CORRECTON: A March 14 ATW Daily News story, “China Airlines to launch LCC in Taiwan,” incorrectly stated that Taipei-based China Airlines plans to launch a low-cost carrier in Taiwan in conjunction with TransAsia Airways.
Boeing’s 787 chief engineer says the solution the manufacturer has come up with for the aircraft’s lithium ion battery guarantees there will never be a battery-related fire onboard a Dreamliner.
Includes: Top 20 World Airports, Top 20 Reporting Airlines, World Airline Traffic, Jet Fuel Price Monitor, US Fuel Cost and Consumption, Aircraft Values, Aircraft Data, Transport Aircraft Deliveries, US Ontime Performance, US Consumer Complaints, Airline Traffic by Region
Includes: IATA Traffic Growth by Region, Top 20 Reporting Airlines, World Airline Traffic, Jet Fuel Price Monitor, US Fuel Cost and Consumption, Aircraft Values, Aircraft Data, Aircraft Deliveries, Airline Traffic by Region, US Mishandled Baggage, US Consumer Complaints, US Ontime Performance, US Denied Boardings, Selected Airport Traffic
Air Astana was incorporated in late 2001 and launched service May 15, 2002. The Kazakhstan government holds a 51% share in the airline through its Samruk-Kazyna National Welfare Fund, with BAE Systems holding the remaining 49% share. In 2011 Air Astana was admitted to the register of the IATA Operational Safety Audit (IOSA) and is the only Kazakhstan airline to maintain repeated audit success.
The most significant traffic growth, according to IATA calculations, will be in Asia where traffic, including China, is expected to increase by about 50% from 2012 to 2020. Other hot-spot growth areas are South America and the Middle East—both forecast to see traffic increases of 40% each—and Africa, where 11% traffic increases are expected by 2020. So even if, as also expected, the traffic numbers for North America and Europe continue at their current flat levels, the high traffic growths of other regions will pile on top of an existing global baseline.
When the European Commission (EC) agreed last year temporarily to suspend its emission trading scheme (ETS) carbon tax for flights to and from the European Union, the move was universally welcomed.
In the increasingly complex world of ancillary fees, optional extras and add-ons, airlines still have no standard on how they report their ancillary revenues. But in the US, at least, a number of regulations are being considered that would control how American carriers display their fees and fares.
When it comes to safety and aircraft, a good news story is bound to be very good indeed. And so for IATA, 2012 provided not just an exceptionally good story, but was a banner year. Member airlines had their safest year ever, with no hull-loss accidents on Western-built jets.
It wasn’t the New Year’s Eve 2012 memorythat the passengers and flight crew wanted. Spirit Airlines Flight 403 had just landed at Fort Lauderdale-Hollywood International Airport in Florida. While taxiing to the gate the Airbus A320 clipped the tail of a US Airways A320 parked in a remote part of the runway. The collision caused a gash in the tail cone section of the US Airways aircraft. The Spirit aircraft suffered no damage, but the incident caused consternation at Spirit Airlines, which said it was not advised by air traffic control of the presence of the other aircraft.
What started as one of Boeing’s most difficult weeks—beginning with a fire and ending with a full-scale safety review of the 787’s design and production—rapidly turned into a public relations nightmare the following week when two airlines grounded their 787 fleets and images of a Dreamliner with emergency chutes deployed streamed over television and computer screens worldwide.
Includes: Airline Traffic Growth by Region, Top 20 Reporting Airlines, World Airline Traffic, Jet Fuel Price Monitor, Aircraft Values, US Fuel Cost and Consumption, Aircraft Data, Aircraft Deliveries, US Ontime Performance, US Mishandled Baggage, US Consumer Complaints, Airline Traffic by Region,
n 2005 European Union Regulation 261/2004 on passenger rights in aviation came into force. Its main objective was to dissuade airlines from excessive overbooking (leading to denied boarding) or cancellations for commercial reasons.
Swiss International Air Lines, which is owned by Star Alliance’s Lufthansa Group, was for the longest time a benchmark in the European airline industry in terms of profitability, service and setting new trends.
It was the aviation news of 2012 that received far too little attention. Airbus’s top brass acknowledged publicly, to a room full of reporters at the Farnborough Airshow no less, that there will be no all-new narrowbody commercial aircraft entering the market for at least another 18 years.
Fast-growing Turkish low-cost carrier (LCC) Pegasus Airlines is seeking new ways to expand into Russia and Central Asia as it tries to combat restrictive regulatory regimes in the region.
In its services market outlook, Boeing identifies a total market of almost $2.4 trillion over the next 20 years. The market for services is projected to grow by approximately 4% annually over the term of the outlook.
Although hurt by the deterioration in cargo markets, Asia Pacific airlines are expected to see net profits grow by $200 million to $3.2 billion in 2013, according to IATA.
Ask any European airline CEO about their top challenge for 2013 and their answer is unanimous: making money. All are facing a constant struggle to maximize revenues and control costs in the face of spiraling fuel prices, but on top of these global issues Europe has found itself in the eye of the economic storm.
A rash of mostly positive third-quarter results across US and Canadian carriers helped underscore the general feeling that North American airlines are climbing out of the abyss of red and into a more stable era of sustained profitability.
The airline business remains a roller-coaster ride unsuited for the faint of heart. First the good news: global airline financial performance improved in the second and third quarters of 2012 following a sharp deterioration in the first quarter.
Despite a dismal start, a painful set of first-quarter financials, high fuel prices and a slowing world economy, the world’s airlines managed to end 2012 on a relative uptick.
