَٔ ثبُيبهخ اُؾٔغ٤خ رـبدس إعجبٗ٤ب ك ٢ىش٣وٜب ُِوبٛشح
ٝؿبدسد (عٞالس إٓجبُظ )2راد أُوؼذ اُٞاؽذ أؽج٤ِ٤خ اُغبػخ 04.20 ثزٞه٤ذ ؿش٘٣زؼ ك ٢سؽِخ ٖٓ أُزٞهغ إٔ رغزـشم 50عبػخ 30ٝده٤وخ. ٝافَ ٓيبس اُوبٛشح اُذ ،٢ُٝاعزؼذادار ٚالعزوجبٍ أ ٍٝىبئشح رؼَٔ ثبُيبهخ اُؾٔغ٤خ "عٞالس آجبُظ ٝ ،"2أُوشس ٝفُٜٞب األسثؼبء أُوجَ ،هبدٓخ ٖٓ إعجبٗ٤ب ،ك ٢إىبس عُٞزٜب ؽ ٍٞاُؼبُْ ،اُز ٢ثذأرٜب ٖٓ اُخِ٤ظ اُؼشث ٠كٓ ٢بسط ٖٓ اُؼبّ أُبمُ ٠ذػْ ُزٌُ٘ٞٞع٤ب اُيبهخ اُ٘ظ٤لخ. ٣ٝض٣ذ ى ٍٞع٘بؽ ٢اُيبئشح ػٖ ىبئشاد ث٘٣ٞظ ٓ ٢ٛٝ 747ق٘ٞػخ ٖٓ أُ٤بف اٌُشث ٕٞاُخل٤ق ُِـب٣خ٣ٝ ،ؼبدٍ ٝصٜٗب اإلعٔبُٝ ٢صٕ ع٤بسح. ٣ٝز٘بٝة ثٞسؽجشؽ ٝصٓ ِٚ٤ثشرشإ ثٌ٤بس ػِ ٠ه٤بدح اُيبئشح اُز ٢رزغغ ُؾخـ ٝاؽذ كوو. ٝأؽبسد إُ ٠إٔ اُيبئشح عززبثغ اُؾشٝم كٞم ٓ٘يوخ األٛشآبد هجَ ٛجٞىٜب ٝاُيبئشح ٢ٛاأل ٠ُٝاُز ٢رؼَٔ ثبُيبهخ اُؾٔغ٤خ ثذ ٕٝاٗجؼبصبد ٝثذٝ ٕٝهٞد ك ٢إىبس سؽالرٜب اُزغش٣ج٤خ ؽ ٍٞاُؼبُْ. ٝأهِؼذ اُيبئشح اُ ّٞ٤االص٘ٓ ٖٓ ٖ٤ذ٘٣خ إؽج٤ِ٤خ األعجبٗ٤خ ،ك ٢ىش٣وٜب ُٔقش. ك ٢اُزبعغ ٖٓ آراسٓ/بسط 2015اٗيِوذ اُيبئشح ٖٓ أثٞظج ٢ثبرغبٓ ٙغوو، صْ اُ ٠اؽٔذ اثبد ٝكشاٗبع ٢ك ٢اُٜ٘ذٓٝ ،بٗذاال ١ك ٢ثٞسٓب ،صْ ؽٗٞـزؾ٘٤ؾ ٗٝبٌٗ ٖ٤ك ٢اُقٜ٘ٓٝ ،ٖ٤ب إُٗ ٠بؿ٣ٞب ك ٢اُ٤بثبٕ هجَ االٗزوبٍ إُٛ ٠بٝا١ كٌبُ٤لٞسٗ٤ب ٖٓٝ ،صْ ٖٓ اُؾشم االٓ٤شً ٢اُٞ٣ٞ٤ٗ ٠سى ك ٢اُـشة كٓ ٢ؾيبد ػذح ،صْ ػجشد أُؾ٤و االىِغ ٢اُ ٠اعجبٗ٤ب. ٝعش ٟاُزخي٤و ُٔؾشٝع سؽِخ اُيبئشح ؽ ٍٞاُؼبُْ ٓ٘ز أًضش ٖٓ 12ػبٓب ثٜذف ص٣بدح اُزٞػ٤خ ثظبٛشح اُزـ٤ش أُ٘بخٝ ٠ىشػ ؽِ ٍٞاُيبهخ اُقذ٣وخ ُِج٤ئخ.
http://www.almasalla.travel/ أ٣برب :ى٤شإ االٓبساد اُضبُضخ ػبُٔ٤ب ك ٠اُؾؾٖ اُغٟٞ أكبد االرؾبد اُذُِ٘ ٢ُٝوَ اُغ( ١ٞأ٣برب) ،ثإٔ ؽشًخ «ى٤شإ اإلٓبساد» ٗوِذ ٗؾٞ ٕٞ٤ِٓ 2.5ىٖ ٖٓ اُؾؾ٘بد اُغ٣ٞخ خالٍ ػبّ ُ ،2015زؾَ ك ٢أُشًض اُضبُش ػبُٔ٤بً ثؼذ ؽشًز« ٢ك٤ذًظ» ٞ٣«ٝ ،ث ٢إط». ٝرًش االرؾبد ك ٢روش٣ش ػٖ أداء هيبع اُ٘وَ اُغ ١ٞإٔ ؽشًبد اُي٤شإ ك ٢اُؾشم األٝعو ،اعزيبػذ ٗوَ ٓ ٕٞ٤ِٓ 188.2غبكش ك ٢ػبّ ،2015ث٘غجخ ٗٔ ٞثِـذ ٓ %8.1وبسٗخ ثؼبّ ٓ ،2014ؾ٤شح إُ ٠إٔ ؽقخ اُ٘بهالد اُغ٣ٞخ ك ٢اُؾشم األٝعو ٖٓ إعٔبُ ٢أػذاد أُغبكش ٖ٣ؽ ٍٞاُؼبُْ ٝفِذ إُ.%5.3 ٠ ٝٝكوبً ُِج٤بٗبد اُقبدسح ػٖ ؽشًبد اُي٤شإ اُٞى٘٤خ« :ى٤شإ اإلٓبساد»، «االرؾبد ُِي٤شإ»« ،كال ١دث«ٝ ،»٢اُؼشث٤خ ُِي٤شإ» ،كئٕ اُؾشًبد األسثغ ٗوِذ ٗؾٓ ٕٞ٤ِٓ 85.3 ٞغبكش خالٍ ػبّ 2015ث٘ٔٗ ٞغجز %15.5 ٚػٖ اُؼبّ اُغبثنُ ،زغزؾٞر ػِ ٖٓ %45 ٠إعٔبُ ٢أُغبكش ٖ٣ك٘ٓ ٢يوخ اُؾشم األٝعو. ٝأٝمؼ «أ٣برب» ك ٢روش٣ش ٙإٔ اُٜ٘ذ رقذسد ًأًضش أعٞام اُغلش ٗٔٞاً ك ٢أػذاد اُشًبة أُؾِ ،ٖ٤٤ثؼذ إٔ عغِذ ًٗٔٞا ث٘غجخ %18.8ك ٢أػذاد أُغبكش ٖ٣داخَ عٞهٜب أُؾِ٤خ ٓوبسٗخ ثؼبّ 2014ثأًضش ٖٓ ٓ ٕٞ٤ِٓ 80غبكشٓ ،زغبٝصح اُغٞم اُشٝع٤خ اُز ٢ؽِذ صبٗ٤بً ث٘ٔٗٝ %11.9 ٞؾٓ ٕٞ٤ِٓ 47 ٞغبكش. ٝهبٍ أُذ٣ش اُؼبّ ٝاُشئ٤ظ اُز٘ل٤زُ ١الرؾبد اُذُِ٘ ٢ُٝوَ اُغ ،١ٞر ٢ٗٞربِ٣ش ،إٕ «ؽشًبد اُي٤شإ ٗوِذ ثأٓبٕ ٓب ٓغٔٞػ٤ِٓ 3.6 ٚبساد ساًت خالٍ اُؼبّ أُبم ،٢أٓ ١ب ٣ؼبدٍ ٖٓ %48عٌبٕ األسكًٔ ،ب ٗوِذ ٕٞ٤ِٓ 52.2ىٖ ٖٓ اُؾؾٖ اُغ ١ٞثؤ٤خ رقَ إُٗ ٠ؾ ٞعزخ رشٗٞ٤ِ٣بد دٝالس»ٓ ،ؾ٤شًا إُ ٠إٔ «اُويبع ٣غ ْٜك ٢دػْ ٝ ٕٞ٤ِٓ 63ظ٤لخ
http://www.almasalla.travel/ اُؼشث٤خ ُِي٤شإ رغ٤ش سؽالرٜب اُ ٠ثبر ٢ٓٞثغٞسع٤ب اُؾبسهخ "أُغِخ" .....ثذأد "اُؼشث٤خ ُِي٤شإ" ،أٝ ٍٝأًجش ؽشًخ ى٤شإ اهزقبد ١ك٘ٓ ٢يوخ اُؾشم األٝعو ٝؽٔبٍ إكش٣و٤ب ،سؽالرٜب إُٓ ٠ذ٘٣خ ثبر ،٢ٓٞصبٗ ٢أًجش ٓذ٘٣خ ك ٢عٞسع٤ب. ٝرغّ٤ش "اُؼشث٤خ ُِي٤شإ" سؽالرٜب إُ ٠أُذ٘٣خ ٓشر ٖ٤ك ٢األعجٞع ٢ٓٞ٣اُخٔ٤ظ ٝاُغجذ اٗياله ًب ٖٓ ٓوشٛب اُشئ٤غ ٢كٓ ٢يبس اُؾبسهخ اُذ ،٢ُٝؽ٤ش روِغ سؽالد اُزٛبة ػ٘ذ اُغبػخ 13:15ثزٞه٤ذ اُؾبسهخُ ،زقَ إُٓ ٠يبس ثبر ٢ٓٞاُذ ٢ُٝػ٘ذ اُغبػخ 16:40ثبُزٞه٤ذ أُؾِ.٢ أٓب سؽالد اُؼٞدح ،كز٘يِن ٖٓ ثبر ٢ٓٞػ٘ذ اُغبػخ ُ 17:30زقَ إُٓ ٠يبس اُؾبسهخ اُذ٢ُٝ ك ٢اُغبػخ .20:50 ٝروغ ثبر ٢ٓٞػِ ٠ؽٞاىئ اُجؾش األعٞدٝ ،رزٔ٤ض ثزبس٣خٜب اُؼش٣ن ٝىج٤ؼزٜب األخّبرحٝ .هذ اؽزُٜشد أُذ٘٣خ ًٞعٜخ آٓ٘خ راد أعؼبس اهزقبد٣خٓ ،ب ٣غؼِٜب رغزويت أُغبكش ٖ٣اُجبؽضٖ٤ ػٖ ٓب ٞٛأًضش ٖٓ ٓغشد ع٤بؽخ روِ٤ذ٣خٝ .روذّ ثبرُ ٢ٓٞضٝاسٛب ٓغٔٞػخ ٖٓ اُقشٝػ اٌُالع٤ٌ٤خ اُز ٢رؼٞد إُ ٠اُوشٕ اُزبعغ ػؾش ٝاُز ٢رؾٌَّ ٓؼبُْ أُذ٘٣خ اُزبس٣خ٤خٓ ،ضَ أُزبؽق ٝأُٞاهغ اُزبس٣خ٤خ ٝأُشاًض اُضوبك٤خ. ًٔب رُؼشف ٓذ٘٣خ ثبر ٢ٓٞثؾٞاىئٜب اُغِٔ٤خ ٝؽذائوٜب اُخالثخ ٝعبؽبرٜب اُلغ٤ؾخٝ .هذ عبٔٛذ اُض٣بدح كٗ ٢غجخ اُغ٤بػ اُز ٖ٣رغزوجِ ْٜأُذ٘٣خ خالٍ اُؼوذ األخ٤ش ك ٢ص٣بدح ػذد أُجبٗ٢ اُؾذ٣ضخ ٓضَ اُل٘بدم اُلخٔخ ٖٓ كئخ اُخٔظ ٗغٝ ّٞأُ٘زغؼبد اُؼبُٔ٤خ ،اُز ٢رز٘بؿْ ثزقٜٔٔ٤ب ٓغ ٛز ٙأُذ٘٣خ اُؼش٣وخ ُزؾٌَ ٗبكزح ريَ ػِ ٠ربس٣خ ثبر ٢ٓٞاُـ٘.٢ ٝهبٍ ػبدٍ اُؼِ ،٢اُشئ٤ظ اُز٘ل٤زُٔ ١غٔٞػخ "اُؼشث٤خ ُِي٤شإ" :رؾظ ٠ثبر ٢ٓٞثأ٤ٔٛخ ٓز٘بٓ٤خ ًٞعٜخ ع٤بؽ٤خ ٓزٔ٤ضح ٝخبفخ خالٍ أؽٜش اُق٤قٗٝ .ؾٖ عؼذاء ثجذء سؽالر٘ب اُ٠ ٛز ٙأُذٝ ٞ٘٣رٞع٤غ ؽجٌخ ٝعٜبر٘ب مٖٔ عٞسع٤ب٣ٝ .غشٗب ٖٓ خالٍ اىالم ٛز ٙاُشؽالد اُغذ٣ذح ٓ٘ؼ أُغبكشٓ ٖ٣غ اُؼشث٤خ ُِي٤شإ ،عٞاء ثـشك اُزشك ٚ٤أ ٝاألػٔبٍ ٖٓ ،أٗؾبء أُ٘يوخ اُؼشث٤خ اُلشفخ ُض٣بسح ٛز ٙاُٞعٜخ أُٔ٤ضح ،ثبالمبكخ اُ ٠أُغبٔٛخ اُلؼَبُخ كٞٔٗ ٢ هيبع اُغ٤بؽخ ٝاالهزقبد أُؾِ".٢ ٝرو" ّٞاُؼشث٤خ ُِي٤شإ" ثزغ٤٤ش سؽالد ٤ٓٞ٣خ إُ ٠اُؼبفٔخ رجِ٤غ ،٢أًجش ٓذٕ عٞسع٤ب اُز٢ ثشصد ثغشػخ ك ٢أُؾٜذ اُغ٤بؽ ٢ك ٢أٝسٝثب ،ؽ٤ش أظٜش روش٣ش ُٔ٘ظٔخ اُغ٤بؽخ اُؼبُٔ٤خ ُؼبّ 2014إٔ عٞسع٤ب عغِذ ص٣بدح ك ٢أػذاد اُضائش ٖ٣اُذ ٖ٤٤ُٝث٘غجخ أًجش ٖٓ أ ١ثِذ أٝسٝث٢ آخش. ٝرغّ٤ش اُؼشث٤خ ُِي٤شإ سؽالرٜب اُ ّٞ٤إُ ٠أًضش ٖٓ ٝ 120عٜخ ك 33 ٢ثِذاً ك ٢اُؾشم األٝعو ٝآع٤ب ٝإكش٣و٤ب ٝأٝسٝثب.
www.albawabhnews.com
"ٓقش ُِي٤شإ" ر٘ظْ سؽالد داخِ٤خ رجذأ ٖٓ 990عًٜ٘٤ب
رغزؼذ ٓقش ُِي٤شإ ُزذؽ ٖ٤أٝ ٍٝأًجش ؽٔالرٜب اُز٘ؾ٤ي٤خ خالٍ أُٞعْ اُق٤ل ٢اُؾبُ ٢ثؼ٘ٞإ "إعبصري كٓ ٢قش" رؾذ سػب٣خ ؽش٣ق كزؾٝ ٢ص٣ش اُي٤شإ أُذٗ ،٠ثٜذف ر٘ؾ٤و ٝدػْ اُغ٤بؽخ اُذاخِ٤خ. ٝريشػ ؽشًبد ٓقش ُِي٤شإ ُِغ٤بؽخ اٌُشٗي ٝاُخيٞه اُغ٣ٞخ ٝإًغجش٣ظ، ثبُزؼبٓ ٕٝغ ثؼل اُل٘بدم اٌُجش ،ٟثشٗبٓغًب ع٤بؽً٤ب ٓزٌبًِٓب ُٔذح أسثؼخ أ٣بّ (صالس ُ٤بٍ) ،ثأعؼبس ر٘بكغ٤خ رجذأ ٖٓ 990عٜ٘٤ب ٓقش٣ب ُِل٘بدم صالس ٗغّٞ 1095ٝعٜ٘٤ب ُِل٘بدم أسثغ ٗغ 1350ٝ ّٞعٜ٘٤ب ُِل٘بدم خٔظ ٗغ ّٞك٢ ًَ ٖٓ ؽشّ اُؾ٤خ ٝاُـشدهخ ٝاألهقش ؽبِٓخ رزاًش اُي٤شإ ٝاإلهبٓخ. ٝأًذ فلٞد ٓغِْ سئ٤ظ ٓغِظ إداسح اُؾشًخ اُوبثنخ ُٔقش ُِي٤شإ، رشر٤ت ٝر٘ظٛ ْ٤ز ٙاُجشآظ اُغ٤بؽ٤خ ٓجبؽشح ٓغ اُل٘بدم ثؾشّ اُؾ٤خ ٝاُـشدهخ ٝاألهقش ٖٓٝ ،أُوشس إٔ رجذأ اػزجبسا ٖٓ اُخٔ٤ظ أُوجَٝ ،رغزٔش ؽز ٠اُخبٓظ ٖٓ عجزٔجش ،ثؾ٤ش ٣غزي٤غ اُؼٔالء االعزلغبس ٝؽغض اُجشٗبٓظ أُوذّ ٖٓ خالٍ ص٣بسح كشٝع ٓقش ُِي٤شإ ُِغ٤بؽخ "اٌُشٗي" ،أ ٝاالرقبٍ ػِٓ ٠شًض اُخذٓخ اُزِ٤ل٤ٗٞخ اُزبثغ ُٜب ػِ ٠سهْ ُ 16175العزٔزبع ثونبء ػيالر ْٜك ٢رِي أُذٕ اُغ٤بؽ٤خ اُغبؽشح. ٝأمبف إٔ ٓقش ُِي٤شإ ُٖ رزٞإ ػٖ روذ ْ٣أُض٣ذ ٖٓ اُؼشٝك ُؼٔالئٜب اٌُشاّ داخَ ٓقش ٝخبسعٜب ،خبفخ اُؼشٝك اُزش٣ٝغ٤خ ُٔ٘بىن اُغزة اُغ٤بؽ ٠ثبُجالد ،دػٔب ٜٓ٘ب ُؾشًخ اُغ٤بؽخ.
http://www.elwatannews.com/ اُخٔ٤ظٓ" ..قش ُِي٤شإ" ريِن ثشٗبٓغٜب ُز٘ؾ٤و اُغ٤بؽخ اُذاخِ٤خ ثـٓ 3ذٕ رغزؼذ ؽشًخ "ٓقش ُِي٤شإ" ُزذؽ ٖ٤أٝ ٍٝأًجش ؽٔالرٜب اُز٘ؾ٤ي٤خ خالٍ أُٞعْ اُق٤ل٢ اُؾبُ ،٢رؾذ ؽؼبس "إعبصري كٓ ٢قش" ،ثشػب٣خ ؽش٣ق كزؾٝ ٢ص٣ش اُي٤شإ أُذٗ.٢ ٝهبٍ فلٞد ٓغِْ ،سئ٤ظ ٓغِظ إداسح اُؾشًخ اُوبثنخ ُـ"ٓقش ُِي٤شإ" ،إٗ٘ٓ ٖٓ ٚيِن ؽشؿ اُؾشًخ ػِ ٠أداء ٓغؤ٤ُٝزٜب رغب ٙاُٞىٖ كٓ ٢غبٍ ر٘ؾ٤و ٝدػْ اُغ٤بؽخ اُذاخِ٤خ إُ٠ ٓ٘بىن اُغزة اُغ٤بؽ ٢أُقش٣خ ،ريشػ ؽشًبر٘ب ُِغ٤بؽخ اٌُشٗي ٝاُخيٞه اُغ٣ٞخ ٝإًغجش٣ظ ،ثبُزؼبٓ ٕٝغ ثؼل اُل٘بدم اٌُجش ،ٟثشٗبٓغب ع٤بؽ٤ب ٓزٌبٓال ُٔذح 4أ٣بّ ثـ3 ُ٤بٍ ،ثأعؼبس ر٘بكغ٤خ رجذأ ٖٓ 990عٜ٘٤ب ُِل٘بدم ٗ 3غ 1095ٝ ،ّٞعٜ٘٤ب ُِل٘بدم 4 ٗغ 1350ٝ ،ّٞعٜ٘٤ب ُِل٘بدم ٗ 5غ ،ّٞك ٢ؽشّ اُؾ٤خ ٝاُـشدهخ ٝاألهقش ؽبِٓخ رزاًش اُي٤شإ ٝاإلهبٓخ. ٝأمبف ٓغِْ ،ك ٢ث٤بٕ فؾل ٢اُ ،ّٞ٤إٔ "ٓقش ُِي٤شإ" رشرت ٝر٘ظْ ٛز ٙاُجشآظ اُغ٤بؽ٤خ ٓجبؽشح ٓغ اُل٘بدم ثؾشّ اُؾ٤خ ٝاُـشدهخ ٝاألهقشٓ ،ؾ٤شا إُ ٠أٗ ٖٓ ٚأُوشس إٔ رجذأ اُشؽالد اػزجبسا ٖٓ اُخٔ٤ظ أُوجَ ٝرغزٔش ؽز 5 ٠عجزٔجش أُوجَٓ ،ؾ٤شا إُ ٠إٔ اُؼٔالء ثٔوذٝس ْٛاالعزلغبس ٝؽغض اُجشٗبٓظ أُوذّ ٖٓ خالٍ ص٣بسح كشٝع ؽشًخ "ٓقش ُِي٤شإ" ُِغ٤بؽخ اٌُشٗي أ ٝاالرقبٍ ػِٓ ٠شًض اُخذٓخ اُزِ٤ل٤ٗٞخ اُزبثغ ُٜب ػِ ٠سهْ 16175؛ ُالعزٔزبع ثونبء ػيالر ْٜك ٢رِي أُذٕ اُغ٤بؽ٤خ اُغبؽشح. ٝربثغ إٔ اُؾشًخ ُٖ رزٞاٗ ٠ػٖ روذ ْ٣أُض٣ذ ٖٓ اُؼشٝك ُؼٔالئٜب اٌُشاّ داخَ ٓقش ٝخبسعٜب ،خبفخ اُؼشٝك اُزش٣ٝغ٤خ ُٔ٘بىن اُغزة اُغ٤بؽ ،٢دػٔب ٜٓ٘ب ُؾشًخ اُغ٤بؽخ. ٖٓ عٜزً ،ٚؾق ٓقذس ثٞصاسح اُغ٤بؽخ إٔ اُٞصاسح رذػْ رِي أُجبدساد اُز ٢رٜذف إُ٠ ر٘ؾ٤و ؽشًخ اُغ٤بؽخ اُذاخِ٤خٝ ،رؼَٔ ػِ ٠إٗؼبػ اُل٘بدم ٝاعزٔشاس اُؼَٔ ثٜب ،خبفخ ك٢ أُذٕ اُغ٤بؽ٤خٛٞ٘ٓ ،ب ثأٗ ٚثؼذ اٗزٜبء اُؼَٔ ثٔجبدسح "ٓقش ك ٢هِٞث٘ب" ٓب ٞ٣أُبم،٢ أُٞعٜخ ُز٘ؾ٤و اُغ٤بؽخ اُذاخِ٤خُ ،ؼذّ ٝعٞد ٓخققبد ٓبُ٤خٗٝ ،غت اإلؽـبٍ ثزِي أُذٕ ك ٢رشاعغ ٓغزٔش ٝاُؼذ٣ذ ٖٓ اُل٘بدم أؿِوذ أثٞاثٜبٛٞ٘ٓ ،ب ثإٔ اُٞصاسح رذػْ أٓ ١جبدساد ُززؾ٤و اُؾشًخ اُغ٤بؽ٤خ اُٞاكذح إُ ٠أُذٕ أُقش٣خ ،عٞاء ع٤بؽخ داخِ٤خ أٓ ٝغزغِجخ ٖٓ اُخبسط.
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ٝص٣ش اُي٤شإ :اُِغ٘خ اُل٘٤خ عزقذس ٗزبئظ عذ٣ذح ؽ ٍٞاُيبئشح أٌُ٘ٞثخ خالٍ أعبث٤غ أًذ ؽش٣ق كزؾٝ ،٠ص٣ش اُي٤شإ ،إٔ اُزؾِ٤الد اُل٘٤خ ثؾإٔ اُيبئشح أُقش٣خ أٌُ٘ٞثخ ٓبصاُذ عبس٣خٝ ،عبس ٟؽبًُ ٤ب اُشثو ث ٖ٤أُؼِٓٞبد ٝأعٜضح اُزغغَ٤ أُخزِلخٓ ،ؾ٤شا إُ ٠أٗ ٚخالٍ األعبث٤غ أُوجِخ عزقذس اُِغ٘خ ث٤بٗب ؽ ٍٞثؼل اُ٘زبئظ اُز ٠عززٞفَ ُٜب ٗز٤غخ ٛزا اُشثوٓ ،ن٤لب "ٓبصُ٘ب ٓغزٔش ٖ٣ك ٠اُجؾش ػٖ أؽالء اُنؾب٣ب ،هٔ٘ب ثٔذ اُؼَٔ ثغل٘٤خ اُجؾش ُضبٗٓ ٠شحٝٝ ،عؼ٘ب ٗيبم اُجؾش ٓشر ،ٖ٤ؽز ٌٕٞ٣ ٠مٔ٤شٗب ٓشربؽبٗ ُٖٝ ،زشى أ٣خ اؽالء ألٜٗب ٓغئ٤ُٞخ أخاله٤خ"ٝ .أمبف ٝص٣ش اُي٤شإ ،خالٍ ٓذاخِخ ٛبرل٤خ ٓغ ثشٗبٓظ "أؽذاس اُٜ٘بس" أُزاع ػِ ٠كنبئ٤خ "اُٜ٘بس" ،اُ ّٞ٤االص٘ ُٞ" ،ٖ٤ػ٘ذٗب ٓؾٌِخ ٘ٛوق ٗوُٜٞبٝ ،رُي ُ٤ظ ٜٗب٣خ اُؼبُْ ،كٜ٘بى دً ٍٝض٤شح رلؼَ رُي"ٞٓ ،مؾ ًب إٔ اُيبئشح خشعذ ٖٓ ٌٓبٜٗب ثزوش٣ش ك٘ٝ ، %100 ٠إٔ ؽشًخ ٓقش ُِي٤شإ أعشد اُق٤بٗخ ػِ ٠أًَٔ ٝع ٚثٔؼ٘" ٠صٓ ٟب هبٍ اٌُزبة" هجَ اُقؼٞد ٌُٖٝ ،أ ٚ٣اُِ٠ ؽقَ كٞم ..د ٙعبثن ألٝاٗٝ ."ٚأؽبس "كزؾ "٠إُ ٠أٗ٘ب اعزيؼ٘ب إثشاّ ارلبه٤بد ٓغ ك٘بدم ثؾشّ اُؾ٤خ ٝاُـشدهخ ُز٘ؾ٤و اُغ٤بؽخٗ ُْٝ ،غزضٖ األهقش ٝأعٞإ ٖٓ ثشٗبٓظ "إعبصري كٓ ٠قش"ٞٓ ،مؾبً إٔ اُخيٞح اُوبدٓخ ع ٌٕٞ٤ر٘ؾ٤و اُغ٤بؽخ ٖٓ اُخبسط ،اُجشٗبٓظ ؽبُ٤بً ثبألعؼبس أُؾِ٤خٝ .أًذ ٝص٣ش اُي٤شإ ،إٔ ٓجبدسح "إعبصري كٓ ٠قش" ٓغزٔشح ثؼذ اُق٤ق ،أٗ٘ب هٔ٘ب ثبُٔجبدسح دػٔب ُِغ٤بؽخ ثؼ٤ذاً ػٖ اُشثؼ ٖٓ ،أعَ رؾش٣ي أُ٤ب ٙاُشاًذح ٝر٘ؾ٤و اُغ٤بؽخ اُذاخِ٤خٓ ،ؾ٤شا إُ ٠إٔ ٓقش ُِي٤شإ رغزخذّ إٌٓبٗ٤برٜب ً٘بهَ ،هبئال" ،إٕ ؽبء اهلل عٞف رٌ" ٕٞإعبصري كٓ ٠قش" أ ٠ُٝخيٞاد اُز٘ؾ٤و ثبُزؼبٓ ٕٝغ ٝصاسح اُغ٤بؽخ.
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ؽشً ٚر٘والد ثبُخذٓبد اُغ٣ٞخ كٓ" ٢قش ُِي٤شإ"
أفذس فلٞد ٓغِْ سئ٤ظ اُؾشًخ اُوبثنخ ٓقش ُِي٤شإ ،هشاسًا ثؾشً ٚر٘والد ٝرشه٤بد داخِ٤خ عذ٣ذح ثؾشًخ ٓقش ُِي٤شإ ُِخذٓبد اُغ٣ٞخ ٖٓ ،أعَ ري٣ٞش اُؼَٔٝ ،إؽالٍ دٓبء ؽبثخ ك٢ ٓٞاهغ ه٤بد٣خ ػذ٣ذح. ٝر ٠ُٞىبسم دعٞه٘ٓ ٠قت ٓغبػذ سئ٤ظ ٓغِظ إداسح اُخذٓبد اُغ٣ٞخ٤ٗٝ ،بص ٟسأكذ سئ٤ظ هيبع اُزؾـ َ٤خِلب ُ ،ٚثؼذ إٔ ًبٕ ٣ؾـَ ٓ٘قت ٓذ٣ش ػبّ أُؾشٝػبد ٝأُخبصٕ. ًٔب ر ٠ُٞىبسم اُؾ٤خ ٓذ٣ش ػبّ اُزخي٤و٘ٓ ،قت ٓذ٣ش ػبّ إداسح أُخبصٕ ،ثٔ٘٤ب ر ٠ُٞؽبصّ ػجذ اُشؽٖٔ ٓذ٣ش إداسح اُؼِٔ٤بد، ٓ٘قت ٓذ٣ش إداسح اُزٔٝ ،ٖ٣ٞؽـَ ؽٞه ٠اُؾؾبد ٓ٘قت ٓذ٣ش اإلداسح اُؼبُٓ ٚإلٗزبط ،ثؼذ إٔ ًبٕ ٣ؾـَ ٓ٘قت ٓذ٣ش إداسح اُزٔ ٖ٣ٞثبُؾشًخ.
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Qatar Airways flying high July 11 - Qatar Airways Cargo has reported a record 2016 fiscal year, growing to the third-largest cargo operator in the word and increasing its freighter destinations to 54.
Qatar Airways Cargo added Dallas, Budapest, Prague, Ho Chi Minh City, and New York to its network in the period ending March 31, 2016, increasing its available tonnage worldwide. Its fleet is expected to grow to 22 aircraft by 2017. Overall, Qatar Airways Group posted an operating profit of QAR3 billion (USD823 million) for the 2016 fiscal year - nearly three times higher than its 2015 fiscal year profit.
http://www.dallasnews.com/ United Airlines plane blows two tires when pilot halts takeoff in Houston
A United Airlines plane blew out two of its tires when a pilot abruptly stopped its takeoff from a Houston airport due to concerns about a possible mechanical problem. Airport officials say the Boeing 737 was taking off from Bush Intercontinental Airport to Denver at around 6 a.m. Monday when the plane's crew spotted a possible mechanical malfunction and the pilot slammed the brakes. Two of the plane's tires blew out as the aircraft came to a stop. No injuries were reported among the 164 passengers and six crew members. Passengers got off the plane, were taken back to a terminal and later boarded another aircraft that left for Denver. It was not immediately known what mechanical problem the plane might have experienced.
http://seekingalpha.com/ Qatar Airways considering Boeing 737 Max in place of Airbus, CEO says
Qatar Airways says it is in talks about purchasing a "large number" of Boeing (BA+1.6%) 737 Max aircraft amid a dispute with Airbus (OTCPK:EADSF,OTCPK:EADSY) over unresolved faults with its A320neo model. The airline, which has canceled delivery of one A320neo due to glitches with engines made by Pratt & Whitney, will continue rejecting the plane until the issues are fixed, CEO Akbar Al Baker said today at the Farnborough International Airshow. The airline CEO also is concerned about delivery rates of Airbus’s A350 wide-body, and says he is not sure that Airbus will be able to meet its target of handing more than 50 of the model to customers this year.
http://www.bloomberg.com/ Qatar Airways Looks at Up to 30 Boeing 737s in Place of A320neos Qatar Airways is in discussions about purchasing as many as 30 Boeing Co. 737 airliners amid a dispute with Airbus Group SE over unresolved faults with its A320neo model. The carrier, which has canceled delivery of one A320neo due to glitches with engines made by Pratt & Whitney, will continue rejecting the plane until the issues are fixed, Chief Executive Officer Akbar Al Baker said Monday at the Farnborough International Airshow outside London. The No. 2 Persian Gulf airline is focusing on potentially switching planes and hasn’t made progress on talks about swapping to the A320neo’s alternative engine, made by the CFM venture of General Electric Co. and Safran SA, he said. Qatar Airways is looking at both the NG and the upcoming Max versions of the single-aisle 737, Al Baker said. The Max, scheduled to enter service in 2017, will be Boeing’s direct rival to the A320neo and any inroads by the U.S. planemaker would be a coup. Airbus has said that United Technologies Corp.’s Pratt has begun supplying engines that have fixed the cooling flaws and will begin delivering planes equipped with those powerplants this month. The airline is also concerned about delivery rates of Airbus’s A350 wide-body, Al Baker said, adding that he isn’t sure the European manufacturer will be able to meet its target of handing over 50 of the model to customers this year. Qatar Airways has only received one A350 out of 10 scheduled to be delivered this year.
http://m.gdnonline.com/ Qatar Business Qatar Airways flight makes emergency landing in Romania
A Qatar Airways flight bound to Doha from Oslo, Norway, made an emergency landing in the Romanian capital of Bucharest yesterday (July 9 )due to a fault in one of its engines, said a report. The Boeing 787 Dreamliner, which was carrying some 254 passengers, was forced to change course one hour into the flight and was diverted to Bucharest's Henri Coanda International Airport, Doha Newsreported.
A replacement aircraft was dispatched to Bucharest and the flight resumed its course following an almost 12-hour delay. The new plane, also a 787 ŘŒlanded in Doha at 4:25am this morning, the report said.
1 atn.aero 72nd IATA AGM and World Air Transport Summit The International Air Transport Association (IATA) opened its 72nd Annual General Meeting (AGM) and World Air Transport Summit in Dublin, Ireland. ―Ireland is a great aviation country and the perfect location for the industry’s leaders to meet. Aviation is a force for good. This year, airlines will safely transport 3.8 billion passengers and 52 million tonnes of cargo. That will stimulate economies and spread prosperity. But aviation faces challenges in providing the safe, secure, efficient and sustainable connectivity that the world depends on. The next two days are an opportunity to work together as an industry to make flying even better,‖ said Tony Tyler, IATA’s Director General and CEO. In his keynote address Dr. Olumuyiwa Benard Aliu, President of the Council of the International Civil Aviation Organization (ICAO) said: ―IATA and ICAO have enjoyed several decades of productive colla boration.
More recently we’ve been engaged on a number of important priorities, including among others: •Flight tracking procedures; •Conflict zone risk management; •The safe integration of remotely-piloted and suborbital flight operations; •Cybersecurity preparedness; •Increased airspace capacity and operational efficiency; •The safe carriage of lithium batteries; •And of course, the environment.
2 atn.aero IATA has been a great ally in ICAO’s efforts to ensure that the decisions of our Member States are forward-looking, and in line with the current and future needs of the industry.‖ Report of Tony Tyler on the Air Transport Industry ―International civil aviation can greatly help to create and preserve friendship and understanding among the nations and peoples of the world.‖ From the beginning, both governments and industry conceived aviation as a force for good! Aviation makes our world a better place. In doing so, it supports 63 million jobs and underpins 3.5% of global GDP Airlines are engines of prosperity. But they have long struggled to turn a profit and reward investors. That is beginning to change.
This year we expect a collective net profit of $39.4 billion. It will be only the second year in our history—and the second in a row—in which airlines will make an aggregate return in excess of the cost of capital. After decades of capital destruction, that’s a significant achievement. But it is still just the minimum performance that investors expect. On average, airlines will make $10.42 for each passenger carried. Overall, despite generally adverse economic conditions, it is a good time for the air transport industry. -Consumers are getting great deals and lots of choice. -Investors are beginning to see reasonable rewards for the capital they risk. -And airlines are able to make critical investments and shore-up their resilience by paying down debt—although it will take several years of solid profitability to fix most balance sheets properly.
3 atn.aero Our success as an industry rests on areas where we work together: the foundation stones of: safety, security, global standards and sustainability. Each is strong, but not without challenges. In bringing my remarks to a close, I want to reflect on the power of partnership.
Partnership is essential for the continuous reinforcement of the foundation stones of safety, security, global standards and sustainability. It’s also important for our 264 members and the entire value chain to work together. Because together we can send a proud message that aviation is a force for good. And we can do more good when tax burdens and infrastructure constraints are removed, and when the principles of Smarter Regulation are applied properly. The framework for our modern industry was built by governments and airlines with a common vision that safe, regular and economical air transport would benefit the peoples of the world by creating and preserving friendships and understanding. With more than 100 years of history behind us we can confidently say that aviation has made the world a better place. We have done that by unleashing an irreversible and ever-more accessible capability to explore the world in which we live, to improve our lives with unprecedented mobility, and to grow prosperity by doing business globally. People are thirsty for the opportunities that aviation makes possible. Every day we safely transport ten million people and 140,000 tonnes of cargo . We are not just connecting people and shifting goods; our work is building a better future for the peoples of the world. Aviation’s potential has never been more inspiring. We are privileged to lead an industry that is a force for good.
4 atn.aero At the CEO Panel Insight Debate discussion moderated by Richard Quest the following CEOs participated: Bernard Gustin, CEO, Brussels Airlines (BG) ; Ed Bastian, CEO, Delta Air Lines (ED); Sir Tim Clark, President, Emirates Airline; Jayne Hrdlicka (JH), CEO, Jetstar Group; and Charamporn Jotikasthira, President of Thai Airways the issue of the security and aircraft tracking was discussed in the view of the Brussels terrorist attack and the Egyptair 804 flight going down into the water. The Brussels Airlines CEO said that the Brussels disaster, which came after a very good year for the airlines, gave him the opportunity to experience the amazing reaction of the airline’ s staff and the importance of aviation as Brussels remained 12 days without an airport. Being members of the Lufthansa group they were able to put the long haul to Zurich and Frankfurt and useδ provincial airport in Liege and Antwerp for local traffic. When asked whether security needs to be readdressed, he answered that the risk arose before security checks and this has to be solved with the Intelligence systems. They imposed after the disaster some extremely strong measures only to realize after a few days that they were not appropriate. He added that they need to continue to analyze the security process and do risk analysis but have pertinent measures and apply them consistently across the board. In the US on the other hand, the situation is different, the security procedures imposed by the TSA make passengers be delayed or misconnected. The problem has taken such extent that many airports are considering replacing or supplanting TSA. When asked Ed Bastian, CEO for Delta Air Lines, said that they have realized the problem and that they will deal with that and added that they as an airline did a lot to manage the issue, they innovated queuing process in Atlanta that they paid for themselves, which is going to have 50% reduction in how long it takes travelers to get through checkpoints. As the question of security in Asia has again been raised in terms of its being efficient and effective or not, Charamporn Jotikasthira, President of Thai Airways agreed that there is a need to improve over time as there are ways to hack systems, there is a need for a system that can detect faster, more accurately, with more quality. Jayne Hrdlicka, CEO of Jetstar Group, answered questions related to the investment of low-cost airlines in security. She answered that it is the airline’s job to ensure that the security that is provided for in the airports they operate meets the standards that we have set for ourselves. Since in several of the airports they are operating in the situation is not to these standards they take responsibility for the safety and security of their people and customers to make sure that the standards are consistent across the network.
5 atn.aero Sir Tim Clark, President, Emirates Airline in his turn when expressing his view on about aviation security in general he said that the industry is not doing enough although there have been so many wake up calls in the last couple of years. He said that it is easy for government agencies and organizations to blame on austerity their inability to fund the security apparatus and the systems and procedures but the aviation industry has to come up with a new set of protocols that ensure security for the travelling public and consumers. The industry has to cooperate with governmental agencies to identify the possibilities of people actually doing such attacks. He added that industry has to adopt far more readily the technological advances that are being made available to streamline the processes but at the same time increase the level of scrutiny. He stressed the need for flow of information between countries so as to have a more homogeneous intelligence service. When asked about airline tracking, he admitted that the fact that the problems in trying to locate an aircraft that has had a major incidence ―is a disgrace―. These incidents impose on the industry a need to be able to track aircraft at every point on their journey, which, as he said, Emirates does anyway, within 15-20 minutes they know where all the airline’s aircraft are, where they fly or on the ground at the same time. He added that the manufacturers too need to come up with the data records, both CVR and cockpit voice recorders and flight data recorders that have to be far more robust, able to survive intact and with much more power to develop beacons and locating systems in very remote areas, on the sea or in the river. When faced with the remark that six years have passed since the flight 370 incident and still the industry is unable to locate missing aircraft and many experts argue that the airlines are reluctant to spend the money on tracking and streaming of data, they all agreed that it is not a financial issue and the only question is a question of governance. The industry has to come to a consensus and agree on common standards: for example at what frequency the aircraft will be sending it out tracking information, the industry is waiting for an ICAO solution that everyone is going to adopt. They all agreed though that irrespective of the cost it has to be done because as Sir Tim Clark put it ―Not to do it is delinquency‖
6 atn.aero When Richard Quest asked them about results and yields because airlines seem to be that making good money they all claim the yield is under pressure and to comment on the influence of the lower fuel price Ed Bastian said that capacity has grown over the last few years driven by the dramatic reduction in oil prices. The pressure seen on yield is a reflection of the growing capacity. He commented he does not focus only on yield but looks at other aspects and metrics to understand the underlying health of the industry: demand is very strong especially in the US and fuel prices are stabilizing and the airline making record margins Bernard Gustin said when fuel prices gets up again the airlines will not be able to put it back in the yield so they need to keep a business plan both with the current fuel price as well as with the old fuel price especially in their case since their competitors in Brussels are low cost carriers such as Ryanair and Easyjet. When Jetstar’s CEO was asked whether there is unconstrained growth of capacity she answered that the growth of capacity ahead of underlying demand is not irrational when margins are attractive and costs well managed and strong return in invested capital. Sir Tim Clark said that the true causes behind yield suppression need to be examined. The lowering of the fuel prices was good news but they failed to foresee that the corporate sectors that drive many of the upper echelons of the yield will go with the oil prices. That brought us some difficulties. Then there was a currency issue, the strength of the US as the airline generates a large part of income on currencies that move south of the dollar, that affected the yield too. Third, the addition of capacity means extension of the revenue of greater distances, which causes yield dilution. On the other hand, while there is flat line projection for global economy, demand for airtravel is increasing at 6, 7 8 % in several areas including the Middle East, there is also an explosion of growth in the US domestic market. This means the airline backfills inventory with more passengers because demand is there. Their airline needs to adjust its business to the practical long-term change and this is low yield, the airline can do it. He announced that Emirates will 14 more A380s to their fleet of 79. Thai Airways’s President said that their problem was of a different nature as they unable to fill the aircraft as much as the others, and their load factors were 4-5% lower than the average, they will first fix that and and then deal with the other problems When the discussion turned to the question whether there will more manufactures of aircraft and more choice in the future Ed Bastian supported Delta’s decision to buy CS100s Bombardier and commented that they have been long time customers of their small and larger regional jets because they technologically and engine-wise efficient and reliable and they were given good financial terms. He also predicted that more airlines will consider acquiring Bombardier C-series aircraft.
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As Emirates are mostly wide body operator, Sir Tim Clark said they already have good choice between Boeing and Airbus which answer their needs with regard to the mission and the type of product the airline wants to offer. He wished ―good luck‖ to any manufacturer wishing to enter the market them if they get over the barriers to entry. Jane Hrdlicka said she expects see innovation coming in in the form of technology of the airframe and a strong Chinese manufacturer, which means there will be more choice in two decades from now than today. Then Richard Quest asked questions each airline individually. He asked whether Brussels Airlines will be around in two years from now, Bernand Gustin the airline will be there and will have the same operation model but more powerful with the power of a major aviation group, Lufthansa group, behind it. In the past airlines had to choose to be point-to-point or connecting, Low cost or service airline bur Brussels airline We tries to reconcile those dimensions and they have positioned themselves a hybrid airline. People do not want to pay but they want a level of service and even the low cost carriers are investing now in service As for the name of airline he said that the airline will be called what has value for the customer as it has been proven with the airline’s Africa routes. The airline played a crucial role during the Ebola crisis and has gained its value as a brand in Africa that it did not have before when it was Sabena. He stressed that a brand is something that responds to a customer need a brand name that responds best to the Belgian customer, the European customer and the African customer and the US customers which are the markets the airlines serves
8 atn.aero Thai Airways’ president was asked about the airline’s strategy to deal with their problems. He answered that they have a two-year reform programme, they have already achieved a profit margin 12% on sales so they are on track reform plan. They intend to remain a full service carrier with a major very efficient hub. He added that they realised after following the developments of the last years that the ecosystem has been changing a lot as all demand coming into Thailand has been point-to-point to secondary cities. They operate in one the fastest growing regions in terms of demand, near India and China but the demand is becoming point-to-point which means that the model that the airline was following in the past has to be changed. When asked whether they will need a partner and more particularly a Gulf partner to do your long haul European routes he answered that if the market is India, China and Asia and there is going to be more and more point-to-point service they will have to be bigger. They may need partners of some sort, some form of alliance but I this alliance will not be as the ones of the past. In the past, a big airline in Europe, a big airline in Japan could connect throughout the world but this area is a non-united area, there are many states, there is Myanmar, Thailand Vietnam, so the partnership will most probably be bilateral. Jayne Hrdlicka (JH), CEO, Jetstar Group was asked how Qantas managed so successfully to incorporate a low-cost or a low-fare branch as some call it. She answered that they did it by really understanding their customers and recognising that there is a part of the market that is hungry for full service and is prepared to pay a premium to get it, but there is an equal part of the market that was not able to travel because the fares were too high and would prefer choice on how they travel and be able to pay for what they use. What they have done is effectively build a new brand that focuses squarely on that customer group and have protected the integrity by not trying to blur the line and keeping them very separate operationally, commercially and strategically. Bernand Gustin was asked again whether Lufthansa has considered an arrangement with an LCC for feed and he answered that first the airline needs to substantially reduce its cost to be price competitive, and this what they have done. There is no choice about that. But as they come from a service heritage airline and given that they will never be a cost leader, they try to keep a differentiation on service, a service that really people want. So they have played on connectivity, on the network and on the Belgian brand. There is a wish to have a specific brand. As there are other very strong brands within the Lufthansa group, if they want to go further they need to have the power of the group to be able to further reduce the cost, to get the commercial critical mass outside of Belgium. That’s where the right mix needs to be found.
9 atn.aero Delta’s CEO was asked How a giant airline accommodates the new reality of all those LCCs. Ot which he answered that they do it through segmentation within the aircraft, they have introduced a product called ―basic economy‖ for price sensitive types of travelling within the US. They are still experimenting with it as it is relatively new and the technology solution on it is complicated. Within the two they have to accommodate the low fare end and the highly sensitive business traveller that is willing to pay a premium and a couple of stages between the two. But it a much wider question, the airline needs to find who he wants to be, so they have moved upscale, they are not a commodity player and they generated a 10% premium in relation to the other US carriers. He stressed that ―If we were to be a commodity player we would not be around today‖. He admits that they have to accommodate a commodity component for the travel sector but they are not a commodity. As the carry two million passengers a year that pay a 10% premium on average, they have proven our point. Jetstar’s CEP pointed that both fares are not commoditised any more. Airlines have to look at what customers want: choice is definitely important for all customers and choice for people who are looking for value matters a lot. She said that their airline also extracts a relative 15% premium in relation to competition because they do not view themselves as a commodity product. They invest heavily in the brand, in the experience in ways that the customers value and are prepared to pay for it and give them the choice to custom design their experience. The Brussels Airlines’s CEO added that segmentation and differentiation is key. When their airline starts with a start price of 39 euros one way and has a very vocal pure low cost competitor at 21 euro for the same thing, the solution is to claim that it offers service as there is a whole heritage that exists besides. While the price is key, people say ―I want to know what I choose‖ The pure commodity product that happened a few years is going away but when there is a heritage of service that can help you differentiate yourself, then there is potential to make the difference. Brussels has all the LCCs of the world but Brussels Airlines grew by 30% more in the last two years.
10 atn.aero Richard Quest then turned to Emirates CEO and asked him how they accomodate with the LCCs that can offer feed from them into their long haul services. Sir Tim Clark answered that LCCs are here to stay, they continue to grow their business, they have been a significant player in the way civil aviation has developed in the last years giving consumers a very good choice. As long as the air industry business keeps the consumers at the heart of the business and it does what they are guiding to do then there is place for everybody. The differentiation whether it is between low cost and full service long haul or short haul, is something the industry has to adapt to, accept and encourage. It is part of civil aviation. After all it is the travelling public who benefits from LCC existence? The legacy carriers, as they are called, have to adapt and work with them. In terms of establishing a lower cost arm for Emirates, he answered ―no‖ but he added that they would work with them and they do. They have very good relationships with the Low Cost operators because they bring lots more people into the market, the whole principle was tapping incipient demand that could not afford the levels of fares that were available prior to their existence. What they did is that they brought efficiency, fleet efficiency, technological efficiency, distribution efficiency and suddenly a new branch of air transport industry was found. ―To not work with makes no sense‖. When asked about what new things they can offer to the upper end of the market they all agreed that it is the soft goods that matter after all. Everyone can buy the hard goods but the airlines invest now in relationship building. Delta, said its CEO, can boast on its relationship with corporate travelers and the fact they have one of the lowest maintenance cancellation records. They give the business traveler what he needs: dependability, reliability, quality, to arrive on time with their bags, he added that there is a lot of technology and process behind it but more than that a lot of willpower and culture
11 atn.aero Jetstar’s CEO said that invest a lot in their people both in full service and in low cost training, helping them to build skills, relationships with the customer. Jetstar wants to enable customers to enjoy the ability of pick and choose both to bundle and to unbundle. Emirates’ CEO said that the airline spends an awful lot of time and money on our premium product and the public knows about it and they have always done that and they will continue to do it. As soon as things mature, they will change to make things more interesting, they will be raising the bar for the consumers, the business community because ―we can do it‖. Panel discussion on Cyber Security The panelists were Major General Linda Urrutia-Varhall, the Assistant Deputy Chief of Staff, Director of National Intelligence for Aviation Security in the US, Intelligence, Surveillance and Reconnaissance, the Pentagon, Washington, D.C, Anja Kaspersen, Head of International Security for the World Economic Forum, Alan Pellegrini, CEO and President of Thales USA, Matthew Finn , Managing Director of Augmentiq, Calin Rovinescu, President and CEO of Air Canada and Kurt Pipal, , FBI Assistant Legal Attache for US Embassy in the UK. They all agreed that aviation being a symbol of globalisation remains an aspirational target for terrorists. The interconnected nature of the industry and interconnectibility of IT systems from baggage movement to ticket kiosk and flight systems represent an ever growing list of vulnerabilities and a whole brand new horizon of threats. It is however practically technologically and financially impossible to address all the issues. In the words of General Urrutia-Varhall the interaction between actors, threats and vulnerabilities can be viewed as an ecosystem of forces in which ―we are as strong as our weakest link‖. No entity can go alone against these threats. Airline industry, govenments, domestic and international Intelligence community, private and public sectors should come together gather and share information to characterise, assess threats, prioritise them and then act appropriately.
12 atn.aero Calin Rovinescu mentioned the ―very scary number‖ that experts estimate is the amount of damage caused last year by cyber hacks was in the vicinity of US$500 million world wide and that 94% of global airlines had some form of cyber security breaches. These incidents were ―a real wake-up call for the industry. Many of these attacks were dealt with because airlines had good technology protection but still these numbers make clear that as the industry moves towards more automation seeking the interconnectiveness that makes ir more efficient, attack surfaces expand exponentially.
Matthew Finn said businesses should look at security in a holistic way. He said there is currently a downward trend of documentation fraud, but an upward trend regarding identity theft. Alan Pellegrini said that the industy has seen recently an increasing number of high profile hacks, hacks in the wi-fi connectivity simply to steal passenger information that is flowing over those networks, a hack into the ground systems of an airline to steal financial transactions and information to collect the money the airline was supposed to collect. The threat is very real and although it has not resulted to serious safety related issues it is resulting into serious disrupting. The fact that there has been no serious incident means though that the industry is getting a lot of it right. Airlines now connect passengers to Wi-Fi on aircraft, they add connectivity to crews, aircraft operations are connected on the ground, some are experimenting with cloud-based avionics controlling aircraft operations. The move towards more automation is inescepable so the protection from cyber attackes. To build such protection requires a a multi-year plan with responsibility at the highest level and collaboration and information exchange between the aviation industry and governments.
13 atn.aero There are many technoloty tools Thales is working on to better protect the connected aircraft but there is no ―silver bullet‖, there is no one piece of technology that is going to solve all the industry problems because security is a process the same way threats are not static, they continue to evolve. ―Technology is not done, it continues monitoring security, operations centres are required to identify threats as they start to materialize and to mitigate them and then go ahead and implement addtional technology that is going to deal with new potential threats, so it is a continuous process.‖. According to Calin Rovinescu ―No matter how complex and good systems a company may have, problems are not solved overnight‖ and aviation must develop a capability to respond and recover. He pointed out that aviation industry must look at and work with other industries that have more maturity with cyber threats such as financial institutions, technology companies. The industry is very encouraged by the fact IATA is taking on this topic to prevent serious disruption and perhaps safety issues later. Anja Kaspersen admitted that the threat is real but she added that there is also ―fear mongering‖ because of the commercial interests invested in cyber security. She stressed that the combination of ―ignorance and unsubstantiated fear is dangerous and hampers preparedness‖ She cautioned airlines not to underestimate the psychological effect should as as they live off their reputation. Airlines have to respond to customer expectations for security concerns She added that aviation should work on the assumption that they receiving both physical and cyber attacks and and therefore work on how to protect the systems with more advanced software and develop some translation tools to compare traditional and new risks.
14 atn.aero Kurt Pipal pointed as airline companies possess and deal with huge amounts of data, they become by definition a target for industrial espionage. He cautioned companies to be very careful about subcontractors which do necessarily rely on the same system resilience. He stressed the importance of sharing intelligence information in the industry. "Build awareness and do not have a silo approach. Identify your vulnerabilities and make the assumption that you are going to be hacked. Participate in a 24/7 securities operation centre," and called the aviation to "Occasionally even use a so-called 'dark agent' - a hacker to test your system. Companies do fire drills, so why do they not do cyber security drills too« The Panel on the Climate Change Goals brought together representatives from industry, academia and NGOs to discuss the progress on the climate change goals the aviation industry faces and what is needed to reach them. The industry has to achieve a goal of climate neutral growth from 2020 but also the long-term target of cutting net CO2 emissions by half by 2050 compared to 2005 levels. The panelists were Angela Gittens, Director General of Airports Council International, Alan Joyce Qantas CEO, Patrick de Castelbajac, CEO of aircraft manufacturer ATR, John-Paul Clarke, professor at Georgia Institute of Technology and Tim Johnson of the International Coalition for Sustainable Aviation. 2050 might seeem a long way off ‖but due to industry time lags, there’s only around 10 years left to figure out how to reach the goal.‖ according to John-Paul Clarke. They all agreed that the industry in all its supply chain-manufacturers, airports, infrastructure, airlines- must come together to work in a concerted way to achieve how to go about achieveing these goals. A holistic perspective is needed as the industry stakeholders all are in direct dependency and the example od a fuel efficient aircraft that cannot operate efficiently because the air traffic management is not efficient. They stressed that sustainable development is not a question of being politically correct any more but a condition of the future existence of the industry, ―there is no other way than being environmentally respectful‖ said Patrick de Castelbajac.
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He added that aircraft manufacturers do consider now the environmental impact of their aircraft at every stage from design through to the eventual end-of-life disposal. ―There is also a greater convergence between economic and environmental interests, which we can see clearly on fuel burn,‖ he said. New technology and new management must be both environmentally and economically sustainable. The panelists agreed that passengers are passsionate about it and do want to offset the environmental impact of their flight, Alan Joyce said that one passenger every minute selects a voluntary offset program. Angela Gittens said that Airports have adopted the Carbon Accreditation Programme, a programme that provides airports with a common framework for active carbon management with measurable goal-postsand 20 airports are already carbon neutral. She added ICAO and IATA should undertake the role of coordinating bodies which will monitor, assess and pace the progress. It is necessary because ―If you can’t measure it, you can’t manage it,‖. Continuous transparent monitoring of what is been done by an independent entity would bring credibility according to JohnPaul Clarke. The panelists also agreed that ICAO and IATA will have to meet the challenge of balancing the different levels of maturity in terms of environmental measures around the globe, in other words those that move more quickly with those that have been left behind.
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Joyce said the new ICAO aircraft CO2 standard would drive advances in aircraft and engine technology, He complained that although there had been advances in navigation technology and procedures - such as the traffic control satellite navigation approaches to airports that saved his airline up to 60.000 tons of fuel - progress had been slow in improving Air Traffic management and developing ATC infrastructure He insisted though on the role of biofuels. He stressed that more studies should be undertaken on biofuels to make sure that they are produced in environmentally friendly way. ―Biofuels are the only way we are going to get to our 2050 target. It’s a question of how we as an industry can cooperate and how we can get governments interested enough to put a policy framework in place to make that happen.‖ Their development and insertion in the value chain will require R&D and help from governments and other industrial sectors. He called his government to support the local alternative fuels industry that creates new jobs and brings environmental benefits.
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Tim Johnson cautioned that it should not become an ―accountancy exercise, where we see one gallon of biofuel uplifted to an aircraft or a tonne of CO2 offset as the way we measure progress,‖ adding it was important to move beyond quantification and just emissions and consider the wider sustainable development agenda. Investment decisions needed to be taken now to reach the industry’s 2050 target, he suggested, and clarity was needed on what should happen, and by when. ICAO market-based measure is perfoming well but there must be emphasis on the other three pillars required for aviation emissions reductions – aircraft technology, operations and infrastructure.
http://news.xinhuanet.com/ Solar-powered aircraft leaves Seville for Cairo MADRID, July 11 (Xinhua) -- The aircraft Solar Impulse II, powered completely by solar energy, on Monday left the Spanish city of Seville to attempt to land in Cairo, Egypt on Wednesday. The route will be between 48 and 72 hours long depending on weather conditions. This will be the penultimate flight of the plane that will travel to Abu Dhabi afterwards. Andre Borschberg and Bertrand Piccard, who have been working on the aircraft for more than a decade, will pilot the aircraft. Borschberg will pilot the plane from Seville to Cairo crossing seven countries, after which Piccard will fly to Abu Dhabi. Borschberg said that the trip was "meaningful as it is my last flight in this round-the-world epic. I am happy that we're close to the end but also prudent knowing that it is not done yet. I have to stay really focused." The aircraft had been in Seville, in the south of Spain, for two weeks after successfully crossing the Atlantic Ocean. Solar Impulse II is able to fly night and day without any fossil fuel. It travels at between 45 and 55 km/hour reaching an altitude of 8,500 meters. The plane is wider than a 747 jumbo jet and weighs 2.3 tons.
1 http://www.ainonline.com/ Russia's New Generation Narrowbody Is On a Roll A grand unveiling of the Irkut MC-21-300 on June 8 established a relatively firm project timeline for the 160- to 212-seat narrowbody, and marked a measure of vindication for what many in the West have disparaged as a fringe project. In attendance at the ceremony, Russian prime minister Dmitry Medvedev spoke of the prestige the program has brought to the country, as well as its importance to helping move its economy forward. He also congratulated Irkut’s employees for their role in shaping the future of Russia’s return to prominence in commercial aircraft manufacturing. Expecting the MC-21 to gain Russian certification in 2018, United Aircraft subsidiary Irkut had hoped to fly the first airplane by the end of this year. However, during the rollout ceremony Medvedev referenced plans for first flight ―within a year,‖ and UAC officials acknowledged that a previously quoted target might prove optimistic unless all goes exactly to plan. Rather, that milestone appears most likely to happen in or around February 2017, according to aUAC spokesman.
2 http://www.ainonline.com/ Speaking with reporters in the Eastern Siberian capital Irkutsk, Irkut vice president of marketing Kirill Budaev referenced the potential to replace some of the Western partners on the program in the future, but he conceded the need for Russian companies to develop to Western standards before the OEM would consider any such move. ―We are trying to keep a balance,‖ he said. ―For sure we have an interest in both [Western and Russian suppliers]. We need to satisfy international airlines and they need international suppliers for sure. And we need to satisfy the Russian aviation industry because we need to force them to develop. We expect that, sooner or later, local Russian manufacturers will be at least at the same level as international ones.‖ Irkut will also need the help of international suppliers to provide customer support networks, added Budaev. In fact, Irkut has already signed a memorandum of understanding with Lufthansa Technik for MRO support. ―They have quite a wide network,‖ Budaev said of the German company. ―We can rely on such a big player and then if airlines say we want something more focused, we used to work with other MRO providers. We can authorize them; we do not have to build our own infrastructure…sales goes first, and then the customer service follows. It makes no sense to create something special, for example, in Australia, if sales will not be there.‖
3 http://www.ainonline.com/ Perhaps the program’s most prominent Western supplier, Pratt & Whitney, has now shipped three PW1400G geared turbofans out of an order for 100 engines, a pair of which will power the MC-21 on its first flight. An alternative powerplant— in the form of the domestically designed PD-14 turbofan— began flight tests on an Ilyushin Il-76 test bed earlier this year. Apart from the new engine choices, either of which Irkut claims will produce a 15-percent operating cost advantage over the current Airbus A320, the MC-21’s most radical advance centers on its carbon fiber wings, which take the airplane’s composite content to 30 percent. AeroComposit in Ulyanovsk, Russia, builds the wings using an out-of-autoclave resin transfer infusion process never before tried on a commercial aircraft. Both Airbus and Boeing use a more expensive process that requires an autoclave to cure their composite wings on theA350 and 787, respectively. Both of the MC-21’s chief competitors—the Boeing 737 Max and Airbus A320–use metal wings. Still, UAC president Yury Slyusar acknowledged the difficulty the MC-21 will encounter competing against the Western duopoly, whose well-established support networks and long history of sales to airlines around the world Irkut can only hope to one day match. ―We do understand that it will not be easy,‖ he said. ―But we are sure that the MC-21 is really nowadays the most competitive aircraft in its class. And that’s why we believe this aircraft will meet the demands of passengers, airlines and so on—due to its innovation, such as engines, such as avionics, such as composite wings.‖
4 http://www.ainonline.com/ While UAC’s definitive plans call for that innovation to extend to the smaller, 150-seat MC-21-200, Slyusar suggested the company has seriously revisited prospects for a larger version airplane in the form of the MC-21-400. ―I think that this project will be discussed during 2017, not earlier,‖ confirmed Slyusar, who also acknowledged the potential for further competition from Boeing in the sector the MC-21-400 would occupy, or the so called ―Middle of the Market )MOM(.‖ ―We should take into consideration the plans of our colleagues; that’s why we [plan to] make a decision rationally,‖ he said. Addressing production capacity, Slyusar said Irkut could build as many as 72 aircraft a year in its newly refurbished and modernized final assembly hall in Irkustk. While the company’s need–or ability–to deliver six airplanes per month won’t likely materialize for several years, Budaev said the production plan satisfies the company’s projected demand for 1,060 MC-21s over the next two decades. Slyusar, meanwhile, expressed satisfaction with the early level of commercial interest in the product: so far the MC-21 has drawn firm orders for nearly 200 airplanes, including 50 from launch customer Aeroflot.
5 http://www.ainonline.com/
Immediately following the rollout ceremony, the program received a new commercial boost in the form of letter of intent from Azerbaijan Airlines (AZAL) covering the lease of 10 MC-21-300s through Ilyushin Finance. The signing ceremony marked only the third such deal from a foreign airline for the model. Holding a firm order for six MC-21-300s, Egypt’s Cairo Aviation stands as the only confirmed non-Russian customer for the airplane. Malaysia’s Crecom Burj Resources placed a tentative order for 50 airplanes at Farnborough 2010 that has yet to become firm. As for the heavy imbalance toward Russian customers, Budaev called the phenomenon ―normal‖ and pointed to the program’s international supplier base as proof of its global stature. ―Sometimes we call the MC-21 an international plane with Russian brains,‖ he quipped. Budaev added that program leaders see ―big potential‖ in Latin America, Africa and in Asia, particularly for the MC-21-300, whose seating capacity falls between the A320 and A321–exactly where UAC’s market studies show the greatest demand.
6 http://www.ainonline.com/
Featuring the widest fuselage of any narrowbody on the market, the MC-21 offers both cabin comfort for full-service airlines and cost advantages for low-fare carriers, according to UACand Irkut. The MC-21’s list price of $91 million suggests a 15-percent lower acquisition cost than that of the current A320. ―For sure we are looking at Europe as well, because airlines there need to find unusual or ambitious solutions to survive because of the strong presence of low-fare airlines,‖ said Budaev. Last year’s order for Sukhoi Superjets from Ireland’s CityJet ―is a very good sign‖ for the MC-21 program, he concluded.
ادارة العالقات العامة -الشركة القابضة لمصر للطيران