Tower, Or TRACON? Some Won't Be Trained In Both
In a move intended to speed training as the agency faces a critical shortage of experienced air traffic controllers, the FAA plans to narrow the training requirements for personnel heading to Memphis and Orlando... a plan the National Air Traffic Controllers Association says could be dangerous.
The Associated Press reports the FAA plans to end cross-training of ATC personnel in tower operations, and handling traffic at Terminal Radar Approach Control (TRACON) facilities. Previously, controllers spent time handling both... a move meant to increase controllers' understanding of both jobs, and how they inter-relate.
But that added training takes time, which is something the FAA doesn't have much of as it works to replace controllers hired following the 1981 PATCO strike, who are now approaching retirement. The FAA also makes the argument controllers will handle their individual duties better when they can focus on just one job.
"It's simply focusing their training to do precisely what they're going to be doing," FAA spokesman Paul Takemoto said.
Not surprisingly, however, not all controllers agree. "It masks their staffing problems," said Victor Santore, regional vice president for NATCA.
The controllers union -- which has been locked in a contentious battle with the FAA over a contract imposed in June 2006 -- says those lesser job duties will translate to reduced pay for controllers, to the tune of 4-8 percent in some cases. Fewer personnel will be available for emergencies, too, or to cover for workers out on sick leave.
John Wallin, who heads the NATCA chapter in Memphis, maintains cross-training improves coordination between towers and TRACONs as they vector traffic over busy airports... and suggests the lack of such training could lead to problems.
"Controllers who work in the tower will no longer have the experience that radar controllers have and that could lead to a disaster because they're not going to know what each other is doing," he said.
The FAA has already ended cross-training at facilities near several larger airports, including Atlanta and Chicago. Attempts to restrict training in Miami and Philadelphia were scaled back, however, after Congress questioned the safety of such a move.
Illinois Congressman Jerry Costello -- who serves as chairman of the House subcommittee on aviation, and is a frequent critic of the FAA's hard-line stance against controllers -- says any attempt by the agency to lessen certification requirements for new-hire controllers will face review by lawmakers, "if in fact that is taking place."
Currently, about one-quarter of all air traffic controllers nationwide are in training... and that figure is expected to increase to 30 percent within four years.
FMI: www.faa.gov, www.natca.org
aero-news.net
quinta-feira, 6 de novembro de 2008
FAA splits duties of air-traffic controllers
Critics say move means less training for those responsible for public's safety
MEMPHIS, Tenn. - The Federal Aviation Administration is realigning the duties of air traffic controllers in some cities, a move that critics say will mean less training for the people responsible for the safety of the flying public.
Faced with a nationwide shortage of controllers, the FAA says it wants to streamline training by dividing the job of air traffic controllers into two specialties. In January, controllers in Memphis and Orlando, Fla. — now trained to work in their airport towers as well as companion radar centers — will be restricted to one job or the other.
"It's simply focusing their training to do precisely what they're going to be doing," FAA spokesman Paul Takemoto said.
Some lawmakers and the controllers' union say the change will allow the FAA to certify controllers with fewer training hours than the current standard.
"It masks their staffing problems," said Victor Santore, regional vice president of the Air Traffic Controllers Association.
The union also argues that the new job descriptions will cut controllers' salaries by 4 percent to 8 percent and limit staffing flexibility in emergencies.
Radar centers called TRACONs, for Terminal Radar Approach Control, direct aircraft for landings and takeoffs up to 50 miles from their airports. Towers handle planes when they're within five miles of an airport or on the ground. More than 40 percent of the FAA's 315 air traffic control facilities have towers with companion radar centers.
John Wallin, president of the union local in Memphis, said training controllers to work in both airport towers and radar centers improves coordination between the groups as they work to keep planes safely spread out over busy airports.
He called the FAA's move dangerous.
"Controllers who work in the tower will no longer have the experience that radar controllers have and that could lead to a disaster because they're not going to know what each other is doing," he said.
The FAA's move to split the tower and radar center jobs is not new. More than 20 of the busiest airports in the U.S., including those in Atlanta and Chicago, already operate that way.
But Wallin said those airports get the most experienced controllers, many of them with both tower and radar experience earned in smaller cities like Memphis.
The FAA also has looked into splitting the controllers' job functions at cities including Cleveland, San Antonio, Pittsburgh, Cincinnati, Tampa, Fla., and Charlotte, N.C. Moves to split the work in towers and radar centers at Miami and Philadelphia were recently scaled back following complaints from members of Congress and others who argued the plans needed more study and input from outside the FAA.
Sen. Robert Casey, D-Pa., joined other Pennsylvania lawmakers in opposing the plans, arguing that "any action that would dilute staff would dilute safety," his office said.
The FAA hired most of its 14,800 controllers within a few years of a 1981 strike that ended when former President Reagan fired the strikers.
Rep. Jerry Costello, chairman of the House subcommittee on aviation, said the FAA has failed to lay the groundwork to replace so many experienced controllers, and has caused early retirements by refusing to negotiate since 2006 on a new work contract.
Costello, D-Ill., said the agency must get more controllers on the job, but any moves to lessen certification requirements will draw a congressional review, "if in fact that is taking place."
Nationwide, about a fourth of air traffic controllers are in training, meaning they need on-the-job supervision, and the transportation department's inspector general says that may increase to 30 percent over the next four years as more new controllers are hired.
Memphis has 62 controllers, 45 of whom are fully certified. The rest are in training, and up to 10 more trainees are expected next year. Though several of the older hands are likely to retire soon, Wallin said, the number of controllers deemed fully certified will increase after the job split.
"They can go to Congress and say, 'Look, we fixed Memphis,'" he said. "'We now have 54 or 55 fully certified controllers, some in radar and some in the tower.'"
Fonte: Flight Safety Information 24/10/2008.
MEMPHIS, Tenn. - The Federal Aviation Administration is realigning the duties of air traffic controllers in some cities, a move that critics say will mean less training for the people responsible for the safety of the flying public.
Faced with a nationwide shortage of controllers, the FAA says it wants to streamline training by dividing the job of air traffic controllers into two specialties. In January, controllers in Memphis and Orlando, Fla. — now trained to work in their airport towers as well as companion radar centers — will be restricted to one job or the other.
"It's simply focusing their training to do precisely what they're going to be doing," FAA spokesman Paul Takemoto said.
Some lawmakers and the controllers' union say the change will allow the FAA to certify controllers with fewer training hours than the current standard.
"It masks their staffing problems," said Victor Santore, regional vice president of the Air Traffic Controllers Association.
The union also argues that the new job descriptions will cut controllers' salaries by 4 percent to 8 percent and limit staffing flexibility in emergencies.
Radar centers called TRACONs, for Terminal Radar Approach Control, direct aircraft for landings and takeoffs up to 50 miles from their airports. Towers handle planes when they're within five miles of an airport or on the ground. More than 40 percent of the FAA's 315 air traffic control facilities have towers with companion radar centers.
John Wallin, president of the union local in Memphis, said training controllers to work in both airport towers and radar centers improves coordination between the groups as they work to keep planes safely spread out over busy airports.
He called the FAA's move dangerous.
"Controllers who work in the tower will no longer have the experience that radar controllers have and that could lead to a disaster because they're not going to know what each other is doing," he said.
The FAA's move to split the tower and radar center jobs is not new. More than 20 of the busiest airports in the U.S., including those in Atlanta and Chicago, already operate that way.
But Wallin said those airports get the most experienced controllers, many of them with both tower and radar experience earned in smaller cities like Memphis.
The FAA also has looked into splitting the controllers' job functions at cities including Cleveland, San Antonio, Pittsburgh, Cincinnati, Tampa, Fla., and Charlotte, N.C. Moves to split the work in towers and radar centers at Miami and Philadelphia were recently scaled back following complaints from members of Congress and others who argued the plans needed more study and input from outside the FAA.
Sen. Robert Casey, D-Pa., joined other Pennsylvania lawmakers in opposing the plans, arguing that "any action that would dilute staff would dilute safety," his office said.
The FAA hired most of its 14,800 controllers within a few years of a 1981 strike that ended when former President Reagan fired the strikers.
Rep. Jerry Costello, chairman of the House subcommittee on aviation, said the FAA has failed to lay the groundwork to replace so many experienced controllers, and has caused early retirements by refusing to negotiate since 2006 on a new work contract.
Costello, D-Ill., said the agency must get more controllers on the job, but any moves to lessen certification requirements will draw a congressional review, "if in fact that is taking place."
Nationwide, about a fourth of air traffic controllers are in training, meaning they need on-the-job supervision, and the transportation department's inspector general says that may increase to 30 percent over the next four years as more new controllers are hired.
Memphis has 62 controllers, 45 of whom are fully certified. The rest are in training, and up to 10 more trainees are expected next year. Though several of the older hands are likely to retire soon, Wallin said, the number of controllers deemed fully certified will increase after the job split.
"They can go to Congress and say, 'Look, we fixed Memphis,'" he said. "'We now have 54 or 55 fully certified controllers, some in radar and some in the tower.'"
Fonte: Flight Safety Information 24/10/2008.
AACO Annual General Meeting - Remarks of Giovanni Bisignani
It’s a pleasure to be here in Tunis - a beautiful city with more than three millennia of fascinating history. It is also home to our host -Tunisair - that is celebrating its 60th anniversary.
Congratulations!
Middle East and North Africa (MENA) is among the most dynamic aviation regions in the world.
Since 2001 this region’s share of international passenger traffic grew from 5% to nearly 10%. IATA has supported this region’s rapid development with a strong presence coordinated from our regional office in Amman. Our settlement systems process over US $13 billion in the region at no cost to our member carriers. In fact we provide cash back.
Guiding IATA’s global work is our Chairman Samer Majali of Royal Jordanian. At this time of crisis business as usual is not an option. Samer’s great ability to drive change is helping IATA to deliver relevant results for the industry.
State of the Industry
Let’s start with the enormous shocks since we met in Damascus. In 2007 airlines made US$5.6 billion a 1.1% margin. But with an average oil price of US$73 per barrel for a total bill of US$136 billion, even this was an amazing achievement. It was the result of a strong economy and hard work by airlines. Since 2001 labour productivity improved 64%, sales and marketing unit costs dropped 25% and non-fuel unit costs reduced 18%.
Then the perfect storm hit. First oil prices spiked to US$145 in July. We predicted a fuel bill of US$186 billion, US$50 billion more than 2007. The financial crisis pushed oil below US$90. But even if the price volatility stops and oil averages US$95 for the rest of the year, we still face a US$181 billion bill.
Recession is the bigger threat. A 1% drop in revenues is a US$5 billion hit. Already passenger traffic growth declined to 1.3% and cargo traffic—a leading indicator is down 2.7%. The worst is yet to come. What we save on fuel, we lose in revenue and that means US$5.2 billion in red ink.
MENA
While MENA carriers will deliver a US$200 million profit this year, that’s US$100 million less than in 2007. Even these profits are generated by only a handful of carriers, while most bleed red ink. Even tougher times are ahead.
Over the next decade, the region’s fleet will double to 1,300 aircraft. However, passenger growth is slowing. It went from 18.1% in 2007 to 4.3% in August.
Along with the challenge of matching capacity to demand, airlines in this region have some serious homework to do. They must continue to improve safety, focus on efficiency, Simplifying the Business, fuel, monopoly service providers and press governments for commercial freedoms.
Safety
Let’s start with safety, our top priority. Air is the safest way to travel. In 10 years we cut the accident rate in half. But today I am ringing a warning bell. There have been 25 fatal accidents this year more than in either 2006 or 2007. MENA had no accidents in 2006, one in 2007 and two already this year. We are safe, but the trend is going in the wrong direction.
So we need to make the most of the IATA Operational Safety Audit (IOSA). It’s a membership condition for IATA and AACO. Our goal is to bring all our members on board. We are funding IOSA audits for members. With our Partnership for Safety programme,10 MENA carriers have benefited from GAP analysis and 700 airline staff were trained in 29 IOSA courses. Today 17 MENA IATA member airlines are on the registry but 13 are still closing their findings. The deadline is near and there will be no exceptions. I need the leadership support of the CEOs to close the findings as soon as possible.
Governments must move faster to take advantage of IOSA. Two years ago ACAC mandated IOSA for all airlines flying into the region. Only one country has delivered – Egypt. Lebanon and Jordan are expected to follow soon. All ACAC member states must deliver on their promise -quickly.
ISAGO
We are using the IOSA approach to improve ground safety with the IATA Safety Audit for Ground Operations. MENA is playing a leading role. The first ground handler audit was DNATA in Dubai.
Egypt Air, Royal Jordanian, Saudia and Royal Air Maroc are among the first in the ISAGO pool audit group. Safety is our top priority. With IOSA and ISAGO we are raising the bar.
Efficiency
In this crisis, efficiency is critical. It begins with airlines doing their homework with programmes like IATA’s Simplifying the Business. Working together we achieved 100% e-ticketing in just 48 months saving US$3 billion annually. The carriers in this region were slow to start but in just 18 months went from 16% to 100%. Congratulations!
But there is no time to rest. The target for 100% bar coded boarding passes is 2010. It’s serious business because each BCBP saves US$5 and a total of US$500 million a year on the industry bottom line. Already 19 MENA airlines are among the 176 issuing the IATA standard BCBP.
We need to catch-up on the other projects. Common Use Self Service kiosks save US$2.50 per check-in with a potential of US$1 billion savings annually. But, only 2 of the 119 airports with CUSS are in MENA. With e-freight, 14 locations will be live by the end of the year. But the only participation in the region is Dubai, which is on the list for the next phase. With potential savings of US$1.2 billion e-freight is important to building a competitive cargo industry. Of the 22 MENA states, only 10 have ratified the Montreal Convention or Montreal Protocol recognising electronic invoicing.
Again, too slow.
Already we are looking at the next phase of StB. Fast Travel will bring more self-service options throughout the travel process. And our Baggage Improvement Programme will reduce the US$3.8 billion annual cost of mishandlings. MENA’s aggressive US$46 billion infrastructure expansion is a golden opportunity to be a world leader by adopting StB processes and technology. Now is the time to act, not when the airport construction is complete.
Fuel and Operational Efficiency
Every drop of fuel that we can save is critical to our bottom line and our environmental performance.
Our four pillar strategy is clear:
Invest in new technology
Operate planes effectively
Build and use efficient infrastructure
And implement positive economic measures
Governments have endorsed it and all the major industry players have made it an industry commitment. IATA is even more ambitious with a vision for carbon-neutral growth leading to a carbon-free future.
And we are delivering results. Up to 2007 we have saved US$7.7 billion in fuel costs and 44.5 million tonnes of CO2. Already this year we identified and saved an additional US$4.6 billion in fuel cost and13.5 million tonnes of CO2. Significant savings have been achieved in this region US$38 million with better operational procedures at 15 airports and RVSM in North Africa, US$10 million by re-opening a route from Qatar to Saudi Arabia and US$390 million from our Green Teams that worked with 13 airlines. A further US$46 million is expected from Green Teams later this year and another US$40 million will come when we re-open a route between Syria and Iraq. The next challenge is re-designing the airspace in the Gulf region to deliver three times the capacity while cutting costs with reduced delays and more direct routings.
The last pillar of the strategy is positive economic measures. These can play a significant role. IATA will soon deliver a global carbon offset scheme for the industry to use. We have had positive discussions with a number of airlines in the region including Egyptair, Royal Jordanian and Emirates. I hope that others will follow quickly.
At the same time we must also work to get governments to focus on global solutions. That means not following the crazy approach Europe is taking. National governments have discovered a pot of green gold. The UK, Ireland, the Netherlands and Belgium have or are considering departure taxes in some way related to the environment brand that could total nearly EUR 4.0 billion. On top of this, the European ETS is another EUR 3.5 billion in tax starting in 2012. A fair, global and voluntary ETS could be effective. Europe’s unilateral approach to ETS is not. What right does Europe have to charge a MENA carrier for emissions over Canada on its way to the US from Europe?
Instead of cleaning up the environment, it will be an international legal mess. Article 2 of Kyoto gives ICAO responsibility for aviation’s emissions. ICAO is moving forward with the Group on International Aviation and Climate Change. Saudi Arabia is a member and must play a strong role pushing for a global solution. At the same time, states of this region must challenge Europe’s unilateral action and deliver efficiencies in line with our strategy.
Reducing Infrastructure Costs
We are also pushing for cost efficiencies by challenging our monopoly providers - airports and ANSPs - to deliver the same efficiencies that airlines have achieved. We saved US$3.7 billion in 2007 in charges, taxation and fuel.
In July we wrote 133 airports and 66 ANSPs asking for urgent action in light of the crisis. Some responded positively. Toronto reduced cargo rates 25%, Fraport froze charges until 2009 and Brazil reduced fuel taxes saving US$411 million over the next 3 years.
Unfortunately too many partners don’t share this sense of urgency. In recent years this region has seen some embarrassing developments. Without consultation passenger charges at Egypt’s airports increased 100% and Saudi Arabia increased airport charges by 50% and air navigation charges by 23%. These increases are unacceptable.
Airport Concessions and Regulation
And there are some potential issues on the horizon. Saudi Arabia, Jordan and Egypt have given management concessions to run their airports. When Latin America did this it became a complete disaster. Let’s take the example of Quito where they are building a new airport with the involvement of Houston Airport System and have raised rates by 128%! ICAO principles were ignored. There was no consultation, limited transparency and pre-financing means that today’s users are paying for tomorrow’s customers.
You don’t want this type of abuse here. At key airports, you must ramp up the activities of User Charges Panels and Airport Consultative Committees to identify issues quickly and take action.
And, as you start to privatize, you need strong independent regulators to enforce ICAO principles and deliver cost-efficiency. Looking around the region Jordan is starting to prepare but there is a lot more homework to do - quickly.
Fuel Tax
Another worrying trend in the region is governments levying taxes on jet fuel.
It’s illegal. It is in contravention of bilateral agreements and the Chicago Convention. We fought this in Jordan and won US$15 million in annual cost savings. And our fuel experts are working with the AACO Fuel Committee to identify and fight similar abuses.
Commercial Freedom
Lastly, the crisis highlights the need for airlines to have the same commercial freedoms that other industries take for granted. We cannot serve new markets until governments sign an international agreement. And ownership rules deny access to global capital and the ability to merge or consolidate across borders. So, we are a fragmented industry and a financial basket case. Over 60 years, the average profit margin was 0.3% and today we are US$190 billion in debt. It’s time for change. Who cares who owns an airline if it is safe and provides efficient service? And why restrict market access if governments can ensure a level playing field?
What’s happening in MENA? Domestic liberalisation has sprouted new airlines in Saudi Arabia, United Arab Emirates, Jordan, Morocco, Lebanon, Bahrain and Libya. Open sky policies are delivering economic benefits in Lebanon, Kuwait, Bahrain, the United Arab Emirates and Morocco/ Morocco’s open skies deal with Europe is boosting tourist arrivals towards 10 million a year and Royal Air Maroc is stronger and more competitive.
Despite the clear case that liberalisation will stimulate long-haul markets and help fill the airports being built in the region, progress is too slow. In 2004 the Arab Ministers of Transport signed agreements establishing a goal of open-skies and fair competition and a mechanism for bloc negotiations with EU. Only 6 States ratified and bloc negotiations with Europe are only at the stage of declaring principles. MENA’s governments must think bigger and act faster.
IATA is facilitating this discussion among progressive governments at an Agenda for Freedom Summit in Istanbul this weekend with Morocco and the United Arab Emirates representing MENA.
The goal is to build a stronger industry with a level playing field within the bilateral system by allowing airlines to access global capital and take advantage of business opportunities beyond their borders.
Conclusion
This crisis is a turning point. MENA has some key advantages - strong oil economies, top-notch infrastructure and a young fuel-efficient fleet. There are also some big challenges: safety, cost reduction, efficiency and liberalisation. We must work together to move the industry in the right direction.
IATA and AACO are a strong team. Combined with your leadership, I am confident that we can deliver significant change to weather this perfect storm and emerge as an even stronger industry - safer, secure, efficient environmentally responsible and profitable.
Source: http://www.iata.org/pressroom/speeches/2008-10-22-01.htm acesso em 22 de Outubro de 2008.
Congratulations!
Middle East and North Africa (MENA) is among the most dynamic aviation regions in the world.
Since 2001 this region’s share of international passenger traffic grew from 5% to nearly 10%. IATA has supported this region’s rapid development with a strong presence coordinated from our regional office in Amman. Our settlement systems process over US $13 billion in the region at no cost to our member carriers. In fact we provide cash back.
Guiding IATA’s global work is our Chairman Samer Majali of Royal Jordanian. At this time of crisis business as usual is not an option. Samer’s great ability to drive change is helping IATA to deliver relevant results for the industry.
State of the Industry
Let’s start with the enormous shocks since we met in Damascus. In 2007 airlines made US$5.6 billion a 1.1% margin. But with an average oil price of US$73 per barrel for a total bill of US$136 billion, even this was an amazing achievement. It was the result of a strong economy and hard work by airlines. Since 2001 labour productivity improved 64%, sales and marketing unit costs dropped 25% and non-fuel unit costs reduced 18%.
Then the perfect storm hit. First oil prices spiked to US$145 in July. We predicted a fuel bill of US$186 billion, US$50 billion more than 2007. The financial crisis pushed oil below US$90. But even if the price volatility stops and oil averages US$95 for the rest of the year, we still face a US$181 billion bill.
Recession is the bigger threat. A 1% drop in revenues is a US$5 billion hit. Already passenger traffic growth declined to 1.3% and cargo traffic—a leading indicator is down 2.7%. The worst is yet to come. What we save on fuel, we lose in revenue and that means US$5.2 billion in red ink.
MENA
While MENA carriers will deliver a US$200 million profit this year, that’s US$100 million less than in 2007. Even these profits are generated by only a handful of carriers, while most bleed red ink. Even tougher times are ahead.
Over the next decade, the region’s fleet will double to 1,300 aircraft. However, passenger growth is slowing. It went from 18.1% in 2007 to 4.3% in August.
Along with the challenge of matching capacity to demand, airlines in this region have some serious homework to do. They must continue to improve safety, focus on efficiency, Simplifying the Business, fuel, monopoly service providers and press governments for commercial freedoms.
Safety
Let’s start with safety, our top priority. Air is the safest way to travel. In 10 years we cut the accident rate in half. But today I am ringing a warning bell. There have been 25 fatal accidents this year more than in either 2006 or 2007. MENA had no accidents in 2006, one in 2007 and two already this year. We are safe, but the trend is going in the wrong direction.
So we need to make the most of the IATA Operational Safety Audit (IOSA). It’s a membership condition for IATA and AACO. Our goal is to bring all our members on board. We are funding IOSA audits for members. With our Partnership for Safety programme,10 MENA carriers have benefited from GAP analysis and 700 airline staff were trained in 29 IOSA courses. Today 17 MENA IATA member airlines are on the registry but 13 are still closing their findings. The deadline is near and there will be no exceptions. I need the leadership support of the CEOs to close the findings as soon as possible.
Governments must move faster to take advantage of IOSA. Two years ago ACAC mandated IOSA for all airlines flying into the region. Only one country has delivered – Egypt. Lebanon and Jordan are expected to follow soon. All ACAC member states must deliver on their promise -quickly.
ISAGO
We are using the IOSA approach to improve ground safety with the IATA Safety Audit for Ground Operations. MENA is playing a leading role. The first ground handler audit was DNATA in Dubai.
Egypt Air, Royal Jordanian, Saudia and Royal Air Maroc are among the first in the ISAGO pool audit group. Safety is our top priority. With IOSA and ISAGO we are raising the bar.
Efficiency
In this crisis, efficiency is critical. It begins with airlines doing their homework with programmes like IATA’s Simplifying the Business. Working together we achieved 100% e-ticketing in just 48 months saving US$3 billion annually. The carriers in this region were slow to start but in just 18 months went from 16% to 100%. Congratulations!
But there is no time to rest. The target for 100% bar coded boarding passes is 2010. It’s serious business because each BCBP saves US$5 and a total of US$500 million a year on the industry bottom line. Already 19 MENA airlines are among the 176 issuing the IATA standard BCBP.
We need to catch-up on the other projects. Common Use Self Service kiosks save US$2.50 per check-in with a potential of US$1 billion savings annually. But, only 2 of the 119 airports with CUSS are in MENA. With e-freight, 14 locations will be live by the end of the year. But the only participation in the region is Dubai, which is on the list for the next phase. With potential savings of US$1.2 billion e-freight is important to building a competitive cargo industry. Of the 22 MENA states, only 10 have ratified the Montreal Convention or Montreal Protocol recognising electronic invoicing.
Again, too slow.
Already we are looking at the next phase of StB. Fast Travel will bring more self-service options throughout the travel process. And our Baggage Improvement Programme will reduce the US$3.8 billion annual cost of mishandlings. MENA’s aggressive US$46 billion infrastructure expansion is a golden opportunity to be a world leader by adopting StB processes and technology. Now is the time to act, not when the airport construction is complete.
Fuel and Operational Efficiency
Every drop of fuel that we can save is critical to our bottom line and our environmental performance.
Our four pillar strategy is clear:
Invest in new technology
Operate planes effectively
Build and use efficient infrastructure
And implement positive economic measures
Governments have endorsed it and all the major industry players have made it an industry commitment. IATA is even more ambitious with a vision for carbon-neutral growth leading to a carbon-free future.
And we are delivering results. Up to 2007 we have saved US$7.7 billion in fuel costs and 44.5 million tonnes of CO2. Already this year we identified and saved an additional US$4.6 billion in fuel cost and13.5 million tonnes of CO2. Significant savings have been achieved in this region US$38 million with better operational procedures at 15 airports and RVSM in North Africa, US$10 million by re-opening a route from Qatar to Saudi Arabia and US$390 million from our Green Teams that worked with 13 airlines. A further US$46 million is expected from Green Teams later this year and another US$40 million will come when we re-open a route between Syria and Iraq. The next challenge is re-designing the airspace in the Gulf region to deliver three times the capacity while cutting costs with reduced delays and more direct routings.
The last pillar of the strategy is positive economic measures. These can play a significant role. IATA will soon deliver a global carbon offset scheme for the industry to use. We have had positive discussions with a number of airlines in the region including Egyptair, Royal Jordanian and Emirates. I hope that others will follow quickly.
At the same time we must also work to get governments to focus on global solutions. That means not following the crazy approach Europe is taking. National governments have discovered a pot of green gold. The UK, Ireland, the Netherlands and Belgium have or are considering departure taxes in some way related to the environment brand that could total nearly EUR 4.0 billion. On top of this, the European ETS is another EUR 3.5 billion in tax starting in 2012. A fair, global and voluntary ETS could be effective. Europe’s unilateral approach to ETS is not. What right does Europe have to charge a MENA carrier for emissions over Canada on its way to the US from Europe?
Instead of cleaning up the environment, it will be an international legal mess. Article 2 of Kyoto gives ICAO responsibility for aviation’s emissions. ICAO is moving forward with the Group on International Aviation and Climate Change. Saudi Arabia is a member and must play a strong role pushing for a global solution. At the same time, states of this region must challenge Europe’s unilateral action and deliver efficiencies in line with our strategy.
Reducing Infrastructure Costs
We are also pushing for cost efficiencies by challenging our monopoly providers - airports and ANSPs - to deliver the same efficiencies that airlines have achieved. We saved US$3.7 billion in 2007 in charges, taxation and fuel.
In July we wrote 133 airports and 66 ANSPs asking for urgent action in light of the crisis. Some responded positively. Toronto reduced cargo rates 25%, Fraport froze charges until 2009 and Brazil reduced fuel taxes saving US$411 million over the next 3 years.
Unfortunately too many partners don’t share this sense of urgency. In recent years this region has seen some embarrassing developments. Without consultation passenger charges at Egypt’s airports increased 100% and Saudi Arabia increased airport charges by 50% and air navigation charges by 23%. These increases are unacceptable.
Airport Concessions and Regulation
And there are some potential issues on the horizon. Saudi Arabia, Jordan and Egypt have given management concessions to run their airports. When Latin America did this it became a complete disaster. Let’s take the example of Quito where they are building a new airport with the involvement of Houston Airport System and have raised rates by 128%! ICAO principles were ignored. There was no consultation, limited transparency and pre-financing means that today’s users are paying for tomorrow’s customers.
You don’t want this type of abuse here. At key airports, you must ramp up the activities of User Charges Panels and Airport Consultative Committees to identify issues quickly and take action.
And, as you start to privatize, you need strong independent regulators to enforce ICAO principles and deliver cost-efficiency. Looking around the region Jordan is starting to prepare but there is a lot more homework to do - quickly.
Fuel Tax
Another worrying trend in the region is governments levying taxes on jet fuel.
It’s illegal. It is in contravention of bilateral agreements and the Chicago Convention. We fought this in Jordan and won US$15 million in annual cost savings. And our fuel experts are working with the AACO Fuel Committee to identify and fight similar abuses.
Commercial Freedom
Lastly, the crisis highlights the need for airlines to have the same commercial freedoms that other industries take for granted. We cannot serve new markets until governments sign an international agreement. And ownership rules deny access to global capital and the ability to merge or consolidate across borders. So, we are a fragmented industry and a financial basket case. Over 60 years, the average profit margin was 0.3% and today we are US$190 billion in debt. It’s time for change. Who cares who owns an airline if it is safe and provides efficient service? And why restrict market access if governments can ensure a level playing field?
What’s happening in MENA? Domestic liberalisation has sprouted new airlines in Saudi Arabia, United Arab Emirates, Jordan, Morocco, Lebanon, Bahrain and Libya. Open sky policies are delivering economic benefits in Lebanon, Kuwait, Bahrain, the United Arab Emirates and Morocco/ Morocco’s open skies deal with Europe is boosting tourist arrivals towards 10 million a year and Royal Air Maroc is stronger and more competitive.
Despite the clear case that liberalisation will stimulate long-haul markets and help fill the airports being built in the region, progress is too slow. In 2004 the Arab Ministers of Transport signed agreements establishing a goal of open-skies and fair competition and a mechanism for bloc negotiations with EU. Only 6 States ratified and bloc negotiations with Europe are only at the stage of declaring principles. MENA’s governments must think bigger and act faster.
IATA is facilitating this discussion among progressive governments at an Agenda for Freedom Summit in Istanbul this weekend with Morocco and the United Arab Emirates representing MENA.
The goal is to build a stronger industry with a level playing field within the bilateral system by allowing airlines to access global capital and take advantage of business opportunities beyond their borders.
Conclusion
This crisis is a turning point. MENA has some key advantages - strong oil economies, top-notch infrastructure and a young fuel-efficient fleet. There are also some big challenges: safety, cost reduction, efficiency and liberalisation. We must work together to move the industry in the right direction.
IATA and AACO are a strong team. Combined with your leadership, I am confident that we can deliver significant change to weather this perfect storm and emerge as an even stronger industry - safer, secure, efficient environmentally responsible and profitable.
Source: http://www.iata.org/pressroom/speeches/2008-10-22-01.htm acesso em 22 de Outubro de 2008.
IATA Blasts EU ETS Decision
Istanbul - The International Air Transport Association (IATA) blasted the decision of the European Council of Justice and Home Affairs Ministers for rubber stamping - and sealing into law - Europe’s decision to bring air transport into the European Emissions Trading Scheme (ETS) from 2012.
“Crisis is not the time for rubber stamps. But that is exactly what the Council of Justice and Home Affairs Ministers used today - without a word of debate - to seal into law the EUR 3.5 billion cost of bringing airlines into the European ETS. It’s Brussels acting in a bubble - even in the middle of a global economic crisis,” said Giovanni Bisignani, IATA’s Director General and CEO.
“IATA does not oppose emissions trading. Positive economic measures are part of the industry’s four pillar strategy to address climate change. Along with economic measures, we need to improve efficiency with technology, operations and infrastructure. While Brussels has been fast to introduce its regional ETS scheme, it has been slow to improve efficiency. We need the same urgency to deliver an effective Single European Sky that would save billions of Euros in cost and 16 million tonnes of CO2 annually. That we have been waiting decades for this is Europe’s biggest environmental embarrassment,’ said Bisignani.
Bisignani highlighted the need for a global approach that is fair and effective. ”In the most recent G8 declaration, Prime Minister Berlusconi, Prime Minister Brown, Chancellor Merkel and President Sarkozy supported ICAO’s leadership to deliver a global solution for aviation and the environment. Now we need to see some supporting action. The best way to a global solution is through ICAO’s Group on International Aviation and Climate Change (GIACC). Brussels must support the success of this process,” said Bisignani. IATA also noted the inclusion of aviation in Europe’s general review of its ETS programmes. “Reviewing the effectiveness of emissions trading where programmes have been operational has value. But what enlightened decisions can we expect from a review that will conclude even before today’s decision takes effect in 2012?” questioned Bisignani. “Far better that we address this on the basis of experience than speculation.”
Fonte: IATA 24/10/2008.
“Crisis is not the time for rubber stamps. But that is exactly what the Council of Justice and Home Affairs Ministers used today - without a word of debate - to seal into law the EUR 3.5 billion cost of bringing airlines into the European ETS. It’s Brussels acting in a bubble - even in the middle of a global economic crisis,” said Giovanni Bisignani, IATA’s Director General and CEO.
“IATA does not oppose emissions trading. Positive economic measures are part of the industry’s four pillar strategy to address climate change. Along with economic measures, we need to improve efficiency with technology, operations and infrastructure. While Brussels has been fast to introduce its regional ETS scheme, it has been slow to improve efficiency. We need the same urgency to deliver an effective Single European Sky that would save billions of Euros in cost and 16 million tonnes of CO2 annually. That we have been waiting decades for this is Europe’s biggest environmental embarrassment,’ said Bisignani.
Bisignani highlighted the need for a global approach that is fair and effective. ”In the most recent G8 declaration, Prime Minister Berlusconi, Prime Minister Brown, Chancellor Merkel and President Sarkozy supported ICAO’s leadership to deliver a global solution for aviation and the environment. Now we need to see some supporting action. The best way to a global solution is through ICAO’s Group on International Aviation and Climate Change (GIACC). Brussels must support the success of this process,” said Bisignani. IATA also noted the inclusion of aviation in Europe’s general review of its ETS programmes. “Reviewing the effectiveness of emissions trading where programmes have been operational has value. But what enlightened decisions can we expect from a review that will conclude even before today’s decision takes effect in 2012?” questioned Bisignani. “Far better that we address this on the basis of experience than speculation.”
Fonte: IATA 24/10/2008.
Alarming Drop for September International Traffic
Istanbul - The International Air Transport Association (IATA) announced global international traffic results for September. Passenger traffic declined 2.9% while cargo traffic dropped 7.7% compared to the same month in 2007. International load factors tumbled by 4.4% percentage points from August to 74.8% in September.
“The deterioration in traffic is alarmingly fast-paced and widespread. We have not seen such a decline in passenger traffic since SARS in 2003,” said Giovanni Bisignani, IATA’s Director General and CEO. “Even the good news that the oil price has fallen to half its July peak is not enough to offset the impact of the drop in demand. At this rate, losses may be even deeper than our forecast US$5.2 billion for this year,” said Bisignani.
Passenger
This is the first time since the SARS crisis in 2003 that global passenger traffic has shrunk. Capacity cuts were not able to keep pace with the fall in demand. September load factors in all regions fell compared to August.
For September, all major regions reported that passenger traffic shrank, with the exception of Latin American carriers which saw an increase of 1.7%. Even this is shockingly down from the 11.9% growth of the previous month.
Up to August, the drop in international passenger traffic was isolated to Asia Pacific carriers. The economies of the region’s two major growth markets - China and India - slowed and Japan saw industrial production drop 5% in August. The sharp downturn in world trade disproportionately impacted Asia-Pacific carriers with a 6.8% drop in traffic in September.
The steady 5% international growth of North American carriers turned into a 0.9% contraction.
European carriers saw traffic drop from last year (-0.5%) as the region’s economies head for recession.
After years of double-digit growth, passenger traffic by Middle Eastern carriers turned to a negative 2.8%. While the region’s oil-based economy remains strong, the large portion of transit traffic exposes the region’s carriers to the global economic weakness.
African carriers posted the largest decline in traffic (-7.8%), a continuation of the previous month’s trend.
Cargo
This is the worst decline since the technology bubble burst in 2001.
Declines in air freight have slowed year-to-date growth to 0.1%, with all regions except the Middle East and Africa reporting negative results.
The most alarming drop was with Asia Pacific carriers - the largest players in the market. The region’s carriers reported a 10.6% decline.
Europe and North American carriers, which had seen flat growth through August saw cargo traffic fall 6.8% and 6.0% respectively.
“The industry crisis is deepening - along with the crisis in the global economy. Airlines, like all other businesses, are facing enormous challenges. But unlike other companies, they are denied some basic commercial freedoms - access to markets and to global capital - that could help them manage their business in this difficult time,” said Giovanni Bisignani.
The web of 3,500 bilateral air service agreements that govern international air transport denies market access until specifically agreed. And the ownership clauses that are contained in these agreements preclude mergers across borders.
“Look at what the banking industry is doing. They are taking government handouts. They are accessing global capital. And we have seen mergers without anybody asking to see the investors’ passports. Airlines are not asking for handouts. But today’s crisis highlights the need for airlines to be able to run their businesses like normal global businesses,” said Bisignani from Istanbul on the eve of the Agenda for Freedom Summit.
IATA has taken the extra-ordinary step of facilitating a discussion among 15 progressive governments on the future regulatory structure of international air transport. IATA circulated a paper among these governments examining solutions within the bilateral system that could be quickly implemented to expand opportunities for access to markets and to global capital.“I hope that the Agenda for Freedom Summit will conclude as a successful discussion that sparks a process of change by governments. We are not asking for anything other than the basic freedoms to do business that other industries take for granted,” said Bisignani.
Fonte: IATA 24/10/2008.
“The deterioration in traffic is alarmingly fast-paced and widespread. We have not seen such a decline in passenger traffic since SARS in 2003,” said Giovanni Bisignani, IATA’s Director General and CEO. “Even the good news that the oil price has fallen to half its July peak is not enough to offset the impact of the drop in demand. At this rate, losses may be even deeper than our forecast US$5.2 billion for this year,” said Bisignani.
Passenger
This is the first time since the SARS crisis in 2003 that global passenger traffic has shrunk. Capacity cuts were not able to keep pace with the fall in demand. September load factors in all regions fell compared to August.
For September, all major regions reported that passenger traffic shrank, with the exception of Latin American carriers which saw an increase of 1.7%. Even this is shockingly down from the 11.9% growth of the previous month.
Up to August, the drop in international passenger traffic was isolated to Asia Pacific carriers. The economies of the region’s two major growth markets - China and India - slowed and Japan saw industrial production drop 5% in August. The sharp downturn in world trade disproportionately impacted Asia-Pacific carriers with a 6.8% drop in traffic in September.
The steady 5% international growth of North American carriers turned into a 0.9% contraction.
European carriers saw traffic drop from last year (-0.5%) as the region’s economies head for recession.
After years of double-digit growth, passenger traffic by Middle Eastern carriers turned to a negative 2.8%. While the region’s oil-based economy remains strong, the large portion of transit traffic exposes the region’s carriers to the global economic weakness.
African carriers posted the largest decline in traffic (-7.8%), a continuation of the previous month’s trend.
Cargo
This is the worst decline since the technology bubble burst in 2001.
Declines in air freight have slowed year-to-date growth to 0.1%, with all regions except the Middle East and Africa reporting negative results.
The most alarming drop was with Asia Pacific carriers - the largest players in the market. The region’s carriers reported a 10.6% decline.
Europe and North American carriers, which had seen flat growth through August saw cargo traffic fall 6.8% and 6.0% respectively.
“The industry crisis is deepening - along with the crisis in the global economy. Airlines, like all other businesses, are facing enormous challenges. But unlike other companies, they are denied some basic commercial freedoms - access to markets and to global capital - that could help them manage their business in this difficult time,” said Giovanni Bisignani.
The web of 3,500 bilateral air service agreements that govern international air transport denies market access until specifically agreed. And the ownership clauses that are contained in these agreements preclude mergers across borders.
“Look at what the banking industry is doing. They are taking government handouts. They are accessing global capital. And we have seen mergers without anybody asking to see the investors’ passports. Airlines are not asking for handouts. But today’s crisis highlights the need for airlines to be able to run their businesses like normal global businesses,” said Bisignani from Istanbul on the eve of the Agenda for Freedom Summit.
IATA has taken the extra-ordinary step of facilitating a discussion among 15 progressive governments on the future regulatory structure of international air transport. IATA circulated a paper among these governments examining solutions within the bilateral system that could be quickly implemented to expand opportunities for access to markets and to global capital.“I hope that the Agenda for Freedom Summit will conclude as a successful discussion that sparks a process of change by governments. We are not asking for anything other than the basic freedoms to do business that other industries take for granted,” said Bisignani.
Fonte: IATA 24/10/2008.
NTSB Safety Recommendations A-08-83 and -84
The National Transportation Safety Board recommends that the Federal Aviation Administration:
Require operators of turbine-powered helicopters with externally mounted liferafts to install a placard for each external T-handle that clearly identifies the location of and provides activation instructions for the handle. (A-08-83)
Require all operators of turbine-powered helicopters to include, in pilot preflight safety briefings to passengers before each takeoff, information about the location and activation of all flotation equipment, including internal or external liferafts (depending on which system has been installed on the helicopter). (A-08-84)
Fonte: NTSB 22/10/2008.
Require operators of turbine-powered helicopters with externally mounted liferafts to install a placard for each external T-handle that clearly identifies the location of and provides activation instructions for the handle. (A-08-83)
Require all operators of turbine-powered helicopters to include, in pilot preflight safety briefings to passengers before each takeoff, information about the location and activation of all flotation equipment, including internal or external liferafts (depending on which system has been installed on the helicopter). (A-08-84)
Fonte: NTSB 22/10/2008.
U.S. plane crashes in Afghanistan
KABUL (Reuters) - A U.S. navy patrol plane was destroyed Tuesday when it overshot the runway while landing at a base north of the Afghan capital, but none of the crew was seriously hurt, the U.S. military said.
"A Navy P-3 Orion airplane overshot the runway surface while landing at Bagram Air Field. The airplane sustained serious structural and fire damage," a military statement said. One crew member suffered a broken ankle.
The incident was under investigation, it said.
Bagram is the largest U.S. military base in Afghanistan, located just north of Kabul.
The P-3 Orion is a patrol aircraft used primarily for maritime patrol, reconnaissance and anti-submarine warfare.
Fonte: Flight Safety Information 22/10/2008.
"A Navy P-3 Orion airplane overshot the runway surface while landing at Bagram Air Field. The airplane sustained serious structural and fire damage," a military statement said. One crew member suffered a broken ankle.
The incident was under investigation, it said.
Bagram is the largest U.S. military base in Afghanistan, located just north of Kabul.
The P-3 Orion is a patrol aircraft used primarily for maritime patrol, reconnaissance and anti-submarine warfare.
Fonte: Flight Safety Information 22/10/2008.
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