http://www.almalnews.com "ِصش ٌٍؽ١شاْ" رغزٙذف ْٛ١ٍِ 50دٚالس عٕ٠ٛبً ِٓ رأع١ش اٌؽبئشاد ٛ٠عف ِغذٜ
رغزٙذف اٌؾشوخ اٌمبثعخ ٌّصش ٌٍؽ١شاْ ،رؾم١ك ْٛ١ٍِ 50دٚالس عٕ٠ٛبً ِٓ ،ػٍّ١بد رأع١ش 11ؼبئشح ربثؼخ ألعؽٛي اٌؾشوخ. ٚلبي اٌؽ١بس أؽّذ ػبدي ٔبئت سئ١ظ اٌؾشوخٌ ،ـ"اٌّبي" ،اْ اٌؾشوخ رّىٕذ ِٓ رأع١ش وبفخ اٌؽبئشاد اٌغ١ش ِغزغٍخِّ ،ب عبُ٘ ف ٟرمٍ١ص اٌخغبئش ثؾىً وج١ش . ٚلذ رّىٕذ اٌؾشوخ اٌمبثعخ ٌّصش ٌٍؽ١شاْ ِٓ رأع١ش 3ؼبئشاد ٌؾشوخ ٌ١غش ٌٍؽ١شاْ خالي 3ؽٛٙس اٌّبظ١خ . ٚاظبف ٔبئت "ِصش ٌٍؽ١شاْ" ،اْ اٌؾشوخ رغؼ ٝثؾىً ؽض١ش اٌ ٝرمٍ١ص اٌخغبئش اٌز ٝرؼشظذ ٌٙب اٌؾشوخ خالي اٌغٕٛاد ٌـ 4اٌّبظ١خ . ٚلذسد خغبئش اٌؾشوخ ثـ ١ٍِ 9بس عٕ ٗ١خالي ٌـ 4عٕٛاد اٌّبظ١خ١ٍِ 2.8 ُِٕٙ ،بس عٕ ٗ١اٌؼبَ اٌّبٌ ٝاٌّبظ. ٝ ٚػٍ ٝصؼ١ذ ِزصً ،رٛلغ ػبدي أؽالق خػ اٌمب٘شح ٔٛ١دٌ ٝٙثبٌٕٙذ خالي اٌؾٙش اٌّمجًٌ ،زؼض٠ض ؽشوخ إٌمً ث ٓ١اٌذٌٚزِ ٓ١صش ٚإٌٙذ ف ٝظً أزؼبػ رذفك اٌٛفٛد اٌغ١بؽ١خ ِٓ إٌٙذ خالي اٌؾٙش اٌّمجً . ٚاؽبس اٌ ٝأٗ ِٓ اٌّمشس ئسعبء رؾغ ً١خػ اٌمب٘شح اٌ١بثبْ ِؽٍغ ؽٙش عجّزجش اٌّمجً، ثغجت ئعزٙذاف اٌغبئؾ ٓ١اٌ١بثبٌٍّٔ ٓ١١مبصذ اٌغ١بؽ١خ خالي رٍه اٌفزشح ِٓ اٌؼبَ اٌغبس. ٜ ٚلذ ؽشػذ ؽشوخ ِصش ٌٍؽ١شاْ فٚ ٝلف خػ اٌمب٘شح – ؼٛو ،ٛ١ف ٟاغغؽظ 2013 ،ثغجت رىجذ اٌؾشوخ خغبئش فبدؽخ ِٓ ػٍّ١بد اٌزؾغ. ً١ وّب ٌفذ اٌ ٝاْ اٌؾشوخ رغزٙذف رؼض٠ض سؽالرٙب ػٍ ٝخػ اٌمب٘شح ِبٔؾغزش فٝ أغٍزشا ،خالي اثش ً٠اٌّمجً ،ػجش رؾغ 7 ً١سؽالد ثذال ِٓ 5ؽبٌ١ب ،ف ٝظً رؾغٓ ؽشوخ رذفك اٌٛفٛد ِٓ أغٍزشا ِإخشا . ػٍ ٝعبٔت آخش ،رخٛف ػبدي ِٓ رشاعغ ؽشوخ االؽغبالد ػٍ ٝخؽٛغ اٌؾشوخ خالي اٌؾٛٙس اٌّمجٍخ ،ثغجت اٌؼٍّ١بد االس٘بث١خ اٌز ٝاصبثذ ؽّبي عٕ١بء ِإخشا . ٚلذ رؼشظذ ٚؽذاد ػىغش٠خ ثّٕؽمخ اٌؼش٠ؼ ٌؼٍّ١بد اس٘بث١خ خالي اٌؾٙش اٌغبس. ٜ
http://www.alwafd.org
ِّضٍ ٛاٌجٕه اٌذ٠ ٌٟٚضٚسِ ْٚؾشٚػبد ِؾزشوخ ِغ اٌؽ١شاْ اٌّذٟٔ ٠مِّ َٛضٍ ٛاٌجٕه اٌذٌٍ ٌٟٚجٕبء ٚاٌزّٕ١خ ثض٠بسح اٌّؾشٚػبد اٌز٠ ٟؾبسن فٟ رٍّٙ٠ٛب ثمشٚض ِغ ٚصاسح اٌؽ١شاْ اٌّذٔ ٟخالي ص٠بسر ُٙعّٛٙس٠خ ِصش اٌؼشث١خ ف ٟاٌفزشح ِٓ 9ئٌ 12 ٝفجشا٠ش اٌغبس ِٓٚ ٞثٕٙ١ب ِؾشٚع ِجٕ ٝاٌشوبة سلُ 2اٌز٠ ٞزُ رٕف١زٖ ِٓٚ ،اٌّخؽػ افززبؽٗ لجً ٔٙب٠خ اٌؼبَ اٌؾبٌ ٟثؽبلخ اعز١ؼبث١خ ْٛ١ٍِ 7٫5ساوت عٕ٠ٛب ٚعٛف ٍ٠زم ٟاٌٛفذ خالي اٌض٠بسح ثبٌؽ١بس ؽغبَ وّبي ٚص٠ش اٌؽ١شاْ اٌّذٔٚ ٟاٌذوزٛس ِؾّٛد ػصّذ سئ١ظ اٌؾشوخ اٌمبثعخ ٌٍّؽبساد ٚاٌّالؽخ اٌغ٠ٛخ ٚػذد ِٓ اٌّغئٓ١ٌٛ ثبٌّؽبساد ..اٌٛفذ ثشئبعخ خٛع٠ٌٛ ٗ١ظ سئ١ظ اإلداسح اٌذ١ٌٚخ ٌٍٕمً ثبٌجٕه اٌذ٠ٚ ٌٝٚشافمٗ اٌغ١ذ أ١ٌٚفٌٛ ٟث١ش اٌّذ٠ش اٌزٕف١زٌٍٕ ٞمً ثبٌجٕه اٌذ ٌٝٚػٓ أفش٠م١ب ٚاٌؾشق األٚعػ.. عذ٠ش ثبٌزوش أْ ثؼضخ اٌجٕه لذ لبِذ ثض٠بسح ِؽبس اٌمب٘شح ف ٟؽٙش ٔٛفّجش 2014ثٛفذ ظُ خجشاء ف ٟاٌّغبالد اٌفٕ١خ ٚإٌٙذع١خ ٚاٌزؼبلذ٠خ ٚاٌّبٌ١خ ٚاٌج١ئ١خ ٌّزبثؼخ رٕف١ز ِؾشٚع ِجٕ ٟاٌشوبة سلُ 2ؽغت اٌّخؽػ اٌضِٕٟ ٚاٌٛلٛف ػٍِ ٟذ ٞاٌزمذَ ف ٟأغبص اٌّؾشٚع ٚأؽبدد ثبٌّخؽػ االعزضّبسٞ (ٌّؾشٚع اال٠شثٛسد ع١ز )ٟاٌز ٞع١زُ ػشظٗ ف ٟاٌّإرّش االلزصبد ٞاٌذٌٟٚ اٌّضِغ ػمذٖ ثؾشَ اٌؾ١خ خالي ؽٙش ِبسط اٌّمت ...وّب أؽبدد ثبٌذساعبد اٌخبصخ ثض٠بدح اٌمذساد االعز١ؼبث١خ ٌٍّؽبساد ٚرؽ٠ٛش اٌجعبئغ ٚع١بعبد إٌمً اٌغ.ٞٛ
http://www.alwafd.org
ٚصاسح اٌؽ١شاْ رغزؼذ ٌٍّإرّش االلزصبد ٞثؾشَ اٌؾ١خ ف ٟأػمبة ص٠بسح إٌّٙذط ئثشاِ٘ ُ١ؾٍت سئ١ظ ِغٍظ اٌٛصساء ٌؾشَ اٌؾ١خ ٌٍٛلٛف ػٍ ٝاعزؼذاداد اٌٛصاساد اٌّخزٍفخ ٌٍّإرّش االلزصبد.ٞ أوذ اٌؽ١بس ؽغبَ وّبي أْ ٚصاسح اٌؽ١شاْ رم َٛثبٌزٕغ١ك اٌذائُ ٚاٌّجبؽش ِغ اٌٛصساد اٌّؼٕ١خ ٌٍزؾع١ش ٚاٌزغ١ٙض ٌٍّإرّش االلزصبد ٞثؾشَ اٌؾ١خ فٟ ِبسط اٌّمجً ،وّب أصذس اٌٛص٠ش لشاساً ثزؾى ً١فش٠ك ػًّ ِٓ داخً اٌٛصاسح رعُ عّ١غ اٌمؽبػبد ِٓ اٌّؽبساد ٚاٌّالؽخ ِٚصش ٌٍؽ١شاْ ٚعٍؽخ اٌؽ١شاْ اٌّذٌٔ ٟإلػذاد ٚاٌزٕظ ُ١العزمجبي اٌٛفٛد ٚاٌّؾبسو ٓ١ثبٌّإرّش. ٚصشػ اٌٛص٠ش ثأٔٗ ٠غش ٞؽبٌ١بً سفغ وفبءح اعزشاؽبد اٌخذِخ اٌّّ١ضح ٚوجبس اٌضٚاس ثّؽبس اٌمب٘شح عٛاء فِ ٟجٕ ٝاٌشوبة سلُ 1أِ ٚجٕ ٝاٌشوبة سلُ ٚ 3 وزٌه عّ١غ صبالد اٌّؽبس ٚاالعزشاؽبد ثّؽبس ؽشَ اٌؾ١خٚ .لذ ٚعٗ ٚص٠ش اٌؽ١شاْ أِشاً ثزمذ ُ٠وً اٌزغ١ٙالد اٌالصِخ ٌ١خشط اٌّإرّش ثبٌصٛسح اٌزٟ رؾشف ِصش .وّب رمذَ ِصش ٌٍؽ١شاْ رخف١عب لذسٖ %25ػٍ ٝعّ١غ سؽالرٙب اٌذ١ٌٚخ ٌٍّؾبسو ٓ١ف ٟاٌّإرّش ِٓ عّ١غ أٔؾبء اٌؼبٌُ ٚرٌه ِغبّ٘خ ف٘ ٟزا اٌؾذس اٌم.ِٟٛ أِب اٌّؾشٚػبد اٌز ٟرؽشؽٙب اٌٛصاسح ثبٌّإرّش فِ ٟٙشؽٍخ ٘بِخ ِٓ ِؾشٚع ِذٕ٠خ اٌّؽبس رزى ِٓ ْٛصالس لؽغ رجٍغ ِغبؽزٙب ِ 3الِ ٓ١٠زش ِشثغ إللبِخ ِٕبؼك اعزضّبس٠خ راد أٔؾؽخ ِزؼذدح خٍصذ اٌٙ١ب اٌذساعخ اٌز ٟلبِذ ثٙب ؽشوخ ئ٠ى َٛاإلٔغٍ١ض٠خ. ٚوبْ ٚص٠ش اٌؽ١شاْ لذ لبَ ثغٌٛخ رفص١ٍ١خ ِغ سئ١ظ ِغٍظ اٌٛصساء داخً عّ١غ صبالد اٌغفش ٚاٌٛصٛي ثّؽبس ؽشَ اٌؾ١خ ٚوزٌه االعزشاؽبد اٌخبصخ ثىجبس اٌؾخص١بد ٚٚعٗ سئ١ظ ِغٍظ اٌٛصساء ثززٌ ً١وبفخ اٌؼمجبد ٚاٌزأو١ذ ػٍ ٝؽغٓ اعزمجبي ٚرٛد٠غ ظٛ١ف ِصش ٚاال٘زّبَ ثبٌّظٙش اٌؾعبسٞ ٌٍّؽبساد ألٔٙب رؼزجش اٌٛاعٙخ األٌّ ٌٝٚصش أِبَ ظٛ١ف اٌّإرّش.
http://www.el-balad.com
ٚص٠ش اٌؽ١شاْ اٌّذِٔٚ ٟؾبفظ عٕٛة عٕ١بء ٠زفمذاْ ِؽبس ؽشَ اٌؾ١خ اٌذٌٟٚ
رفمذ اٌؽ١بس ؽغبَ وّبيٚ ،ص٠ش اٌذفبع اٌّذٔٚ ،ٝاٌٍٛاء خبٌذ فٛدحِ ،ؾبفظ عٕٛة عٕ١بءِ ،ؽبس ؽشَ اٌؾ١خ اٌذ ٌٝٚف ٝئؼبس االعزؼذاد العزمجبي اٌّإرّش االلزصبد ٜاٌؼبٌّ ٝفِ ٝبسط اٌمبدَ. ٚؽٍّذ اٌغٌٛخ وبفخ صبالد اٌّؽبس ٚوبفخ االلغبَ ٌالؼّئٕبْ ػٍ ٝخػ ع١ش اٌؼًّٚ ،اصجبد اٌّالؽظبد ٌزالفٙ١ب ٚسفغ وفبءح ثؼط االلغبَ ٚاالداساد ِٕٚبلؾخ خؽػ اٌزأِ.ٓ١ ٚؽبسن ف ٝاٌغٌٛخ اٌٍٛاء ػجذ اٌ٘ٛبة ،ػٍِ ٝذ٠ش اٌّؽبسٚ ،اٌٍٛاء ؽبرُ آِ١ ِذ٠ش آِ عٕٛة عٕ١بء.
http://www.almasalla.travel/News ؽشوبد ؼ١شاْ اِش٠ى١خ رؽبٌت اٌؾىِٛخ رؼذ ً٠اٌّؼب٘ذاد ٌّٛاعٙخ 3ؽشوبد ؼ١شاْ خٍ١غ١خ ٚاؽٕؽٓ "اٌّغٍخ" ....روشد صؾ١فخ ٚٚي عزش٠ذ عٛسٔبي اْ سؤعبء أوجش صالس ؽشوبد ؼ١شاْ ف ٟاٌٛال٠بد اٌّزؾذح ٠ش٠ذ ِٓ ْٚاٌؾىِٛخ االِش٠ى١خ اْ رؼذي ا ٚرٕٟٙ ِؼب٘ذاد ٌٍؽ١شاْ ِغ دٌٚز ٓ١خٍ١غ١ز.ٓ١ ٚفِ ٟمبثٍخ ِؾزشوخ ِغ اٌصؾ١فخ لبي اٌشٚعبء اٌزٕف١زٌ ْٛ٠ؾشوبد اِش٠ىبْ ا٠شالٕ٠ض عشٚة ٔٛ٠ٚب٠زذ ؤٛزٕٕ١زبي ٌ٘ٛذٔغض ٚدٌزب ئ٠شالٕ٠ض اْ اٌذػُ ٚاٌغ١بعبد اٌؾى١ِٛخ ٌضالس ؽشوبد ؼ١شاْ ف ٟاٌخٍ١ظ رؾ ٖٛإٌمً اٌغ ٞٛاٌؼبٌّ.ٟ ٚاظبفٛا اْ ٘زٖ اٌؾشوبد رزٍم ٝدػّب ثّزمعِ ٝؼب٘ذاد ٌٍغّبٚاد اٌّفزٛؽخ ٠غبػذ٘ب ػٍ ٝرغ١١ش سؽالد ٚرؾذ٠ذ االعؼبس ثذ ْٚلٛ١د ف ٟاٌٛال٠بد اٌّزؾذح. ٚٚفمب ٌٛصاسح اٌخبسع١خ االِش٠ى١خ فاْ ِؼب٘ذاد اٌغّبٚاد اٌّفزٛؽخ رز١ؼ "ألص ٝلذس ِٓ اٌّشٔٚخ اٌزؾغ١ٍ١خ ٌزؾبٌفبد ؽشوبد اٌؽ١شاْ". ٚٚفمب ٌٍصؾ١فخ لبي اٌشؤعبء اٌزٕف١ز ْٛ٠ا٠عب اْ ؽشوبد ؼ١شاْ االِبساد ٚاالرؾبد ٌٍؽ١شاْ ٚاٌخؽٛغ اٌغ٠ٛخ اٌمؽش٠خ رٍمذ دػّب ثمّ١خ اعّبٌ١خ ثٍغذ ١ٍِ 42.3بس دٚالس ِٕز ػبَ . 2000 ٚلبي ر ُ١والسن سئ١ظ ؼ١شاْ االِبساد اْ اٌؾشوخ ٌُ رزٍك لػ دػّب اِ ٚغبػذاد أمبر ِبٌ.ٟ ٚاظبف اْ اٌؾشوخ ؽصٍذ ػٍ ٝسأعّبي ثمّ١خ ِ 10ال ٓ١٠دٚالس ٌجذء إٌؾبغ فٟ ٚ 1985اعزضّبس ف ٟاٌجٕ١خ اٌزؾز١خ ثمّ١خ ْٛ١ٍِ 88دٚالس ٌؽبئشر ٟثٕ٠ٛظ 727 ِٚجٌٍٕ ٝزذس٠ت. ٚلبي والسن ف ٟسعبٌخ ثبٌجش٠ذ االٌىزش ٟٔٚاٌ ٟس٠ٚزشص "٘زا االعزضّبس اػ١ذ دفؼٗ ػٓ ؼش٠ك رٛص٠ؼبد اسثبػ اٌ ٟؽىِٛخ دث".ٟ ٠ ٌُٚزغٓ ػٍ ٝاٌفٛس اٌؾصٛي ػٍ ٝرؼم١ت ِٓ ؽشوبد اٌؽ١شاْ االِش٠ى١خ اٌضالس اٌزٟ ٚسدد اعّبؤ٘ب ف ٟاٌزمش٠ش ٚا٠عب االرؾبد ٌٍؽ١شاْ ٚاٌخؽٛغ اٌغ٠ٛخ اٌمؽش٠خ
http://www.almasalla.travel/News ثذء صشف اٌزؼ٠ٛعبد ٌؼبئالد ظؾب٠ب ؼبئشح ‖رشأظ آع١ب― ثزبٛ٠اْ رب٠ج " ٗ١اٌّغٍخ " ....لبٌذ ؽشوخ ؼ١شاْ ‖رشأظ آع١ب― ئٔٙب ثذأد فٟ صشف 38أٌف دٚالس ٌؼبئالد اٌشوبة اٌزٌ ٓ٠مٛا ؽزف ُٙف ٟؽبدس رؾؽُ ؼبئشرٙب األعجٛع اٌّبظ ٟف ٟربٛ٠اْ ٚ .روشد ؽجىخ عىبٛ١ٔ ٞص اٌ َٛ١أْ ٔؾٛ 40ؽخصب ٌمٛا ِصشػ ُٙثؼذ رؾؽُ اٌؽبئشح ‖ئ ٗ٠ر ٟآس ″27فٙٔ ٟش ؤٍٛ١ظ ثؼذ دلبئك ِٓ ئلالػٙب َٛ٠األسثؼبء اٌّبظٚ ٟرُ ئٔمبر 15ؽخصب ٚال ٠ضاي 3 آخش ٓ٠ف ٟػذاد اٌّفمٛد.ٓ٠
ِٓ عٙخ أخش ،ٜلبٌذ اٌؾشوخ ئٔٙب عزٍغ 52 ٟسؽٍخ األعجٛع اٌغبس ،ٞئظبفخ ئٌ 90 ٝسؽٍخ أٌغ١ذ ثبٌفؼً ثؼذ اٌؾبدسٚ .رؾ١ش اٌزؾم١مبد األ١ٌٚخ ئٌ ٝأْ اٌؽ١بس ٓ٠أٚلفٛا أؽذ ِؾشو ٟاٌزؾغ ً١ثؼذ رؼؽً اٌّؾشن ا٢خش.
http://www.almasalla.travel/News اٌؽ١شاْ اٌّذٔ٠ ٟإوذ اعمشاس ؽشوخ اٌّالؽخ اٌغ٠ٛخ ثبٌى٠ٛذ اٌى٠ٛذ "اٌّغٍخ" ....أوذد االداسح اٌؼبِخ ٌٍؽ١شاْ اٌّذٔ ٟاٌ َٛ١ػذَ رأصش ؽشوخ اٌّالؽخ اٌغ٠ٛخ فِ ٟؽبس اٌى٠ٛذ اٌذٔ ٌٟٚز١غخ ِٛعخ اٌغجبس اٌز ٟرغٛد اٌجالد ؽبٌ١ب. ٚلبي ِذ٠ش اداسح اٌؼٍّ١بد فِ ٟؽبس اٌى٠ٛذ اٌذ ٌٟٚإٌّٙذط صبٌؼ اٌفذاغٟ ٌٛوبٌخ االٔجبء اٌى٠ٛز١خ (ؤٛب) ئْ ؽشوخ اٌؽبئشاد ِٓ الالع ٘ٚجٛغ رغ١ش ثصٛسح ؼج١ؼ١خ فِ ٟؽبس اٌى٠ٛذ اٌذٚ ٌٟٚاٌشؤ٠خ اٌؾبٌ١خ رجٍغ ِ 800زش.
ٚاؽبس اٌفذاغ ٟاٌ ٝأْ اٌشؤ٠خ اٌّغّٛػ ثٙب ف ٟااللالع ٚاٌٙجٛغ رىِ ْٛب ثٓ١ ِ 300زش اٌِ 500 ٝزش ٚرٌه ػٍ ٝؽغت ٔٛع اٌؽبئشاد
http://www.n66m.net "صػضٚع" رؾف١ض خؽٛغ اٌؽ١شاْ ٌذػُ ٚرٕؾ١ػ اٌغ١بؽخ ف ٟئؼبس عؼٚ ٟصاسح اٌغ١بؽخ ٌذػُ ٚرٕؾ١ػ اٌمؽبع ،أصذس ٘ؾبَ صػضٚع ٚص٠ش اٌغ١بؽخ لشاس ثزؾف١ض خؽٛغ ِ#صش ٌٍؽ١شاْ ِٓ والً ِٓ ثبس٠ظ ٌٕٚذْ ٚأعجبٔ١ب ٌٕٛ٘ٚذا ئٌ ٟاأللصش . ٚأظبف رؾف١ض ٌٍؽ١شاْ ٌٍخؽٛغ اٌذاخٍ١خ ٚاإللٍ١ّ١خ ٌزؾغ ً١خػ اٌمب٘شح / ِشعِ ٟؽشٚػ ٚ ،اٌمب٘شح ِ /شع ٟػٍُ ،ئظبفخ ئٌ ٟرؾف١ض خؽٛغ اٌؽ١شاْ ِٓ عذح ٚاٌش٠بض ٚاٌى٠ٛذ ئٌ ٟؽشَ اٌؾ١خ ٚاٌغشدلخ ٌزٕؾ١ػ اٌغ١بؽخ اٌؼشث١خ . وّب رُ رؾف١ض رؾغ ً١خؽٛغ ؼ١شاْ عٛسع١ب/ؽشَ اٌؾ١خ ،ثبإلظبفخ اإلعزّشاس ف ٟرٕف١ز ثشٔبِظ رؾف١ض اٌؽ١شاْ اٌؼبسض .
http://www.nigerianbulletin.com Top 5 Airlines In Africa
As Africa continues its progress towards development, the need for swift transportation which is a catalyst enhancing business opportunities and engineering enterprise, is key. Although Africa's aviation industry is riddled with issues of poor quality standards, inconsistency, aging fleet, and so on, amidst all that, some African airlines have been able to deliver quality service to passengers. In no specific order, here is a list of the top 5 airlines in Africa: EGYPTAIR. EgyptAir is Africa's largest airline and the national carrier of Egypt. A government owned airline, it however has special legislative permitting it to operate without government interference. Its main hub is at Cairo International Airport, and with over 78 aircraft in its fleet, it operates scheduled passenger and freight services to more than 75 destinations in Africa, the Middle East, Europe, Asia, and the Americas. As an A Star Alliance member, EgyptAir is rated 3-Star.
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SOUTH AFRICAN AIRWAYS. The premier carrier of South Africa, it is publicly owned by government. The airline has been in existence since 1994, when it was formed. With its headquarters in OR TAMBO International Airport, the airline has a fleet size of 57, and operates in 38 destinations. South African Airways has a ranking of 4-Star by Skytrax five-star ranking criteria, and has also won the 2011 World Airline Awards Service excellence category for Africa.
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KENYA AIRWAYS. This is the largest airline of Kenya. It was founded in 1977, and has its headquarters at the hub of the East African air travel- Jomo Kenyata International Airport. Kenya Airways has a fleet size of 33 and offers services to 56 destinations. A member of the SkyTeam Alliance, this Pride of Africa is placed third at the 2011 Skytrax World airline Award for African region and it is listed as sixth on the list of top ten safest airlines in Africa.
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AIR MAURITIUS. Air Mauritius is the forth largest carrier in Sub-Saharan Africa. Owned by the Government of Mauritius, the airline operates out of its main base in Sir Seewoosagur Ramgoolam International Airport. Its headquarters is at Air Mauritius Center, Port Louis, and has a fleet size of 12, and it also operates in 26 destinations. Air Mauritius was placed second at the 2011 World Airline Awards, but retained ' Indian Ocean Leading Prize' for the seventh year at a row in 2011.
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ETHIOPIAN AIRLINES. Ethiopian Airlines is whollygovernment owned and serves as the country's flag carrier. Headquartered in Bok International Airport, it is listed as second in top ten safest airlines in African ranking. It operates with a fleet of 42 passengers and 6 freight planes, and offers services to 62 international and 17 domestic destinations. The airline has 3-star from five-star ranking criteria by Skytrax. Many African airlines do not have good safety records, and many are not sanctioned to fly anywhere outside Africa or even within their own country, however, these airlines featured in this article have pretty good reputation, and several have even become full members of Global Airline Alliances.
http://www.bbc.com/news/ TransAsia GE235 crash: Flights cancelled to train Taiwan pilots
Taiwanese airline TransAsia Airways says it is cancelling 90 flights so that its pilots can attend training, after one of its planes crashed on Wednesday. Flight GE235 plunged into a river in the capital Taipei, killing at least 40 of the 58 people on board. Officials are probing why both plane engines were off during the crash. Data suggests that the pilots, who are among the dead, may have shut one engine off after the other lost power. Taiwan's Civil Aeronautics Administration (CAA) has ordered retraining for all TransAsia pilots flying its ATR fleet. "All 71 ATR pilots will take part in proficiency tests carried out by the CAA and third-party professionals for an estimated four days," TransAsia Airways said in a statement (in Chinese).
http://www.bbc.com/news/
(continue) The aviation regulator has also ordered engine and fuel system checks on the remaining 22 ATR-manufactured planes currently in active service on the island. More bodies found Five more bodies were retrieved from the Keelung River on Saturday, bringing the total toll to 40, the Taipei fire department said. The bodies were found downriver from the crash site. Divers and rescuers are scouring the river for three more people who remain missing. Fifteen others were rescued alive from the plane on Wednesday.
Thomas Wang, executive director of Taiwan's Aviation Safety Council, said on Friday that the plane's right engine triggered an alarm just 37 seconds after taking off from the Taipei's Songshan airport. The main pilot could be heard on cockpit voice recordings saying the engine had experienced a "flameout", Mr Wang said, which can occur when the fuel supply to the engine is interrupted.
http://www.bbc.com/news/ (continue) However, he said data showed that the engine had in fact been moved into idle mode. Seconds later, the pilots shut down the left engine, meaning neither engine was producing any power. A restart was attempted, but the plane crashed 72 seconds later. Officials said it was unclear why the left engine had been turned off, especially as the plane, an ATR 72-600, is able to fly with just one functioning engine. Mr Wang said it was too early to draw firm conclusions about why the first engine had lost power but he told the BBC that the pilots had not followed normal procedure. Officials have praised the chief pilot, Liao Chien-tsung, who is believed to have deliberately steered the plane away from blocks of flats and commercial buildings before the crash
http://www.nytimes.com Open-Skies Agreements Challenged For more than two decades, domestic airlines and successive administrations have pushed for, and achieved, broad international agreements that have fostered greater competition, lower airfares and more flights to hundreds of destinations like Tokyo, Beijing and Rio de Janeiro. But now, with the rise of Persian Gulf airlines and other nimble foreign carriers, those pacts, called open-skies agreements, are under attack from an unlikely alliance of domestic airlines and unions. The chief executives of American Airlines, Delta Air Lines and United Airlines recently joined together to quietly lobby the Obama administration to restrict access by fastgrowing rivals based in the Persian Gulf. They cited unfair competition from the Middle East carriers Emirates, Etihad Airlines and Qatar Airways, which they say receive large government subsidies that put domestic carriers at a disadvantage. This comes as another foreign airline, Norwegian Air Shuttle, is facing opposition from pilot unions and some domestic airlines to expand low-cost flights from Europe and Asia. The Transportation Department is reviewing Norwegian‘s application, but delays have prompted a complaint by European Union officials. Legacy airlines, which have traditionally backed open-skies policies to expand their markets, are now rebelling against the sort of competition that these policies are meant to bring about.
http://www.nytimes.com (continue) The push has gained their rivals‘ attention. Tim Clark, the president of Emirates, said their attacks threaten ―the bedrock of the modern-day aviation system.‖ ―By challenging open skies, you are not just challenging the aero-political situation, you are challenging the very essence of economic liberalization that the U.S. has championed for decades,‖ Mr. Clark said in an interview. ―I hope the administration will not stand for this nonsense.‖ Last week, the top executives from Delta, American and United met with several government officials, including Anthony Foxx, the transportation secretary, and Penny Pritzker, the commerce secretary, and requested that existing open-skies agreements with the United Arab Emirates and Qatar be renegotiated. ―We welcome robust competition provided the playing field is level,‖ all three airlines said in similar statements. ―A reopening of those open-skies agreements is the first step and the right step to ensure competition is preserved and enhanced.‖ This is the latest skirmish in a long-running battle that Western airlines have been waging against the fastgrowing Middle East carriers. Some European countries curtail flights from the United Arab Emirates, and Canada has placed restrictions on the number of flights from there as well.
http://www.nytimes.com (continue) The three gulf carriers have expanded their operations into the United States in recent years, though they do not compete directly with domestic airlines. Emirates flies to nine United States cities from its hub in Dubai. Delta and United have only one daily flight each to Dubai and none to Abu Dhabi. Gulf carriers are more threatening to the European allies of United States carriers, which have had more direct competition for a lot longer. Through their partnerships, all three big United States airlines have business ventures with a major European airline, sharing revenue and profits on trans-Atlantic flights: Delta with Air France, American with British Airways, and United with Lufthansa, the German carrier. The domestic airlines‘ change of heart about open-skies agreements is an abrupt shift after decades of pushing for them. Since 1992, the United States has signed more than 100 open-skies agreements, a policy that usually gets the strongest backing from the domestic carriers. Last year, Delta‘s chief executive, Richard Anderson, called on Japan‘s government to expand competition. But it is the stunning ascent of the Persian Gulf carriers — Dubai‘s airport is now the world‘s busiest international air travel hub — that now concerns the domestic airlines. Mr. Anderson has become their most vocal critic, championing what he calls ―fair skies‖ instead of open skies.
http://www.nytimes.com (continue) Last year, Delta sought to block gulf carriers from receiving American loan guarantees through the Export-Import Bank to buy new jets from Boeing. It also tried to block Emirates from flying a new route between New York and Milan, and took the matter before an Italian court. Mr. Clark said Emirates did not receive any subsidies from the Dubai government. And in a sharp retort to Mr. Anderson, Mr. Clark warned that focusing on government subsidies could backfire since many airlines around the world were supported by governments. ―If you go down this minefield, you must ask yourself,‖ he said, ―to what extent all the foreign carriers serving the U.S. are subsidized? Take China, take Thailand, take Malaysia, take Japan, take New Zealand. I could go on forever.‖ Gulf carriers have succeeded by creating new markets that domestic airlines were not serving, Mr. Clark said. Emirates, for instance, offers connections between Seattle and Hyderabad in India, with a single stop in Dubai. The service is popular among the large population of technology workers with Indian origins. ―Look at where these people are going and ask yourself where was Delta, where was United, where was American when the world was becoming more globalized?‖
http://www.nytimes.com (continue) he said.The latest talk of restricting flights has also divided the industry. Consumer advocates point out that opening new markets benefited travelers in the United States and abroad. Airports in the United States also welcome the extra traffic from the Middle East and beyond. ―Historically, shifts toward protectionism have ended up hurting markets and choking off growth and job creation,‖ the United States Travel Association said in a statement this week. ―Travel to and within the United States has lately been under assault from protectionist, anti-competitive forces, and the move against open skies is the latest example.‖ Not all domestic airlines are pushing against open skies. Robin Hayes, JetBlue‘s chief executive, expressed strong support in a letter to three cabinet members, including Secretary of State John Kerry. The first open-skies agreements between the United States and the U.A.E. and Qatar were signed in 1999. Both countries are major United States allies in the Middle East. Last year, in a move that angered domestic carriers, the United States established a customs and immigration pre-clearance facility in the Abu Dhabi airport, which allows passengers flying into the United States to clear immigration before the flight.
http://www.nytimes.com (continue) Supporters of open skies point out that United States carriers have received government support in the past. Delta, American and United, for example, have been granted far-reaching antitrust immunity to set up joint ventures with rival carriers on some specific routes to Europe and Asia. ―Now that U.S. airlines have secured antitrust immunity, industry consolidation and concomitantly rising airfares and ancillary fees, and are achieving record unprecedented profits, some carriers shamelessly seek to close off U.S. markets to competition from foreign carriers,‖ Kevin Mitchell, the chairman of the Business Travel Coalition, a trade group, wrote in a letter to various government officials. A spokesman for the Transportation Department, Brian Farber, said the administration was taking the airlines‘ concerns seriously and was reviewing them. Still, he said that the administration ―remains committed to the open-skies policy which has greatly benefited the traveling public, the U.S. aviation industry, American cities and the broader U.S. economy through increased travel and trade, and job growth.‖
http://www.timesofoman.com Middle East air traffic rises 13 per cent Middle East carriers had the strongest annual traffic growth at 13.0 per cent, the International Air Transport Association (IATA) announced in its global passenger traffic results for the full year of 2014. The region's economies continue to show robust growth in non-oil sectors, and are therefore well-placed to withstand the plunge in oil revenues. Capacity rose 11.9 per cent and load factor climbed 0.8 per centage points to 78.1 per cent, it added. Revenue passenger kilometres (RPKs) rose 5.9 per cent for 2014 compared to 2013, the IATAsaid. This 2014 performance was above the 10-year average growth rate of 5.6 per cent and the 5.2 per cent annual growth experienced in 2013 compared to 2012. Capacity rose 5.6 per cent last year, with the result that load factor climbed 0.2 percentage points to 79.7 per cent. All regions saw demand grow in 2014, the report said. More than half of the growth in passenger travel occurred on airlines in emerging markets including Asia-Pacific and the Middle East. In recent months domestic market growth played a large role in driving growth. This is owed mainly to a pick-up in Chinese domestic travel which expanded by some 11 per cent in 2014 over the previous year. "Demand for the passenger business did well in 2014. With a 5.9 per cent expansion of demand, the industry out-performed the 10-year average growth rate. Carriers in the Middle East posted double-digit growth while results in Africa were barely above previous-year levels. Overall a record 3.3 billion passengers boarded aircraft last year—some 170 million more than in 2013," said Tony Tyler, IATA's Director General and CEO.
http://www.timesofoman.com
(continue) "While it is clear that people will continue to travel in growing numbers, there have been signs in recent months that softening business confidence is translating into a leveling off of international travel demand," he added. While international passenger traffic rose 6.1 per cent in 2014 compared to 2013, the capacity rose 6.4 per cent and load factor slipped 0.1 percentage points to 79.2 per cent. Asia Pacific carriers recorded an increase of 5.8 per cent compared to 2013, which was the largest increase among the three biggest regions. However, traffic has been broadly flat over the past four months or so amid signs of a slowdown in regional production activity, although trade volumes have remained strong. Capacity rose 7.0 per cent, pushing down load factor 1.1 percentage points to 76.9 per cent. European carriers' international traffic climbed 5.7 per cent in 2014. Capacity rose 5.2 per cent and load factor rose 0.6 percentage points 81.6 per cent. Robust travel on low fare airlines as well as airlines registered in Turkey offset economic weakness and risks in the region. African airlines experienced the slowest annual demand growth, up 0.9 per cent compared to 2013. With capacity up 3.0 per cent, load factor fell 1.5 per centage points to 67.5 per cent, the lowest among the regions. The weakness in international air travel for regional carriers is not believed to be attributable to the Ebola outbreak, the impact of which has been restricted largely to Guinea, Liberia and Sierra Leone, markets that comprise a very small proportion of traffic. Instead it appears to reflect negative economic developments in parts of the continent including Nigeria, which is highly reliant on oil revenues. South Africa also experienced weakness earlier in the year.
http://www.independent.co.uk Airlines defy Supreme Court and refuse to pay £50m delay compensation to holidaymakers Thousands of holidaymakers are still waiting for more than £50m in compensation for delayed flights, as a coalition of airlines, including Ryanair and Flybe, refuse to pay up despite losing a Supreme Court legal battle. In October, judges refused an application by Thomson and Jet2, a low-cost carrier based at Leeds-Bradford Airport, to appeal two rulings that made airlines liable to compensate passengers delayed by aircraft technical problems. Airlines have previously argued that such unforeseen technical defects are out of their control and so come under the EU‘s ―extraordinary circumstances‖ definition, exempting them from paying compensation. In the Jet2 case, passenger Ronald Huzar‘s award of £975 plus interest was upheld after a wiring defect caused a 27-hour delay on a flight from Malaga to Manchester. It was thought the refusal to appeal was the end of the matter. Many airlines, including Thomson, are now processing thousands of claims, going back six years, worth an average of around £380 each. However, Jet2 has been joined by at least three other airlines in continuing to put claims on hold until a separate, long-running case against Italian airline Alitalia is finally settled in the European courts.
http://www.independent.co.uk (continue) They hope this will clarify the definition of ―extraordinary circumstance‖ so it unambiguously includes technical faults as well as issues such as extreme weather and security alerts. It is estimated that this is delaying claims worth between £50m and £100m; Jet2 has set aside £17m in the event it eventually pays out the claims. Kevin Clarke, who has represented thousands of passengers for solicitor Bott & Co, said: ―It‘s disappointing. The airlines have got all the clarification they need on what is an ‗exceptional circumstance‘.‖ The Civil Aviation Authority, the industry‘s regulator, is examining whether it can take any action against the airlines. A spokesman said: ―Following the Supreme Court‘s decision not to hear appeals from Jet2 and Thomson, the CAA is pleased to see the majority of airlines are now paying compensation for claims that relate to these cases. Unfortunately, some airlines are continuing to place these claims on hold, which means a further delay for passengers.‖ A Ryanair spokesman said the airline deals with claims ―on a case-by-case basis‖. A spokeswoman for Flybe added: ―Together with many other airlines ... it [Flybe] will begin to process the outstanding claims it has received once a request for a review on the definition of ‗extraordinary circumstance‘ has been determined by the European Court of Justice.‖
http://www.ibtimes.com These Airlines Offer Premium Economy Seats Worth Paying For As coach class continues to squeeze fliers tighter and business- and first-class fares remain out of reach for most travelers, there's a growing demand for "premium economy" seating, a separate section that's a step up from coach in terms of space and amenities but doesn't (ostensibly) cost a small fortune as many premium cabins do.
This week, Singapore Airlines unveiled its premium economy class section that will take to the skies in August, and it looks pretty impressive. Each seat will offer 38 inches of pitch compares with 32 in standard economy and the ability to recline eight inches, plus a calf rest and foot bar. Passengers, who will have priority check-in and boarding, will have access to two USB plugs, a universal power plug and Wi-Fi, plus 13-inch high-definition monitors that come with noise-canceling headphones.
http://www.ibtimes.com (continue) Passengers will be served sparkling wine or Champagne -- and have the option of using the airline's premium "Book the Cook" service that allows passengers to preorder their meals. The price? Singapore's Straits Times reports fares are expected to cost about 20 percent more than an economy ticket.
Lufthansa also debuted its new premium economy offerings in October, with seats that are wider and feature more legroom, 38-inch pitch and power ports. Premium economy passengers get two free checked bags, plus access to Lufthansa's business class lounges for about $32.
http://www.ibtimes.com
(continue) Both Singapore's and Lufthansa's premium economy cabins are identifiable as separate compartments from economy class -- something that's typically not the case with U.S. carriers. Unfortunately for American fliers, most premium economy sections on the likes of American and United offer a little bit more legroom, but not much else. And they're not even specifically separate cabins. Typically the premium economy seats are just at the front of the economy section. So which other international airlines offer a premium economy experience worth paying for? I've highlighted some of the best below:
http://www.ibtimes.com
(continue) Air New Zealand This airline took top honors for premium economy in 2014's World Airline Awards, and for good reason. While the seat size varies depending on which aircraft you're on, seat pitch is a whopping 41 to 42 inches with nine inches of recline. Fliers get complimentary amenity kits and priority checkin and baggage handling.
Qantas Another airline from down under deserves praise for its premium economy section. Passengers have a separate, dedicated check-in counter and priority boarding. The private cabin features ergonomically designed seats that have a multiway adjustable headrest. Virgin Atlantic premium economy fliers can relax in sumptuous leather seats. Virgin Atlantic
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(continue) Virgin Atlantic Richard Branson's airline amps up the comfort with leather seats that are 21 inches wide and offer 38 inches of pitch. You also get a headrest, footrest and lumbar support -- plus power ports at your seat. What's more, unlike some airlines, Virgin's premium economy is available across its entire fleet. Cathay Pacific's premium economy section boasts seats with 38 inches of pitch. Cathay Pacific
Cathay Pacific This award-winning airline is consistently recognized for its luxury cabins, but its premium economy isn't half bad, either. Passengers get eight inches of recline, along with leg and footrests. Seats have 38 inches of pitch, plus a full tray table and a smaller cocktail table when you don't need the bigger size. Fliers also get additional baggage allowances, either in weight or piece number. And you're greeted with a welcome drink and a hot towel when you board. The World Traveler Plus seats on British Airways. British Airways
http://www.ibtimes.com (continue) British Airways The World Traveler Plus section, as BA's premium economy section is known, is available on all its long-haul planes. Passengers get an extra free bag to check (though no priority boarding or check-in), plus three-course meals served on real china. More importantly, seats have 38 inches of pitch and are 1-2 inches wider than the ones in coach. Newer planes have in-seat power, as well. Submit Correction
http://www.eturbonews.com Is Airline Fuel Surcharge a form of extortion by US airlines? Kevin Mitchell, Chairman of the Business Travel Coalition in the United States wants the US Department of Transportation to request for an Investigation of Airlines Fuel Surcharge Practices. He wrote this letter to Ms. Blane Workie, Assistant General Counsel, Office of Aviation Enforcement and Proceedings, U.S. Department of Transportation, 1200 New Jersey Ave, SE, Washington, DC 20590 Dear Ms. Workie, The Business Travel Coalition urges the U.S. Department of Transportation (DOT) to launch a thorough and in-depth investigation with respect to the airline industry's continued assessment of oftensizeable fuel surcharges on many itineraries in violation of DOT s clear Additional Guidance on Airfare/Air Tour Price Advertisements of February 21, 2012. As DOT will be well aware, oil prices have plummeted some 50 percent over the course of the past year while most U.S. airlines have left their often outsized fuel surcharges in place. We believe that the continued, widespread imposition of these substantial, add-on fuel surcharges in the face of plummeting jet fuel prices cannot be justified.
http://www.eturbonews.com (continue) This practice therefore constitutes an unfair and deceptive act or practice and an unfair method of competition in violation of 49 U.S.C. §41712. Further, these pervasive violations of §41712 inflict massive overcharges on consumers. On January 13, 2015, USAToday published an article entitled, Fuel Prices Fall, Yet Airline Surcharges Remain the Same that shone a bright spotlight on this behavior. The story reported as follows: "If you don't know about airline fuel surcharges, you're not alone. They're embedded in the price of a ticket and are especially hefty for international flights. Here's a price breakdown on a major U.S. airline's round-trip ticket between London and New York in February: Base airfare: $403 Carrier-imposed charges: $458 As you can see, the carrier-imposed charges, or fuel surcharge, is higher than the cost of the actual airfare. And that same exact surcharge - $458 - was imposed on London-New York flights back in August, when a barrel of oil was going for $97, or twice the current price. Why are U.S. airlines keeping fuel surcharges, and keeping them so high? Because they can. There is no incentive to drop prices because demand is good.
http://www.eturbonews.com (continue) The continuing imposition of these enormous fuel surcharges despite the profound drop in the item of airline costs they are supposed to defray flouts the express admonitions of DOT in its Additional Guidance on Airfare/Air Tour Price Advertisements of February 21, 2012. In that Guidance, DOT specifically cautioned airlines that: "When a cost component is described as a fuel surcharge, for example, that amount must actually reflect a reasonable estimate of the per-passenger fuel costs incurred by the carrier above some baseline calculated based on such factors as the length of the trip, varying costs of fuel, and number of flight segments involved." In that same Guidance, DOT repeated the point that to avoid being an unfair or deceptive practice, charges imposed on passengers as supposed fuel surcharges must bear a reasonable relationship to the per passenger cost of fuel, saying: "Moreover, using the particular example noted above, we wish to remind carriers that amounts listed as charges for particular services must accurately reflect the actual costs of the service covered. Therefore, the fuel surcharge of $476 in the above example, which is associated with a transatlantic trip originating in New York City, must be an accurate reflection of the fuel cost
http://www.eturbonews.com (continue) over some reasonable baseline for an individual passenger for that trip and the carrier should be prepared to detail the services and costs per passenger associated with its Passenger service charge international. In the investigation that we urge DOT to conduct, we call on DOT to hold the airlines assessing fuel surcharges to account -- by requiring them to substantiate on a routeby-route basis that the fuel surcharges do indeed reflect the actual costs of fuel per passenger over some baseline amount. Several international airlines have eliminated or adjusted their fuel surcharges in an appropriate, proconsumer manner to reflect the lower cost of fuel. Unfortunately, since the U.S. airline industry was permitted in 2008 to embark on the path of what has become a radical consolidation, several anti-consumer themes have become common place. In order to shield a large part of the price of air travel from the pricing pressure that results from efficient comparison shopping, major U.S. airlines first unbundled services that had long been included in the ticket price and then largely withheld from the travel agency channel (such as on-line travel agencies) the prices of an ever-growing litany of services for which they insist consumers pay extra, such as the cost of a family having assigned seating together before showing up at the airport.
http://www.eturbonews.com (continue) Similarly, and with the effect of creating a shortage of capacity that has in turn increased the demand pressures alluded to by this USAToday article, major U.S. airlines have become fervent practitioners of what they call Â’ capacity discipline.Â’ And the Big Three U.S carriers have worked together for the purpose of blocking new entry by foreign carriers. They have done this by pushing the Administration for modifications to Open Skies agreements that would erect barriers to foreign airline entry and expansion. We urge DOT to investigate the airline industryÂ’ s policies and practices regarding fuel surcharges. Furthermore, DOT should issue its long awaited rule on ancillary fees and restore true comparison-shopping by enabling consumers to see and buy ancillary services in the same transaction as the base fare so that they can do a true apples-to-apples comparison of what they will pay for the air travel services they need or want. Finally, DOT needs to communicate to U.S. major airline CEOs that it is steadfast in its commitment to upholding the integrity of the Open Skies policy and resulting agreements.
http://www.hindustantimes.com Flying without wings: What's holding back the Indian aviation sector It‘s a paradox. Even as new airlines launch, and the market grows steadily, existing domestic carriers are struggling to stay in the air. A look at what‘s holding back Indian aviation. If there was ever a good time to run an airline in India, it‘s now, said Ajay Singh, as he walked into a meeting with top aviation ministry officials last December, when SpiceJet‘s problems were at their peak. On January 15, SpiceJet announced that a deal had been sealed between billionaire media tycoon Kalanithi Maran and Singh that would see the latter return to the helm of affairs at the Gurgaon-based low-cost carrier. What Singh said made sense, considering that global crude prices have plummeted by almost 60% — from $110 a barrel in June 2014 to close to $45 a barrel. Industry experts estimate that the fall in crude prices could help Indian carriers save up to $400 million, or about Rs 2500 crore, this fiscal. Aviation turbine fuel (ATF) in India is priced, on average, about 60% higher than internationally. It is the single largest element contributing to airline costs and accounts for 40% of the operating cost of Indian carriers — as against a figure of only 20% for international carriers. Domestic carriers pay up to 50% more for fuel than those in Dubai or Singapore.
http://www.hindustantimes.com
(continue) Development of the aviation sector is vital to India‘s economic growth and can have a very high multiplier effect. According to a study by the International Civil Aviation Organisation, every Rs 100 spent on air travel results in Rs 325 worth of total benefits and every 100 direct jobs in aviation results in 610 new jobs overall. A tale of wins and losses India‘s beleaguered aviation industry is starting to see signs that could mark the beginning of a structural turnaround in its fortunes, said a January 2015 report by aviation consultancy Centre for Asia Pacific Aviation (CAPA). The decline in fuel prices has contributed significantly to the improved outlook. Two Indian airlines — privately held IndiGo and GoAir — are expected to end the year in the black. Most Indian carriers are likely to report profits in the December quarter. Jet Airways reported a net profit of Rs 63.11 crore in the December quarter as against a loss of `267.89 crore in the corresponding quarter in 2013. IndiGo and GoAir will also report profits. ―India‘s aviation system may at last be coming of age,‖ says Kapil Kaul, South Asia CEO of CAPA. Within five years, India, one of the fastest growing markets in the world, will become the third largest aviation market globally. Indian carriers are expected to double their combined fleet size by 2020, to a total of around 800 aircraft.
http://www.hindustantimes.com
(continue) Three new airlines — Air Costa, AirAsia India and Vistara — have launched operations in the last 18 months, and another six have been granted approval by the union ministry of civil aviation. Domestic passenger traffic rose by about 10% in 2014, as 673.83 lakh passengers travelled by air, against 614.26 lakh in 2013. ―Travel management companies report that business travel is picking up, which is reflected in the increased focus by Air India, Jet Airways and Vistara on the full service market,‖ says Kaul. Deep structural issues, however, continue to ail the Indian aviation sector. No other sector in India that is growing at this rate is suffering such heavy losses. A confidential aviation ministry note following the SpiceJet crisis said the budget carrier wasn‘t the only airline in a precarious financial condition, and if urgent steps weren‘t taken, there were some other airlines that could end up the same way. Despite falling crude prices, the Indian aviation industry is expected to end the current financial year with estimated losses of about $1 billion or Rs 6,100 crore, according to an estimate by CAPA. This follows a $1.7 billion loss last year. Over the past seven years, Indian carriers have lost a combined $10.6 billion (more than Rs 60,000 crore), or an average of $22 every time a passenger boarded an aircraft.
http://www.hindustantimes.com
(continue) Kingfisher shut down operations in 2012, Air India is surviving on a bailout funded by the taxpayer, Jet Airways posted a loss of Rs 3,667 crore last fiscal while SpiceJet just managed to survive after Ajay Singh stepped in. ―Airlines, other than IndiGo, will require $1.6 billion [Rs 9,600 crore] of funding this year just to sustain their business models. The prospects for further direct investment in airlines remain very uncertain in the current climate,‖ says a July 2014 CAPA report. What ails Indian aviation? A combination of factors, including certain government policies, has pushed the aviation sector into the mess it is in. A clear long-term policy roadmap which is aligned to the industry‘s requirements is yet to emerge, say experts. ―India is probably the only country that discriminates against its own carriers,‖ says Rajji Rai, an aviation expert and former president of the Travel Agents Association of India. The 5 year/20 aircraft rule prevents Indian carriers from beginning international operations until they have been operating domestically for five years and have a fleet of at least 20 aircraft, while no such restriction applies to foreign airlines flying into India.
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(continue) Several carriers currently operating to India such as Air Arabia, Etihad, flyDubai, and Tigerair first entered the market well before they had been in operations for five years. Also, Indian airport charges are among the highest in the world, which impacts profitability. ATF in India is subject to some of the highest taxes in the world, with sales tax in some states as high as 29%. ―ATF prices in India are really hurting Indian aviation and challenging the very viability of several airlines,‖ SpiceJet COO Sanjiv Kapoor said in an October 2014 letter to the aviation ministry. ―All is not lost yet. The government can easily sort things out if it wishes to,‖ says a CEO of budget carrier. ―Aviation hubs like Dubai, Singapore and Doha have left India far behind. If aviation continues to be treated as a luxury, no reforms will happen,‖ counters Rai. Quick fix The government must recognise aviation as a critical sector that is vital to India‘s economic growth. ―Lower ATF prices and a reduction in sales tax to 4% will give the sector a big boost and could be a gamechanger,‖ says Kaul. Eliminating the tax structure on maintenance, repair and overhaul (MRO), removing negative restrictions on ancillaries and abolishing 5/20 rule are some other measures that the government needs to take.
http://www.hindustantimes.com
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