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Beochien
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# 1 avril 2009 13:41
Le bilan de santé des Airliners du premier trimestre en Europe !
Un bilan boursier trés parlant ... surtout pour les gros ..
Moins pour les "petits" vainqueurs comme Vueling, sortis de l'ornière et re-partant de rien ... donc relativiser un peu !
Quand même SAS, lui fait le grand plongeon, bientôt à ramasser ... bien possible ! -90 %
Sky Europe pas brillant du tout non plus vers les -40% !
Les autres victimes, sont Aer Lingus mais c'est Gvt !
Et Air Berlin qui vient de s'allier à un voyagiste !
Noter les couples intéressants ...
AF et LH font aussi mal ... dans les -30
Et IB BA un peu moins mal, dans les -20

Et qui s'en sort le mieux ..... les LCC, les low cost !

Voire le 2nd Graphique Q& 2009 !

------------------------------ Extrait de CAPA --------------------------------------

http://www.centreforaviation.com/news/2 ... jors/page1


Scandinavian flag carrier, SAS, has lost a terrifying 90.5% of its stock valuation since 02-Jan-09, while Vueling (+19.0%) is the only airline whose share price has remained in positive territory this year (see 1Q09 report below).

Meanwhile, yesterday, there was little movement outside the now normal daily fluctuations, while the overall European market sentiment improved, as investors clutched at the rare piece of good news about retail sales and a glint of hope on the banking side.

Vueling (-3.9%), lost some of the strong gains of the previous day and SkyEurope (+7.1%) also moved in the opposite direction to its Monday close. Beleaguered Aer Lingus (-3.8%) unhappily slipped further south too.

Source: Centre for Asia Pacific Aviation & Yahoo! Finance
Europe airline quarterly share price report: 1Q09

In an almost uniform downward trend among European airlines, the major airline share prices have fallen heavily in 1Q09. The main LCCs constitute the better performing airlines however with one of their number, Vueling (+19%), the only carrier across Europe to be in positive territory this year.

SAS shares have lost a whopping 90.5% last quarter, although this fall was contributed to significantly by a one-for-one share issue in Feb-09. But, even factoring that into the end of quarter share price, SAS has still been the worst performing airline stock in the region.

Next in line among the negative performers is Aer Lingus, like SAS a takeover target, although SAS is courting its suitor (Lufthansa), while Aer Lingus is backpedalling as fast as it can to avoid falling into the clutches of Ryanair.

Each of the two flag carriers, in losing effectively a half of their capital valuations, has to be in extremely dangerous territory. It is only the fact that their respective (de facto) controlling shareholders - their governments - are exempt from normal market forces that allows them to retain the status quo.

Air Berlin (-38.8% this year), which does not share that status, is more anxious to restore balance and its recently announced partnership arrangement with TUI should help with equilibrium.

SkyEurope (-37.5%) has no such comfort and, despite return of much of its fleet and a substantial capacity reduction, still faces an uncertain future.

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# 1 avril 2009 20:19
Air Arabia et son plan d'expansion ...9a se précise ... l'essaimage !
Un plan peut être mieux affûté que celui des autres !
Second Hub au Maroc, pays touristique s'il en est pour Mai !
Sur fond de cdes déjà passées pour les MC à mon avis, mais accélérées ...
Airbus devrait suivre, un client qui manque d'avions, c'est pas tous les jours !

------------------------ L'article de Yalibali Com ------------------------

http://www.yabiladi.com/article-economie-2053.html
Et
http://www.thenational.ae/article/20090 ... 23796/1005


La plus importante compagnie aérienne à bas coût du Moyen-Orient, Air Arabia, compte investir 50 millions de dollars soit plus de 420,8 millions de dirhams pour mettre en place un deuxième hub à l'aéroport Mohamed V de Casablanca, a déclaré à Reuters, son directeur général, Adel Ali.
Aérien: Air Arabia lancera son second hub à Casablanca en mai Selon le chef de l'exécutif d'Air Arabia, le futur centre de Casablanca disposera de 20 à 25 avions et ciblera au moins 60 aéroports en Europe, Afrique du Nord et Moyen-Orient et ce, dans un rayon de cinq heures de vol. « Nous avons livré des avions, prêts à partir et à opérer au Maroc. Dès que le certificat d'exploitation sera accordé et les questions logistiques réglées, nous serons prêts à fonctionner et ceci ne devrait pas être long », a t-il dit, ajoutant que les vols pourront débuter en fin du mois d'avril ou début mai. Un troisième hub devait s'ouvrir au Népal. Mais l'opération a été suspendue en raison de l'instabilité politique de ce pays, poursuivit Adel Ali.

Selon des informations publiées sur son site web, la compagnie a lancé la commande de 44 avions du type airbus A320. L'unité coûtera 55 millions de dollars et le délai de livraison est de cinq ans à partir du milieu de l'année 2010. Le directeur dira que son groupe attendait l'amélioration des conditions du marché pour faire la demande auprès du constructeur européen EADS. « Nous ne voyons pas de problème avec le financement des avions », a t-il dit. « Nous aurions pu faire plus tôt. La seule raison pour laquelle nous ne l'avions pas fait, c'est que le moment n'était pas propice pour une telle commande ». La compagnie émiratie dispose déjà de 17 appareils, tous des airbus A320. En 2007, elle en avait commandés 34 et 10 autres en novembre dernier.

Air Arabia a été créée en février 2003 et a pris son premier envol en octobre de la même année. Elle avait pris le contrôle du transporteur marocain Regional Airlines (RAL) en novembre 2007. La nouvelle entité low-cost issue de cette acquisition devait être dans quelques semaines.
------------------------------ Et

Air Arabia gets early aircraft delivery

Sarmad Khan

* Last Updated: March 31. 2009 10:50PM UAE / March 31. 2009 6:50PM GMT

DUBAI // Air Arabia, the region’s largest low-cost carrier, has negotiated an earlier delivery date with Airbus for the first of 44 A320 aircraft, from 2012 to the middle of next year.

The airline, which operates a fleet of 17, all of them Airbus aircraft, ordered 34 A320s in 2007 and 10 more in November.

“When we had ordered aircraft, it was the peak of aviation business and delivery slots were not available. Now the market has changed and we have pulled delivery dates forward,” said Adel Ali, the group chief executive of the Sharjah-based no-frills airline.

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# 1 avril 2009 20:41
Le grand footage de gueule des Low Cost Carriers !
Plus de baggage de soute "Free"
Surtout en GB Land et démontré dans un article du Télégraf !
Bon, si vous voyagez sans bagages, sobre comme un chameau et sans avis sur vos places (Et celui de vos acompagnants) ça peut être un peu moins cher !
Et sans considérer annulation ni reports ...éventuels !

Si vous avez une valise, un peu soif, et envie d'être prés de votre compagne, et un peu de temps pour réserver, ben ça change tout !
British Airways, peut être le moins cher en GB !

CQFD , La preuve par 9 !

Bonjour les pubs LCC pour les gogos !

--------------------------- L'article du Télégraph -----------------------------------

http://www.telegraph.co.uk/travel/colum ... -best.html

Sophie Butler answers reader's queries and warns that low-cost airlines don't always offer the best deal.

30 Mar 2009
Sophie Butler: Low-cost airlines are not always best
Where to book a surprise golfing break

Earlier this month, Thomas Cook Airlines introduced a charge for checked baggage: £16 return on a short-haul flight, and £30 return long haul (though those who have booked on package holidays will not be affected). As Thomas Cook pointed out, the charge brought it into line with other low-cost and charter airlines, notably Ryanair – which started the practice – easyJet, Flybe, and flight-only fares on Thomsonfly and First Choice Airways.

You might think that charging passengers to put their baggage in the hold is just a cynical way of squeezing more money out of them, and there is that of course. But there's another reason for doing it: by adding the charge separately, it allows these airlines to make their advertised fares appear lower. Technically, the baggage charge is an optional extra since you don't have to pay it if you travel light.


Thomas Cook to charge for hold luggage

Which is why, as the peak holiday-booking season approaches, it's so important not to be fooled into thinking that it's always the charter carriers or the so-called low-cost airlines which offer the best deals. Scheduled carriers such as British Airways, which still includes the cost of checking in bags within the price of the basic ticket, as well as offering you an allocated seat and free refreshments on board, can still compete on price.

To prove the point, I checked the price of a return fare to Majorca in early May (departing May 4, returning May 11) with four carriers. All the fares were quoted online on the same day last week and included charges for baggage, where appropriate, and payment by debit card.

British Airways £98.70 including a luggage allowance of 23kg, allocated seating, and complimentary drinks and snacks.
easyJet £109.86 including a bag weighing up to 20kg. Hand-luggage only: £94.96.
Ryanair £119.50 including one bag weighing up to 15kg. Hand luggage only: £91.01.
Thomas Cook Airlines £130.48 including a bag weighing up to 20kg and allocated seating. Hand-luggage only: £114.48.

British Airways was comfortably the cheapest option for passengers who wanted to put luggage in the hold and even for those travelling with hand-baggage only, it was only slightly more expensive than easyJet, and just £8 more than Ryanair.

So don't be fooled by the headline prices or distracted by charges for checked luggage. It is still the bottom line that counts.

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# 2 avril 2009 12:11
Qantas, pas trop en forme ces derniers temps, participe quand même a un remaniement limité du capital de 2 compagnies LCC de Singapore .
Jetstar Asia et Valuair, LCC qui détiennent respectivement 9 et 2 A320
De 45 vers 49 % pour Qantas, avec maintenant 1 seul partenaire à 51 % , Mr Choo Teck Wong, de West Brook, à travers les rachats des actions tenues par des minoritaires !
Bon, c'est pas un grand mouvement financier non plus ... mais les petits actionnaires par les temps qui courent c'est pas facile à gérer non plus !

Un resserrement et une optimisation, avec les routes de Jetstar Australia, et rationalisation des routes et de la gestion sur le modèle Australien ... a la vista !

------------------------ L'Article de news Com ---------------------------

http://www.news.com.au/perthnow/story/0 ... 62,00.html
Et
http://en.wikipedia.org/wiki/Jetstar_Asia_Airways
Et
http://en.wikipedia.org/wiki/Valuair


QANTAS has moved to streamline the ownership structure of regional carriers Jetstar Asia and Valuair to expand the brands across Asia.
Qantas and Singapore's Westbrook Investments plan to acquire all of the shares in Orangestar Investment Holdings Pte Ltd, the holding company overseeing Jetstar Asia and Valuair, through a new company Newstar Investment Holdings Pte Ltd.

Westbrook will own 51 per cent of the Newstar with Qantas holding the remaining 49 per cent.

Qantas currently has a 45.04 per cent interest in Orangestar.

The change in shareholder structure will see Jetstar Asia and Valuair more closely aligned with Jetstar's Australian operations.

"The new structure for Jetstar Asia and Valuair will provide a platform for growth and strengthen existing Qantas group services in Singapore," Qantas chief executive Alan Joyce said in a statement today.

"A unified and simpler shareholder structure and vision for Jetstar Asia and Valuair provides certainty for these airlines and greater commercial and operational alignment, achieving new synergies across the airlines."

The airlines will continue to operate the same network and there will be no impact on existing employees numbers, customers, flight bookings or supplier relationships.

Westbrook is wholly owned by Mr Choo Teck Wong, a Singapore national and Qantas group partner for more than two decades.

Mr Choo will become chairman of Newstar.

Jetstar chief executive Bruce Buchanan and Orangestar director Paul Edwards will serve on the Newstar board.

Ms Chong Phit-Lian will remain as chief executive both Jetstar Asia and Valuair.

Mr Buchanan said the coordination of Jetstar Asia, Valuair and Jetstar operations would provide better opportunities for customers.

Product offerings will be aligned, while the highly efficient Jetstar business model is applied across each business.

Singapore nationals will hold the majority of board director positions in Newstar and its airline operations will continue to enjoy Singapore traffic rights.

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# 2 avril 2009 12:56
Un concurrent de plus en Australie, pour les pauvres Qantas déjà bien massacrés ces derniers temps avec Australia X, et les Américains sur le Pacifique, et les Cies du Golf qui ouvrent des lignes à tout va !
Bon, seulement un charter !

Stratégic Aviation, va démarrer des opérations de "Charter" avec des A320 et & A330 en leasing, ils seront basés à Brisbane !

Pas vraiment l'année pour un démarrage, a suivre !

--------------------------- De Flightglobal L'Article ---------------------------

http://www.flightglobal.com/articles/20 ... craft.html

Australian start-up Strategic to lease Airbus aircraft
By Leithen Francis

Australian company Strategic Aviation is establishing Strategic Airlines, a Brisbane-based start-up that plans to launch later in the year with Airbus A320s on lease.

Strategic commercial manager, Simon Moore, says it has signed a letter-of-intent with an undisclosed leasing company for two CFM International-powered A320s that are currently with an overseas carrier.

The first comes in June and the second in July, Moore says from Strategic's business base.

Strategic Airlines also plans to get an Airbus A330-300 on lease in September or October, says Moore, adding that Strategic has already started the process of applying for its Australian air operator's certificate.

It plans to be a wet-lease provider and contract charter operator for clients in Australia and around the world, he says.

The sister company Strategic Aviation has already been in business "for just over four years" and has a contract with the Australian Defence Force to transport Australian troops to the Middle East, says Moore.

It provides this service by chartering an Airbus A330 from Portuguese carrier Hi Fly, he adds.

The founders of the airline are executive directors Michael James and Shaun Aisen. James formerly worked in operations at Ansett Australia and Aisen used to be an Australian representative for overseas freight operators, says Moore.

(Dernière édition le 3 avril 2009 12:19)


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# 4 avril 2009 00:19
Bon, ça ne s'arrange pas trop chez AA !
A la recherche de qq centaines de millions par tous les moyens ... !
Y compris une négotiation de ses crédits cards et miles avec Citigroup (Qui ne va guère mieux mais qui n'en sont pas à qq millions prés, leur PB il est dans les XX milliards)
Cette négociation à été menée avec succés au japon par JAL !
http://www.aujourdhuilejapon.com/actual ... 30.asp?1=1
Inquiétant quand même, avec TWA et Pan-AM out, les légacy, vraiment, on aimerait bien qu'elles survivent ...
------------------------- La tribune, je l'ai trouvé en FR ! Extrait ----------------------------

http://www.latribune.fr/entreprises/ser ... group.html

La compagnie aérienne américaine serait en discussions avec la banque pour obtenir des liquidités supplémentaires via leur partenariat dans les cartes de crédit.
American Airlines

D'après le "Financial Times", American Airlines a débuté des négociations pour lever des fonds auprès de Citigroup, son partenaire dans les cartes de crédit donnant droit à des "miles" pour les grands voyageurs. Des sources proches du dossier affirment que la deuxième compagnie mondiale pourrait vendre à l'avance des "miles" à la banque.

Trois grandes compagnies aériennes américaines ont déjà mis en place ce genre d'accord avec leur banque partenaire. Delta Airlines a ainsi levé 2 milliards de dollars en augmentant son contrat avec American Express, tandis que United Airlines et Continental ont chacune levé plusieurs centaines de millions de dollars en vendant des miles à l'avance à JPMorgan Chase.

Ces derniers mois, la baisse des cours du pétrole, et donc du kérosène, ainsi que les fortes diminutions de capacité ont permis au groupe de compenser la baisse drastique de la demande dans le transport aérien. Mais désormais, les options de financement sont de plus en plus limitées, ce qui ravive les craintes que plusieurs grandes compagnies pourrait se placer sous la protection de la loi américaine sur les faillites.

Récemment, American Airlines a conclu un accord avec la banque allemande DVB pour un prêt de 100 millions de dollars et le "Financial Times" estime que les pourparlers avec Citigroup pourraient s'interrompre si d'autres sources de liquidités faisaient leur apparition dans le ciel de la compagnie aérienne, où si le trafic aérien reprenait son envol.

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# 4 avril 2009 00:36
Un petit aparté sur les Sky Cranes !
Un article qui vient de sortir sur Erikson Air Crane, qui a pris en main la fabrication et l'exploitation d'une grue de Sykorsky S-64A !
Comprenne qui pourra mais c'est certifié et ça marche !
Il y avait pourtant une excellente concurrence Russe ! Le MI xxx!
http://www.aerospaceweb.org/question/he ... 0284.shtml

bon je suis allé à l'auto-promo !

-------------- L'article ! Voir la vidéo aussi Aero TV net ---------------------

http://www.aero-tv.net/index.cfm?videoi ... 80c417b520

Fri, 03 April 2009 .

This Is How You move HEAVY Loads!

Talk about a purpose-built aircraft. The Erickson Aircrane is the epitome of a machine built for one thing, and one thing only -- to HAUL nearly anything that can fit under its massive frame. Yet for a helicopter with such a singular purpose, the Aircrane is an incredibly versatile vehicle... performing fire suppression, civil protection, construction, and timber harvesting missions, among other tasks no other aircraft could perform in quite the same way.

Talk about a purpose-built aircraft. The Erickson Aircrane is the epitome of a machine built for one thing, and one thing only -- to HAUL nearly anything that can fit under its massive frame. Yet for a helicopter with such a singular purpose, the Aircrane is an incredibly versatile vehicle... performing fire suppression, civil protection, construction, and timber harvesting missions, among other tasks no other aircraft could perform in quite the same way.

Originally conceived as a civilian version of the Sikorsky CH-54A "Tarhe," the S-64A Skycrane was the first helicopter built as a flying crane with an aft-facing pilot station, that gives the pilot an unobstructed view of the load being carried. Perhaps most impressively, that station also has full positive control of the aircraft during precision operations -- meaning the pilot can manipulate the aerial platform as needed, much as a ground crane operator controls the boom.

In military service, the twin-engined CH-54 "Tarhe" performed with an outstanding service -- supporting the Army's First Cavalry Division, Airmobile in Vietnam by retrieving over 380 damaged aircraft, saving an estimated $210 million.

In 1971, Erickson Lumber Company leased an S-64E Skycrane helicopter from Sikorsky Aircraft and renamed the company Erickson Air-Crane. This occurred two years after the FAA announced a Standard Transport Category certification of the aircraft for loads up to 20,000 pounds -- an STC Erickson later purchased outright, along with tooling and the aircraft's type certificate.

By 1993, Erickson Air-Crane became the manufacturer and support facility for all S-64 parts and components... and produced the first FAA certified S-64F mode on January 12 of that year. In 2007, the FAA presented Erickson Air-Crane with the Full Production Certificate, which allows the company to manufacture newly built Erickson S-64s under the Erickson-owned H6EA TC.

Today, Erickson Air-Crane owns and operates a fleet of 18 Aircranes throughout the world... and has plans to ramp up operations even more.

Come Join Aero-TV For A Lesson About A True Heavy-Lifter -- The Erickson Air-Crane!

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# 4 avril 2009 00:56
Une bien comique pour la FAA !
Qui, on s'en souvient, s'est démenéepour rendre le 787 "Hacker Proof" obligeant Boeng à procéder à qq découplages plus que justifiés on board de leur avion !!
Bien, la FAA vient d'être victime de hackers, et dans l'ambiance de sécurisation du cyberspace US !
Quand même !

"The national security and economic health of the United States depend on the security, stability and integrity of our nation's cyberspace, both in the public and private sectors," said John Brennan, assistant to Obama for counterterrorism and homeland security. "

Bon, je vous laisse la lecture pour free et sans hackers ...

http://www.washingtonpost.com/wp-dyn/co ... 03899.html

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# 4 avril 2009 01:53
l'inde postule pour une industrie Aerospatiale à Hyderabad !
C'est bien, 1 milliard de personnes à occuper !
Un teasing forcené, avec Boeing, Airbus, les motoristes, tout ce qui bouge dans l'aviation, les Indiens, peut être plus smart que les Chinois qui piquent tout sans vergogne !

Ne pas oublier quand même que leur prime Minister râlait il y a une quinzaine d'années, car l'inde ne savait pas faire un marteau dont le manche tienne, un pince qui coupe, ou une socket qui ne s'ouvre pas !
Des millions d'ingénieurs, bien sûr, mais formés et formatés PC Computer ! C'est la seule formation cheap ... avec la part théorique !
Il va y avoir du boulot et des formations, pour que tout cela marche !
De vrais mécaniciens ... c'est pas toujours évident !

Ce n'est plus une poignée d'ingénieurs, souvent formés dehors, qu'il va falloir, mais des milliers de techniciens expérimentés !

Bon courage, mais ça va être difficile !

------------------- L'article de Flightglobal -----------------------

http://www.flightglobal.com/articles/20 ... uring.html
India's Hyderabad aims to be centre for aerospace manufacturing
By Leithen Francis
Click Here

Indian conglomerate GMR Group, which built and is the major owner of Hyderabad's new airport, is speaking to European and US aerospace companies about establishing aerospace manufacturing factories at the airport's special economic zones.

"We are speaking to many aerospace and related companies, for establishing joint ventures in our aerospace park and special economic zones at Hyderabad," GMR Hyderabad International Airport VP of planning and strategic initiatives, D Ravindran, says in an emailed response to a query from ATI.

"GMR Group does not have any manufacturing experience in the aerospace sphere, but our plan is to set up aviation and avionics related units in the 250-acre special economic zones over the next couple of years and our ultimate aim is to make Hyderabad a one-stop hub for the aviation industry," he says.

Ravindran declines to confirm local media reports that cite unnamed sources as saying the foreign aerospace companies GMR is speaking to include Honeywell and Safran.

"At this point in time, we cannot give out any names as we are bound by confidentiality clauses," says Ravindran.

"Suffice to say that we will be making an official announcement" later once negotiations are concluded, he adds.

The deals that GMR Hyderabad International Airport has announced so far are to do with maintenance, repair and overhaul (MRO

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# 4 avril 2009 02:38
Bon, celle là arrive à point pour confirmer !

Le patron de Hindustan Aeronautics écarté, pas étranger peut être, au crash du proto du Saras ...
Un ingénieur mécanicien le remplace, trés bien !
Lequel s'est occupé de plusieurs programmes, une bonne expérience certainement, dont celle du chasseur Tejas qui attends un moteur qui marche depuis peut être 10 ans !
L'expérience va compter !

Mais arranger l'Aero de furieux du Saras, ça peut s'avérer difficile !
http://www.thehinduimages.com/hindu/pho ... Id=3334203

-------------------------- L'article de Flightglobal --------------------

http://www.flightglobal.com/articles/20 ... irman.html

Hindustan Aeronautics has appointed Ashok Nayak as its chairman from 1 April. He replaces Ashok Baweja, who had been at the helm of India's sole aircraft manufacturer for just over four years before retiring on 31 March.

Nayak is a trained mechanical engineer and joined the state-owned firm as a management trainee in 1971. He was last the managing director of HAL's Bangalore Complex, and previously oversaw key programmes such as the development of unmanned aerial vehicles, the license-production of the BAE System Hawk jet trainer, and the manufacturing of the indigenous Tejas Light Combat Aircraft.

"With the offset opportunity and massive new programmes coming up, HAL must find ways and means to capture all these opportunities for a safe and secure future. We have made an impact in the international market and will now have to focus on our exports further to stay ahead in the race," Nayak says in a statement

Hindustan Aeronautics has appointed Ashok Nayak as its chairman from 1 April. He replaces Ashok Baweja, who had been at the helm of India's sole aircraft manufacturer for just over four years before retiring on 31 March.

Nayak is a trained mechanical engineer and joined the state-owned firm as a management trainee in 1971. He was last the managing director of HAL's Bangalore Complex, and previously oversaw key programmes such as the development of unmanned aerial vehicles, the license-production of the BAE System Hawk jet trainer, and the manufacturing of the indigenous Tejas Light Combat Aircraft.

"With the offset opportunity and massive new programmes coming up, HAL must find ways and means to capture all these opportunities for a safe and secure future. We have made an impact in the international market and will now have to focus on our exports further to stay ahead in the race," Nayak says in a statement

He takes over at a time when HAL is trying to increase its export market, take advantage of the booming Indian aerospace industry, and expand its reach in the civil aviation market. Last year, the company achieved a major milestone after Ecuador ordered seven of its Dhruv Advanced Light Helicopters. This was the first major export sale for the type.

In the coming years, in the defence sector, the company will licence-produce the fighter selected as the winner of India's medium multi-role combat aircraft, develop a combat helicopter and utility helicopter for the armed forces, and jointly develop a fifth-generation fighter and multi-role transport aircraft with Russia.

In the civil market, the company will work with other Indian companies to design the proposed Indian Regional Jet. It is also developing the Saras 14-seat light transport push-prop. HAL also has plans to set up a major maintenance, repair and overhaul facility at the old Bangalore airport, where it could also set up a plant to convert old passenger aircraft into cargo aircraft.

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# 4 avril 2009 10:54
Un article intéressant de Aviationweek sur les constructeurs Chinois qui bien que regroupés sur 2 pôles ... ne peuvent s'empêcher de s'accrocher à la couverture .... pour essayer de la garder chacun pour soi !
Il y à encore du ménage à faire, côté planification !

------------------------------ Extrait d' Aviation Week -----------------------------------

http://www.aviationweek.com/aw/generic/ ... annel=comm

Avic Aircraft Sees Itself In New Top Three

Apr 3, 2009

Bradley Perrett/Beijing

China's newly established Avic Aircraft intends to become the world's third force in making large airplanes, setting itself up for rivalry with compatriot commercial aircraft builder Comac.

The new company is poised to deeply restructure much of the Chinese aircraft industry, reshaping it in the pattern of Airbus. Old regional entities such as Xi'an and Shaanxi Aircraft are to be swept away, replaced with a framework of units each specializing in its own part of the airframe, such as the wing or nose section.

The challenges for Avic Aircraft are vast and its ambitions for a leading global position are surely unattainable for many years, if ever. But the planning, at least, suggests that managers are aiming to create a company quite unlike the gaggle of semi-independent Chinese aviation businesses that have so far given major Western airframe makers little competition.

In terms of products, Avic Aircraft is proposing to build a large military transport and is open to developing a big turboprop airliner that would compete with Comac, outflanking rules intended to prevent the two companies' products from overlapping.

Details of Avic Aircraft's plans emerged in an interview of company President Hu Xiaofeng with International Aviation, the Chinese partner magazine of Aviation Week & Space Technology. The strategy of sibling company Avic Defense has also appeared in International Aviation (see p. 22 and AW&ST Mar. 30, p. 40).

Avic Aircraft, provisionally called Transport Aircraft when the industry's reforms were announced last year, defines its role as the integrated design and manufacturing of cargo lifters, propeller passenger aircraft, bombers and specialty aircraft. In other words, its focus is large airplanes, excluding passenger jets.

In its birth and restructuring, it is trailing Comac, a new Shanghai company to which Beijing has assigned a national monopoly for building complete jet airliners with more than 70 seats.

While Avic Aircraft is forbidden from building major jetliners, Hu says "in the area of large airliner projects it will play an important role"--meaning that it aims to build major aircraft sections.

The businesses that are forming Avic Aircraft already make many components for major Western manufacturers such as Airbus and Boeing. They also build major sections for Comac's ARJ21 regional jet and will probably do the same for Comac's forthcoming C919 mainline passenger aircraft (AW&ST Mar. 16, p. 41).

Avic Aircraft and Avic Defense are just two of a range of specialist aeronautics companies that are being formed from the disparate plants and research institutes of the former Avic 1 and 2, which were merged as Avic last year. Others include rotary-wing specialist Avicopter and another company devoted to general aviation. Avic is the parent of all of the new specialists, but the subsidiaries are supposed to have considerable and increasing autonomy, following the lead of Comac, which is no longer really part of the Avic structure.

Comac is naturally seen as the company that China hopes will stand alongside Airbus and Boeing in decades to come, but Hu asserts that Avic Aircraft will become the world's third main player in building large aircraft.

Western executives working with the Chinese industry say, on the one hand, that one should not underestimate the country's determination to establish a first-rank aerospace sector but, on the other, that it still has a long way to go.

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Beochien
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# 4 avril 2009 11:52
La IATA fait le ménage à travers ses Audits Sécurité, IOSA, les moutons noirs de l'IATA désignés ... oui, peut être, mais il y a aussi et surtout ceux qui ne se présentent pas ...
Car ils n'auraient aucune chance !
Un contrôle "Supra-National" bien utile hors pays "Majeurs" pour la sécurité des PAX
http://www.iata.org/ps/certification/iosa/index.htm
La question est ... prendre une cie IATA représente t'il un gage de sécurité supérieur que de juste éviter les diverses "listes noires" US ou EU !!
Un bon débat à ouvrir !
http://www.iata.org/membership/airline_members_list.htm
l'Aeropostal du Vénézuela, juste la dernière compagnie virée d l'IATA entre les accusations de trafique de drogue, +/- politisées, par un président mégalo-socialo-cubano- bolivariano, il ne sait lui même pas trop quelle étiquette choisir ....
Qui veut Nationaliser Aeropostal, ce qui traditionellement n'ajoute rien à la sécurité du transport Aérien de ce pays ... la différence entre les compromis "Sécurité" des Airliners "Privés", monnayés ou monnayables avec les organismes de contrôle locaux, et la traditionelle négligence des organismes étatisés, ajouté à la désorganisation et aux manques de moyens ...
Didier Daurat doit se retourner dans sa tombe !
Aussi ...
http://www.aerospacemedia.com/site/r5_d ... mp;step=50

------------------- l'Article d Aviation Daily- Av week -----------------------

http://www.aviationweek.com/aw/generic/ ... 0To%20IOSA
Et
http://www.flightglobal.com/articles/20 ... afety.html

IATA Ousts 21 Carriers Due To IOSA

Apr 2, 2009

By Adrian Schofield

IATA yesterday terminated the membership of one airline — Aeropostal de Venezuela — for not passing a required safety audit by a March 31 deadline, bringing the total that have left IATA for not completing the audit to 21.

All of the group’s members were required to complete the IATA Operational Safety Audit (IOSA) by the end of 2008, but IATA was still processing about 20 audits this year. Of these, Aeropostal was the only one that had its membership terminated, said Mike O’Brien, IATA’s director of auditing.

However, a further eight airlines resigned their memberships last year because it was obvious they would not be able to rectify audit findings in time. The remaining nine carriers were terminated in 2006 or 2007 because they essentially did not begin audits, and this was also the case for three that resigned in 2007. Some of those terminated are no longer in operation.

Aeropostal completed its audit, but did not address its findings. Airlines have one year to resolve all issues raised by the audit before it lapses, requiring them to start again. Aeropostal has a lot of questions about its future, and Venezuelan President Hugo Chavez intends to nationalize the carrier after some of its owners were linked to drug trafficking.

The eight airlines resigning last year were Air Botswana, Air Malawi, Air Tanzania, TAAG, Rwandair Express, Tassili Airlines, Varig Log and Zambian Airways. Ariana Afghan Airlines, Solomon Airlines and Palestinian Airlines resigned in 2007. Those terminated in 2006 and 2007 were Aero Asia, Aero California, Air Marshall Islands, AVIATECA, Samara Airlines, Turkmenistan Airlines, Albanian Airways, Iraqi Airways and Lloyd Aero Boliviano.

O’Brien said the carriers that resigned in 2008 had a “substantial number of findings” to address, but while they “made a real effort to close them out, it was not possible to complete them all in 12 months.” He notes that “the willingness is there,” but they admitted they “needed a bit of breathing space” to resolve audit findings. The three that resigned in 2007 were either restructuring or their countries were dealing with political instability.

These airlines can still regain IATA membership by successfully completing an audit, and many have said they will restart the IOSA process. A couple have already scheduled an audit, O’Brien said. However, if they begin the process in the middle of this year, they would probably not finish until mid-2010. Carriers on average have 30-50 findings to address.

The IOSA program uses eight certified auditing companies, but is managed by IATA. To stay on the IOSA register, airlines must complete an audit every two years. Some carriers are approaching their fourth audit. Non-IATA members can also be on the register if they are successfully audited. The register currently includes 308 airlines, of which 224 are IATA members. O’Brien expects IOSA activity to hit a peak this year of 240-250 audits.

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# 4 avril 2009 21:32
Un pas de plus vers Skyteam ??
Gol, avec ce qu'il reste de Varig, commencent à partager, dés le 1er Mai, les codes et mileages avec AF/KLM !
C'est bien, aprés le passage de Tam vers la Luft, suite à ce renversement d'alliances, chacun arrange ses affaires au mieux !
Rien à commenter, c'était important pour Skyteam, de ne pas rester le bec dans l'eau au Brésil, c'est tout !
A part que JCS à manqué le carnaval ... pas assez rapide pour en profiter !

------------------------- La Com de AF Extrait --------------------------

http://corporate.airfrance.com/index.ph ... ;tx_ttnews[tt_news]=4468&no_cache=1&tt_news[BackPid]=2

Air France, KLM, and GOL become commercial partners

Jean-Cyril Spinetta, Chairman of AIR FRANCE KLM and Constantino de Oliveira Junior, CEO of GOL Linhas Aéreas Inteligentes S.A., which comprises the GOL and VARIG brands, today signed a commercial cooperation agreement in Sao Paulo.

This agreement will enable the 15 million customers who are members of AIR FRANCE and KLM’s “Flying Blue” and GOL’s 6 million “Smiles” frequent flyer programmes to have access to new Frequent Flyers benefits and destinations.

Beginning 1 May, Flying Blue members can earn Miles on all GOL and VARIG flights. Reciprocally, Smiles cardholders can earn Miles on AIR FRANCE and KLM’s networks. Then, as of 1 July, they will all be able to use their Miles as award tickets on all three airlines (AIR FRANCE, KLM, GOL/VARIG).

To mark this agreement, Flying Blue cardholders will double their Miles on all GOL/VARIG flights between 1 May and 31 July 2009. Similarly, Smiles members will be able to double their Miles when travelling on AIR FRANCE and KLM flights over the same period.

The agreement also makes provision for the implementation of codesharing. It has been agreed that by mid 2009, AIR FRANCE will be adding its code to GOL flights between Sao Paulo & Rio de Janeiro and thirteen major Brazilian cities: Belem, Brasilia, Belo Horizonte, Campinas, Curitiba, Florianopolis, Fortaleza, Iguassu Falls, Manaus, Porto Alegre, Recife, Salvador and Vitoria. The number of cities concerned in Brazil could be increased in the next few months. A similar agreement is being prepared between KLM and GOL.

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Beochien
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# 4 avril 2009 21:56
Les 3Numeritos" de Continental ... comparaison Mars 2008 to Mars 2009 !
Pas franchement bons, -10 % pour les seat / miles !
Le traffic ajusté à la baisse, le facteur de charge en baisse aussi !
Un peu désespérant ! mais, d'autres sont pires, en Asie ...

------------------------La com . Continental, extrait ----------------------

http://phx.corporate-ir.net/phoenix.zht ... highlight=

Continental Airlines Reports March 2009 Operational Performance

HOUSTON, April 1 /PRNewswire-FirstCall/ -- Continental Airlines (NYSE: CAL) today reported a March consolidated (mainline plus regional) load factor of 79.4 percent, 2.9 points below the March 2008 consolidated load factor, and a mainline load factor of 79.9 percent, 2.7 points below the March 2008 mainline load factor. In addition, the carrier reported a March domestic mainline load factor of 84.3 percent, 0.9 points below the March 2008 domestic mainline load factor, and a March international mainline load factor of 75.8 percent, 4.2 points below March 2008.

During the month, Continental recorded a U.S. Department of Transportation (DOT) on-time arrival rate of 74.2 percent and a mainline segment completion factor of 99.0 percent.

In March 2009, Continental flew 7.5 billion consolidated revenue passenger miles (RPMs) and 9.4 billion consolidated available seat miles (ASMs), resulting in a consolidated traffic decrease of 9.7 percent and a consolidated capacity decrease of 6.4 percent as compared to March 2008. In March 2009, Continental flew 6.7 billion mainline RPMs and 8.3 billion mainline ASMs, resulting in a mainline traffic decrease of 10.0 percent and a mainline capacity decrease of 7.0 percent as compared to March 2008. Domestic mainline traffic was 3.4 billion RPMs in March 2009, down 12.4 percent from March 2008, and domestic mainline capacity was 4.0 billion ASMs, down 11.5 percent from March 2008.

For March 2009, consolidated passenger revenue per available seat mile (RASM) is estimated to have decreased between 19.5 and 20.5 percent compared to March 2008, while mainline passenger RASM is estimated to have decreased between 18.5 and 19.5 percent compared to March 2008.

For February 2009, consolidated passenger RASM decreased 11.5 percent compared to February 2008, while mainline passenger RASM decreased 10.0 percent compared to February 2008.

Continental ended the first quarter 2009 with an unrestricted cash, cash equivalents and short-term investments balance of approximately $2.65 billion.

Continental's regional operations had a March load factor of 75.7 percent, 4.0 points below the March 2008 regional load factor. Regional RPMs were 815.9 million and regional ASMs were 1,078.0 million in March 2009, resulting in a traffic decrease of 7.2 percent and a capacity decrease of 2.2 percent versus March 2008.
/

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# 6 avril 2009 11:18
Une analyse intéressante de Daniel Michaels du WSJ!

Les perspectives de livraison, sur 2009-2010, loin d'être claires et en baisse, pour A et B !
Noter quand même que jouer de l'accordéon sur les embauches et les licenciements, dans une industrie spécialisée à l'extrême, et une supply chain s'étendant sur un an, peut être extrêmement coûteux en cas de redémarrage ...

Donc, une diminution de personnel extrémement réactive, voire compulsive à l'Américaine, économique à court terme, peut se révéler coûteuse en cas de reprise ...
Avec les mêmes effets du côté des fournisseurs, voire une amplification !

L'exemple du 787, est le plus récent ... toute la chaîne de suppliers est arrêtée, et le 2nd démarrage pourrait se révéler aussi lent que le 1er !
Tom Williams devant sa boule de cristal ... comme beaucoup !

----------------------------- Extrait du WSJ ----------------------------

http://online.wsj.com/article/SB123896780501890723.html

Airbus Aims to Pull Back Without Stalling
Despite Drop in Orders, Jet Maker Maneuvers to Keep Suppliers, Skilled Staff in Place for Rebound

By DANIEL MICHAELS

TOULOUSE, France -- Airbus production boss Tom Williams has spent the past five years raising the European plane maker's output. Now, as airlines defer deliveries and cancel orders, he faces a difficult balancing act: downshifting factories without killing prospects for a recovery.

Airbus said Friday that it booked orders for just 16 planes in March, compared with 54 orders in March 2008 and 37 orders the previous year. The company has said it may capture only between 300 and 400 new orders this year, down from 777 orders minus cancellations last year.
Bien optimiste today ! à diviser par 2 peut être !

Building jetliners is so complex that slamming on the brakes can be almost as tough as hitting the gas. Factories that Mr. Williams had recently optimized for fast production by adding equipment and staff must pull back without letting the fixed expense per plane rise painfully.

Airbus's dozens of suppliers, which provide components ranging from tiny rivets to massive landing gear, can't get stuck with warehouses full of unsold parts or idle factories, or they will be too weak when demand returns.

And laying off skilled workers could cause a brain drain that slows an eventual recovery. "It takes a long time for us to train our folks who design and assemble planes, so we've got to be careful," said Mr. Williams, Airbus's executive vice president for programs, in an interview at the company's headquarters here.
Boeing dit la même chose ... mais ne fait pas forcément la même chose (XX Layoffs)

Since 2003 Airbus has increased production of its planes by 60%, to a record 483 deliveries last year. But in October the unit of European Aeronautic Defence & Space Co. shelved plans for further increases, and in February said it would reduce deliveries of its popular single-aisle models to 34 a month from 36 and consider further cuts.

Oui 2010 pourrait être pire, pour les financements, ceux des livraisons 2009 étaient bouclés pour beaucoup de clients et ... ils n'allaient sûrement pas prendre le risque de revenir dessus !

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