Medyo sosyal yung SQ: a written menu is provided for coach class passengers.

They will still maintain a somewhat homogenous fleet even with the arrival of the 77Ws. PAL is pretty loyal to GE engines. The 744s and A330s have GE engines. The A343s and A320s have CFMs which is a joint venture between GE and SNECMA. The 77W is exclusively powered by GE engines.

Had they gone the way of the A346s, that would have introduced a new engine type - Rolls Royce.

They may be the youngest in the PAL fleet but they are soon becoming somewhat outdated. Keep in mind that they have A330-301s. I believe the latest GE versions are -302s or -303s which are more efficient and can fly slightly longer missions. There are even 'E' or 'X' versions which I think are the High Gross Weight ones.

Also, many carriers are abandoning their A340-300 fleets in favor of more-efficient two-engined planes capable of flying comparable missions more efficiently. During the time PAL got these planes, A333s were regional planes whereas the A340s did longer missions. Today, the A330 can do most of them. The added cost of operating the A343s will soon catch up with the acquisition cost of acquiring more efficient types.

If you backtrack to some of the old PAL press releases, they did mention about replacing these planes, but the A340s more than the A330s. Hence the original plan was to not have these planes refurbished. However, they did not have enough capital to acquire more planes after they ordered the A320s and 77Ws. They were planning on having a roadshow to attract investors. Then the oil and credit crises hit and the A330/A340 refleeting was not anymore mentioned.

^^ I'm not inclined to believe PAL will go all-Boeing for its widebodies. A motley of Airbuses and Boeings, like the current arrangement, works just fine.

The 77Ws will have the same Recaro seats as the 744s.

I think in the medium to long run what may not be helping Airbus' case to court PR for new widebodies: a recent spate of mishaps and disasters with their A330s, most notably AF447.

last time i took PR300 & PR301 (B744) of PAL its was full serve meal. but it was such a short flight by the time we finish the aircraft Pilot shortly annouce we are preparing for the approach..istill its great that PAL serves full meals on this short flight.

Medyo sosyal yung SQ: a written menu is provided for coach class passengers.

That's one of the reasons why SQ always tops the industry standard in airline products and services. :colgate:

Hi mwg12a, my flight was on Cathay Pacific not Cebu Pacific. Kung Cebu Pacific yon, hindi na talaga kami mag eexpect ng meal service kasi nga alam namin na Low Cost Carrier yun. It just amazes me that Cathay has removed full service meals whereas a small carrier like PAL continues to do so.

I know and remembered what you said. I just mentioned Cebu Pacific because they didn't have to do the cost cutting measures like most full service airliners like CX because 5J service packages are all optional pretty much. Expect that PAL may possibly do the same cost cutting measure. I mean why expect "heaven and earth" when it comes to meal on a flight that is less than 2 hours? Sandwhich to me is considered a full meal already. I'm sure PAL is just holding off on some of their services because they wanted to compete with all major airliners in asia. Most of the shorter travels in the west of the US has already been cutting cost on their full service airlines. There is really nothing much you can do in a flight that's just a bit over an hour. It's like the plane would get up in the air, next few minutes, you'd feel it descending so it would be a hassle to serve a good full meal that everybody would have to rush finishing their food and the flight attendants would scramble around to gather all the dishes and garbages around.

I know and remembered what you said. I just mentioned Cebu Pacific because they didn't have to do the cost cutting measures like most full service airliners like CX because 5J service packages are all optional pretty much. Expect that PAL may possibly do the same cost cutting measure. I mean why expect "heaven and earth" when it comes to meal on a flight that is less than 2 hours? Sandwhich to me is considered a full meal already. I'm sure PAL is just holding off on some of their services because they wanted to compete with all major airliners in asia. Most of the shorter travels in the west of the US has already been cutting cost on their full service airlines. There is really nothing much you can do in a flight that's just a bit over an hour. It's like the plane would get up in the air, next few minutes, you'd feel it descending so it would be a hassle to serve a good full meal that everybody would have to rush finishing their food and the flight attendants would scramble around to gather all the dishes and garbages around.

We have to qualify what "sandwich on a short flight" really means. In my experience with CX, they have served to "types." Just after SARS, they served sandwiches wrapped in foil. That's it. No tray, no salad and no dessert. On some of their flights, I've experienced a "full-meal-sandwich" meaning a sandwich served on a dish, with the whole tray containing fruits and/ or salad.

This discussion sounds mababaw but the point is, a full service carrier will typically serve you the latter while you get the former on an LCC. You'd be surprised that there are actually some shorter flights where they serve meals on trays. I'm not sure in the present economic climate, but I know JetAirways serves meal trays (sometimes just sandwich, but you get all the trimmings) on 737 flights as short as 40mins (block time 1 hour). You already have juice in tetrapacks on the trays to reduce service time.

But you are right, PAL might head the same direction with the state they are in right now. PAL really has got to make up its mind whether to go LCC or legacy. I don't understand why it is so itching to capture the "masa" market away from CebuPac under the SAME brand. Someone from another forum mentioned that PAL's cost base for Econ and Light are the same. But profit margins are minimal on the latter, if not nonexistent.

Any updates on DL/NW in MNL? When will DL come to MNL officially as DL (and not under the subsidiary NW)? I really hope the fact they don't mention MNL as one of the future destinations means they aren't just/merely acquiring MNL from NW and later cut it from DL's route system. I hope they can soon fly non-stop to anywhere in the US especially since there are many fil-ams who go back home from time to time.

^^ DL/NW cannot fly direct to the US and bypass their Asian hub at NRT. All flights to and from Asia on DL/NW is required to have layovers there before any ontoward flights in both directions, as part of their "hub and spoke" system. Now, since NRT was inherited by DL from NW, the former may not want (or need) an Asian hub; then, just maybe, there may be direct flights to the US mainland from the Philippines. Which will then be in direct competition with PR, and we all know that PR is notoriously protective on those routes since they are the monopoly on it, save for HA on its flights from MNL to HNL and vice versa.

PAL to boost long-haul flights with new 6 new planes

By Michelle Orosa, ABS-CBN News | 09/11/2009 6:34 PM

MANILA - Local carrier Philippine Airlines (PAL) will take delivery of its first Boeing 777-300 extended range plane in November to boost its long-haul flights.

"We welcome PAL as the next airline to take delivery of B777-300ER in November of this year," Boeing Vice President for Marketing Randy Tinseth told reporters in a briefing on Friday.

The new B777-300ER aircraft is the first of the 6 new planes PAL will add to its existing fleet over the next 4 years. It is one of the 2 planes on a lease agreement, with the other one set to be delivered in January next year.

The 4 other aircraft, meanwhile, are direct purchases and are set to be delivered between 2012 and 2013. The delivery was delayed by 18 months as PAL was prevented from adding flights to the United States due to an aviation industry downgrade by the US Federal Aviation Administration.

Each of the 4 twin-engine planes has a list price of $257 million to $286.5 million, depending on interior configurations. PAL is planning to tap the Export-Import Bank of the United States to finance the acquisition of the 4 planes, which the airline said may be used mainly for trans-Pacific flights.

"We are still finalizing the routes. We are eyeing existing operations," PAL Commercial Group Advisor Richard Miller said.

PAL, meanwhile, did not disclose costs for the 2 aircraft under lease agreements.

Miller said the B777-300ER planes consume less fuel compared to the B747-400 or the Airbus 340-300, allowing PAL to incur less costs. The aircraft will be configured as bi-class, with 42 seats in the Mabuhay Class (business class) and 328 in the Fiesta class (economy class).

To stimulate tourist arrivals from North America, Miller said PAL has already teamed up with the Tourism Department. "It is an opportunity for us to bring more tourists to the country," he said.

Largest aviation market

Meanwhile, Boeing is expecting the Asia Pacific market to invest some $1.1 trillion in new planes over the next 2 decades, making the region the world's largest aviation market by 2028.

"In the 1950's, our forecasts were more on the United States, areas outside the United States, and then the rest of the world. Now Asia Pacific has risen out of that 'rest of the world' segment to become potentially the largest in the aviation market," Boeing Vice President for Marketing Randy Tinseth said.

As the global economy recovers from the crisis, Tinseth said demand for aircraft will be stronger, with a projected 29,000 new plane orders for the next 20 years. Of the total, he said the Asia Pacific region is likely to account for one-third or 8,960 aircraft.

This, he said, will lift Asia's market share of total air travel to 41% from the current 32%.
"Over the next 20 years, air travel in the Asia Pacific will grow by as much as 6.5% per year, and that's larger than the projected world average of 4.9%," Tinseth said.

In the meantime, Tinseth said the aviation industry is set to experience a bottoming out of the crisis this year. "We expect 2010 will be a year of growth, 2011 will be a story of rebound, and by 2012, we are seeing a recovery in demand," he said.
as of 09/11/2009 8:15 PM

^^ DL/NW cannot fly direct to the US and bypass their Asian hub at NRT. All flights to and from Asia on DL/NW is required to have layovers there before any ontoward flights in both directions, as part of their "hub and spoke" system. Now, since NRT was inherited by DL from NW, the former may not want (or need) an Asian hub; then, just maybe, there may be direct flights to the US mainland from the Philippines. Which will then be in direct competition with PR, and we all know that PR is notoriously protective on those routes since they are the monopoly on it, save for HA on its flights from MNL to HNL and vice versa.


Well, it didn't stop an ATL-PVG or ATL-ICN route. DL just cancelled them merely due to poor demand.

If I look at the timetables, today's NW flights from MNL just terminate at NRT (i.e. NW80 does not continue to a US city from NRT). Furthermore, NW71/72 which continues to DTW has been reduced in frequency. With all of these happening under DL's watch, it makes me nervous what DL will actually do to its services in MNL once it has full operational control of NW. When NW was a standalone carrier, MNL became one of the luckiest Asian cities it served as at 1 point it had 3 daily flights out of MNL (to NRT, NGO and KIX), most of the others had to settle for only 1 flight (via NRT).

Well, it didn't stop an ATL-PVG or ATL-ICN route. DL just cancelled them merely due to poor demand.

If I look at the timetables, today's NW flights from MNL just terminate at NRT (i.e. NW80 does not continue to a US city from NRT). Furthermore, NW71/72 which continues to DTW has been reduced in frequency. With all of these happening under DL's watch, it makes me nervous what DL will actually do to its services in MNL once it has full operational control of NW. When NW was a standalone carrier, MNL became one of the luckiest Asian cities it served as at 1 point it had 3 daily flights out of MNL (to NRT, NGO and KIX), most of the others had to settle for only 1 flight (via NRT).

Like I said, NRT was "inherited" from NW. DL has no obligation to maintain that Asian hub if they don't see the need for it (reagardless of the perceived market demand). MNL will just have to make do with what DL plans to do regarding their Asian market. I'm sure with the absence of one player in the market, others are more than willing to fill in the void (CX, SQ, JL, KE, OZ, etc. are more than capable of that). As with most mergers, especially with air carriers, not all hubs/focus cities will be maintained. Some will be downgraded or eventually phased out from the route network, or be outsourced to subsidiary airlines (apart from the mainline carrier). You also have to take into account the economic situation, in a global recession, there will always be cuts and diminished frequencies. It'll take time for the industry to return back to profitability and future expansion of their route networks.

That begs the question how were flights between MNL and California on PR during the recession. Were they full as before the crisis?

That would hurt PAL big time if DL would have direct connection between MNL and US mainland.

:)i've read in some previous post that some local airline is scouting for some E-Jets from Embraer of Brazil? could that be Air Philippines?should be a nice choice for their future fleet if they really intend to bounce back.regional jets are doing good up in europe.iwonder how the Mitsubishi's MRJ is doing also with their production..

Son??? Air Philippines is now a history (almost)... he he

That would hurt PAL big time if DL would have direct connection between MNL and US mainland.

I don't think so for several reasons:
1. DL doesn't serve the west coast non-stop from any point outside the Americas; a majority of those who take PR probably end their journeys in the west coast
2. Ticket prices on American carriers are more expensive than on Philippine carriers. Most pinoys are more likely inclined to go for PR, whose quality could soon match 3.5-4-star carriers despite the inexpensive prices.

^^^^ They (DL) is taking over NWA so they will now serve the routes they usually don't serve, they can't just drop these especially if it's very profitable.

True at the prices of US carriers are mostly more expensive than Philippine carriers, usually on the domestic market but when it comes to the International market, it's very comparable, there are several instances when US carrier like NWA is cheaper than PAL going to the Philippines if not, the same price.

Son??? Air Philippines is now a history (almost)... he he

:)just wonderin' which airline is considering some regional jets like Embraer or the futuristic look MRJ.they look perfect for most destination we have in the country.

^^^^ probably none for the time being since PALexpress and Ceb pacific settled for Q300 or ATR type of turbo props aircrafts.

Any updates on DL/NW in MNL? When will DL come to MNL officially as DL (and not under the subsidiary NW)? I really hope the fact they don't mention MNL as one of the future destinations means they aren't just/merely acquiring MNL from NW and later cut it from DL's route system. I hope they can soon fly non-stop to anywhere in the US especially since there are many fil-ams who go back home from time to time.

As long as the air operating certificates of both DL and NW haven't merged yet, I won't count on it. By next year, the entire Northwest route network will be subsumed to Delta. Just because DL doesn't add it to their route network now (as long as the AOCs of DL and NW remain separate, the route networks will remain separate) doesn't mean that it intends to cut it in the future. So far, the latest DL cut is OTP (Bucharest).

I'm highly skeptical that DL would be stupid enough as to cut MNL, one of Northwest's oldest, most profitable and most prestigious routes.

Like I said, NRT was "inherited" from NW. DL has no obligation to maintain that Asian hub if they don't see the need for it (reagardless of the perceived market demand). MNL will just have to make do with what DL plans to do regarding their Asian market. I'm sure with the absence of one player in the market, others are more than willing to fill in the void (CX, SQ, JL, KE, OZ, etc. are more than capable of that). As with most mergers, especially with air carriers, not all hubs/focus cities will be maintained. Some will be downgraded or eventually phased out from the route network, or be outsourced to subsidiary airlines (apart from the mainline carrier). You also have to take into account the economic situation, in a global recession, there will always be cuts and diminished frequencies. It'll take time for the industry to return back to profitability and future expansion of their route networks.

There was once a thread on A.Net about the future of the NRT hub. From what I read, NRT will be staying as part of the DL route network, although there may be a slow uptick in flights overflying NRT. Heck, the Japanese government even urged JAL to codeshare with Delta simply because Delta is stronger than JAL internationally to and from North America.

General Santos International Airport

http://i647.photobucket.com/albums/uu192/johnjamesli/CIMG1806.jpg

Mabuhay Lounge in GenSan

http://i647.photobucket.com/albums/uu192/johnjamesli/CIMG1847.jpg

PAL Airbus A340 in GenSan

http://i647.photobucket.com/albums/uu192/johnjamesli/CIMG1809.jpg

Cebu Pacific on Bay 1

http://i647.photobucket.com/albums/uu192/johnjamesli/CIMG1824.jpg

Another A340 shot in GenSan

http://i647.photobucket.com/albums/uu192/johnjamesli/CIMG1835.jpg

Even if DL cuts MNL from it's route network after its merger with NW is final, the codesharing on alliance partner airlines, namely SkyTeam, will kick in to provide a smooth and seamless transition from one airline to another on the journey. Having said that, KE will pick up most of the bulk of DL's Asian destinations from their hub in ICN; and maybe CZ from it's PEK and CAN hubs for destinations within China. Future and possible Asian Skyteam partners will include MH, GA, VN, and CI.

GSIA ramp during GMA's visit

http://i647.photobucket.com/albums/uu192/johnjamesli/DSC00288.jpg

Presidential jet in GenSan

http://i647.photobucket.com/albums/uu192/johnjamesli/DSC00299.jpg

http://i647.photobucket.com/albums/uu192/johnjamesli/DSC00289.jpg

5J 996 for Manila in Bay 1

http://i647.photobucket.com/albums/uu192/johnjamesli/DSC00301.jpg

Even if DL cuts MNL from it's route network after its merger with NW is final, the codesharing on alliance partner airlines, namely SkyTeam, will kick in to provide a smooth and seamless transition from one airline to another on the journey. Having said that, KE will pick up most of the bulk of DL's Asian destinations from their hub in ICN; and maybe CZ from it's PEK and CAN hubs for destinations within China. Future and possible Asian Skyteam partners will include MH, GA, VN, and CI.

I was hoping PR would be part of those destinations in the long run. Nonetheless, what's interesting is that SkyTeam is the only alliance providing MNL with access to western carriers (KLM for Europe and NW/DL for mainland US). If DL cuts us off, there will be no US carrier based in the mainland serving us. Moreover, we are already one of the very few Asian destinations without a non-stop mainland US flight from US carrier despite most aircraft being capable of such.

Why do you think no other carrier wants to serve MNL to even the west coast despite the push for open skies by the US? I may agree that they may give PR tough (but not deadly) competition.

PAL to get new Boeing aircraft (http://www.bworldonline.com/BW091209/content.php?id=041)
Business World (http://www.bworldonline.com/BW091209/content.php?id=041)

Flag carrier Philippine Airlines, Inc. (PAL) will receive two new Boeing aircraft in November and January under lease deals, executives said Friday, but will postpone the purchase of four more aircraft.

The new aircraft are expected to extend the reach of the Lucio C. Tan-led airline while at the same time cut costs.

The delivery of four planes, meanwhile, has been postponed to 2012 and 2013, officials said, noting that the downgrade of the local aviation sector by the United States two years ago for failing to adhere to international safety standards has yet to be lifted.

Scheduled to be delivered this November would be PAL’s first Boeing 777-300 ER, said to be the most technologically advanced aircraft. A Boeing 777-300 ER can carry 365 passengers to a distance comparable to flying to Los Angeles and back to Manila non-stop without refueling. The second Boeing 777-300ER will be delivered in January.

Richard Miller, PAL’s chief commercial group adviser, said the company has yet to determine the destinations to be serviced by the new plane arriving in November, but said it might go to countries where PAL has existing operations, such as Japan, Australia, Canada and Hong Kong.

"We are currently monitoring the market. These initial aircraft were originally planned to operate in the US [but right now] we are looking at countries where we have existing operations," Mr. Miller told reporters.

The airline had agreed to buy four planes for almost $1 billion under financing from US Export-Import Bank. PAL officials pointed out that the downgrade of the airline industry in 2007 has restricted the addition of more flights.

"We are fortunate that the Philippines is doing [well]; the Asian market tends to hold up pretty well and we are optimistic on our outlook for the [industry]," Mr. Miller said.

"The market is changing quickly and fuel prices tend to tether ... The Boeing 777-300ER is the most sufficient airplane against fuel price volatility [and] is also quite suited for long-distance routes," he said.

Mr. Miller said PAL has been working with the Tourism department to attract more foreign tourists in the country, noting that international travel has been hit badly by the global economic crisis.

"That is the way to overcome the downturn. [We] want to increase our market share ... and we will come up with more budget flights," Mr. Miller said.

Randy J. Tinseth, Boeing Commercial Airplanes vice-president for marketing, said the strong ties between the Tourism department and the travel industry would fuel the growth of the airline industry.

Mr. Tinseth said travel demand should start stabilizing by 2012. "The Asia Pacific region will also rank as the world’s largest aviation market over the next 20 years, requiring 8,960 new commercial jets valued at $1.1 trillion," he said. "Twenty years from now, more than 40% of the world’s airline traffic will also begin, end or take place within the region."

Boeing expects the Asia Pacific region, which now accounts for more than 8,300 flights and 1.2 million travelers daily, to be the largest air travel market in the world in less than a decade.

Asia Pacific’s travel industry is likewise expected to grow at an average annual rate of 6.5% over the next two decades.

"This is clearly a difficult time in the aviation market but we do expect the growing Asia markets to lead the industry to recovery," Mr. Tinseth said, pointing out that strong economic growth in China, India and other emerging Asian nations would contribute to high demand for single-aisle airplanes. — Kristine Jane R. Liu

Airline to invest $10M in Subic (http://business.inquirer.net/money/topstories/view/20090911-224743/Airline-to-invest-10M-in-Subic)

A private airline offering domestic and foreign chartered flights is spending $10 million to set up its home base at the Subic Bay International Airport.

Pacific Pearl Airways aims to start operating out of SBIA in December this year, Subic Bay Metropolitan Authority Administrator Armand Arreza said in a phone interview. Arreza signed the memorandum of agreement last week with PPA president Kristoffer Jimenez.

Pearl Pacific is set to start operations with two Boeing 737-200 aircraft capable of seating 114 passengers for international flights, and turboprop aircraft for initial domestic flights from Subic to Boracay, Bohol, Cebu and Davao.

Local flight destinations will expand as the company establishes its presence in the local airline industry, according to Pearl Pacific’s Jimenez.

Jimenez said that the airline would be offering competitive rates without sacrificing quality service costs. He said this was made possible by tax incentives and other perks offered by the free port.

Jimenez added that Pearl Pacific would eliminate stopover hassles with its direct flights, enabling passengers to gain more savings and more quality holidays as it significantly cuts travel lag time.

Pearl Pacific also plans to fly to other destinations like Taiwan.

Jimenez noted that Subic has a “very strategic location.”

“A lot of tourists come here—foreigners and locals alike. It is also a booming place in terms of businesses,” he said.

Pearl Pacific was organized in September 2006 and is registered with the Securities and Exchange Commission, with necessary permits from the Philippine Civil Aeronautics Board and the Air Transportation Office.

“[Pearl Pacific is] just waiting for approvals from abroad. They want to fly to Taiwan and are awaiting government permits for that,” Arreza said.

Arreza said the investment proved that Subic was still an investment attraction despite the current global crisis.

“What we have witnessed now proves that there’s still life after FedEx,” said Arreza, referring to the US courier giant which used the free port as its Asia-Pacific hub. Last February, FedEx transferred to China, where domestic cargo volume alone exceeds that of Asia’s.

Arreza said that being an international airport, the SBIA can host just about any kind of air transport requirements, singling out Subic’s cargo-sorting capability as its edge over other airports in the country today.

Arreza said he expected more flights to and from Subic in the near future as the SBMA aggressively promotes business and tourism establishments.

Well, it didn't stop an ATL-PVG or ATL-ICN route. DL just cancelled them merely due to poor demand.

If I look at the timetables, today's NW flights from MNL just terminate at NRT (i.e. NW80 does not continue to a US city from NRT). Furthermore, NW71/72 which continues to DTW has been reduced in frequency. With all of these happening under DL's watch, it makes me nervous what DL will actually do to its services in MNL once it has full operational control of NW. When NW was a standalone carrier, MNL became one of the luckiest Asian cities it served as at 1 point it had 3 daily flights out of MNL (to NRT, NGO and KIX), most of the others had to settle for only 1 flight (via NRT).

The MNL-NRT flight does not really terminate in Tokyo. The flight number is just for formality. The plane and passengers eventually continue on to the US. NWA has been known to shuffle around its flight numbers every so often. MNL-NRT-somewhere used to be known as NW 001, then NW 02x, etc. Their timetables only say it stops at NRT since so many passengers connect to elsewhere. But the passengers will be distributed to other flights continuing to the US and the plane itself may get a new flight number continuing somewhere.

The only flights that really end in NRT are the 757 shuttle flights.

I was hoping PR would be part of those destinations in the long run. Nonetheless, what's interesting is that SkyTeam is the only alliance providing MNL with access to western carriers (KLM for Europe and NW/DL for mainland US). If DL cuts us off, there will be no US carrier based in the mainland serving us. Moreover, we are already one of the very few Asian destinations without a non-stop mainland US flight from US carrier despite most aircraft being capable of such.

...

Sometimes, it is just more profitable for some of these carriers to code-share. Even if NW/DL leaves MNL, there are still plenty of options via other Asian ports. All three alliances are well-represented. And they have been offering exactly those options even from way before. I think for a lot of these carriers, yields take precedence over loads. Limited long-range aircraft, like in the case of DL is better deployed on higher-yielding routes (ATL-LAX-SYD) rather than LAX-MNL, for example.

I don't think DL will cut its newly-acquired Pacific division. It has its purpose in the network - providing efficient service that DL wasn't/ isn't capable of providing on its own (the 77L example mentioned earlier). Look at UA, they held on to their Pacific division ever since they acquired it from PanAm.

...

Why do you think no other carrier wants to serve MNL to even the west coast despite the push for open skies by the US? I may agree that they may give PR tough (but not deadly) competition.

Hasn't the open skies treaty already taken effect? And this is the reason why it is already possible for PAL to fly to SAN (of course, supposing catII is lifted).

A nonstop flight would only make sense if it is from their hub to MNL. But even that isn't a guarantee of the yields. I think UA has somewhat expressed intentions of coming back (from its SFO hub), but can't because of insufficient yields and the issue with the personnel they laid off when they first left and threatened to sue them if they return.

Talking about automated announcements:
http://uk.news.yahoo.com/18/20090911/tod-french-panic-as-plane-alert-lost-in-7f81b96.html

:lol:

Well, it didn't stop an ATL-PVG or ATL-ICN route. DL just cancelled them merely due to poor demand.

Not exactly. ATL-ICN was already operated by KE, so it made sense for Delta to give the route to a fellow SkyTeam partner than to operate it with its own metal. ATL-PVG, on the other hand, was cut due to a renewed emphasis on DTW as the base for trans-Pacific operations, and I think the recession had a role to play in its termination as well.

Sometimes, it is just more profitable for some of these carriers to code-share. Even if NW/DL leaves MNL, there are still plenty of options via other Asian ports. All three alliances are well-represented. And they have been offering exactly those options even from way before. I think for a lot of these carriers, yields take precedence over loads. Limited long-range aircraft, like in the case of DL is better deployed on higher-yielding routes (ATL-LAX-SYD) rather than LAX-MNL, for example.

I don't think DL will cut its newly-acquired Pacific division. It has its purpose in the network - providing efficient service that DL wasn't/ isn't capable of providing on its own (the 77L example mentioned earlier). Look at UA, they held on to their Pacific division ever since they acquired it from PanAm.



Hasn't the open skies treaty already taken effect? And this is the reason why it is already possible for PAL to fly to SAN (of course, supposing catII is lifted).

I think the open skies agreement practically means open for US carriers to fly freely into our ports but not necessarily for Philippine carriers to fly into the US without much restrictions (assuming were at Cat1). It's like the "free trade" developed countries want from developing nations where they want access to the latter's markets but not for the latter's products to access the former's markets.


A nonstop flight would only make sense if it is from their hub to MNL. But even that isn't a guarantee of the yields. I think UA has somewhat expressed intentions of coming back (from its SFO hub), but can't because of insufficient yields and the issue with the personnel they laid off when they first left and threatened to sue them if they return.

There is AA and the LAX hub. I don't think AA hasn't flown yet to MNL. Kindly let me know what the dispute between ex-staff here and UA is about. How can yields be potentially low since SFO I think is where the most pinoys are at in the US?

And on the issue of code-share, neither PR nor MNL have ever been a party to a codeshare by major western airports nor western carriers respectively (except to AMS via KL which was terminated).

PAL to boost long-haul flights with new 6 new planes

By Michelle Orosa, ABS-CBN News | 09/11/2009 8:34 PM



MANILA - Local carrier Philippine Airlines (PAL) will take delivery of its first Boeing 777-300 extended range plane in November to boost its long-haul flights.

"We welcome PAL as the next airline to take delivery of B777-300ER in November of this year," Boeing Vice President for Marketing Randy Tinseth told reporters in a briefing on Friday.

The new B777-300ER aircraft is the first of the 6 new planes PAL will add to its existing fleet over the next 4 years. It is one of the 2 planes on a lease agreement, with the other one set to be delivered in January next year.

The 4 other aircraft, meanwhile, are direct purchases and are set to be delivered between 2012 and 2013. The delivery was delayed by 18 months as PAL was prevented from adding flights to the United States due to an aviation industry downgrade by the US Federal Aviation Administration.

Each of the 4 twin-engine planes has a list price of $257 million to $286.5 million, depending on interior configurations. PAL is planning to tap the Export-Import Bank of the United States to finance the acquisition of the 4 planes, which the airline said may be used mainly for trans-Pacific flights.

"We are still finalizing the routes. We are eyeing existing operations," PAL Commercial Group Advisor Richard Miller said.

PAL, meanwhile, did not disclose costs for the 2 aircraft under lease agreements.

Miller said the B777-300ER planes consume less fuel compared to the B747-400 or the Airbus 340-300, allowing PAL to incur less costs. The aircraft will be configured as bi-class, with 42 seats in the Mabuhay Class (business class) and 328 in the Fiesta class (economy class).

To stimulate tourist arrivals from North America, Miller said PAL has already teamed up with the Tourism Department. "It is an opportunity for us to bring more tourists to the country," he said.

Largest aviation market

Meanwhile, Boeing is expecting the Asia Pacific market to invest some $1.1 trillion in new planes over the next 2 decades, making the region the world's largest aviation market by 2028.

"In the 1950's, our forecasts were more on the United States, areas outside the United States, and then the rest of the world. Now Asia Pacific has risen out of that 'rest of the world' segment to become potentially the largest in the aviation market," Boeing Vice President for Marketing Randy Tinseth said.

As the global economy recovers from the crisis, Tinseth said demand for aircraft will be stronger, with a projected 29,000 new plane orders for the next 20 years. Of the total, he said the Asia Pacific region is likely to account for one-third or 8,960 aircraft.

This, he said, will lift Asia's market share of total air travel to 41% from the current 32%.
"Over the next 20 years, air travel in the Asia Pacific will grow by as much as 6.5% per year, and that's larger than the projected world average of 4.9%," Tinseth said.

In the meantime, Tinseth said the aviation industry is set to experience a bottoming out of the crisis this year. "We expect 2010 will be a year of growth, 2011 will be a story of rebound, and by 2012, we are seeing a recovery in demand," he said.
as of 09/12/2009 1:13 AM

I think the open skies agreement practically means open for US carriers to fly freely into our ports but not necessarily for Philippine carriers to fly into the US without much restrictions (assuming were at Cat1). It's like the "free trade" developed countries want from developing nations where they want access to the latter's markets but not for the latter's products to access the former's markets.

...

US carriers have free access to all Phil ports. Phil carriers have free access to 5(?) designated US ports. I think they can choose which ones. True, it is more in favor of the Americans but they chose to call it open skies.

...

Kindly let me know what the dispute between ex-staff here and UA is about. How can yields be potentially low since SFO I think is where the most pinoys are at in the US?

...

If UA returns, then they would have to reopen their office. I think they expressed a desire to return as early as two or three years after they left MNL, when their staff were laid off. The local staff were reportedly not happy about the poor decision by UA to close the office only to reopen a few years later. The staff were threatening to sue about being jobless, or something like that.

Most UA passengers from MNL to the US transit via HKG. PR 300 carries a lot of UA transits to HKG.

... I think UA has somewhat expressed intentions of coming back (from its SFO hub), but can't because of insufficient yields and the issue with the personnel they laid off when they first left and threatened to sue them if they return.


...

There is AA and the LAX hub. I don't think AA hasn't flown yet to MNL. ..

AA does NOT have a real hub at LAX. It is a focus city. When AA started flying to NRT from San Jose with 777s, they were heavily marketing the route to Pinoys on both sides of the Pacific. San Jose has a large Pinoy community, too. But even that did not work. San Jose was axed and only LAX and IAH were left. IAH is an AA hub. LAX is code-shared with oneworld partner JAL.

... How can yields be potentially low since SFO I think is where the most pinoys are at in the US?

...

You just answered your own question. Pinoys = overwhelming majority are low-yielding O&D. PAL makes $$$ because of the volume of passengers on its 744s. Tsk, tsk, they removed first class. UA's equipment, on the other hand, has plenty of premium seats - even on 767s!.

And those UA flights were reportedly flooded with nonrevs during the days it operated to MNL.

...

And on the issue of code-share, neither PR nor MNL have ever been a party to a codeshare by major western airports nor western carriers respectively (except to AMS via KL which was terminated).

An interline agreement was (being) signed between AA and PR just prior to the shutdown. I think they were working towards code-share. Then someone declared bakruptcy.

I don't think PAL needs a codeshare partner to help sell MNL-US tickets. I think there are a couple of MNL codeshares that are not well-known. BA, for example codeshares (or at least they used to) with CX between HKG-MNL after they terminated the tag-on.

US carriers have free access to all Phil ports. Phil carriers have free access to 5(?) designated US ports. I think they can choose which ones. True, it is more in favor of the Americans but they chose to call it open skies.

I believe it's nine ports of entry.


You just answered your own question. Pinoys = overwhelming majority are low-yielding O&D. PAL makes $$$ because of the volume of passengers on its 744s. Tsk, tsk, they removed first class. UA's equipment, on the other hand, has plenty of premium seats - even on 767s!.

And those UA flights were reportedly flooded with nonrevs during the days it operated to MNL.

Understand that the Filipino market is considered as a high-yielding low-yield market. Why the irony? Because unlike, let's say, the Mexicans, Greeks, Romanians, Vietnamese, etc., the Filipino market, in part due to the lack of connectivity of MNL with the rest of the world, are willing to spend a lot of money just to get themselves and their loads of balikbayan boxes home. However, as a whole, the Filipino market is largely driven by low-yielding OFW and VFR (visiting friends and relatives) traffic, and no carrier would want to start a route where there is no guarantee that they can make money up front in business or first class.

An interline agreement was (being) signed between AA and PR just prior to the shutdown. I think they were working towards code-share. Then someone declared bakruptcy.

I don't think PAL needs a codeshare partner to help sell MNL-US tickets. I think there are a couple of MNL codeshares that are not well-known. BA, for example codeshares (or at least they used to) with CX between HKG-MNL after they terminated the tag-on.

BA would continue to tag-on with CX for HKG-MNL since they belong to the same alliance. Had AA and PR codeshared, it could pave the way for PR to join Oneworld.

But of course, I wouldn't want that now, do I?

...
Understand that the Filipino market is considered as a high-yielding low-yield market. Why the irony? Because unlike, let's say, the Mexicans, Greeks, Romanians, Vietnamese, etc., the Filipino market, in part due to the lack of connectivity of MNL with the rest of the world, are willing to spend a lot of money just to get themselves and their loads of balikbayan boxes home. However, as a whole, the Filipino market is largely driven by low-yielding OFW and VFR (visiting friends and relatives) traffic, and no carrier would want to start a route where there is no guarantee that they can make money up front in business or first class.
...

Low-yield is low yield, no matter the price of the ticket. It is all about profit margins.

There are dozens of threads out here and at other forums where you find people saying that the usual price of a transPac ticket from MNL is USD1000. Anything "above" it is expensive. I believe that the likes of KE, CX, NW, and PAL can offer tickets as low as USD650 to USD700+ depending on the season.

The regular full-fare (tsk, tsk, high-yield) econ ticket on PAL is somewhere around USD2500. I don't know too many people buying this sort of ticket, except those who used to work for PAL and get somewhere around 75% off the price.:lol: Sheesh, even the high-yield tickets get discounted!:ohno:

^^ Whenever I find "high-yielding" PAL tickets, I always use the following definition particularly for domestic fares: any fare class which guarantees me full credit of Mabuhay Miles is a high-yielding fare. :lol:

^^ Whenever I find "high-yielding" PAL tickets, I always use the following definition particularly for domestic fares: any fare class which guarantees me full credit of Mabuhay Miles is a high-yielding fare. :lol:

On the MNL-BKK sector for example, you can earn miles using tickets as cheap as USD250-USD300. Promo or EconoLight fares are usually around USD100 to below USD250. But I recall from a few years back that full fare econ is around USD700 upwards. The thing is, there's a wide range of low-yielding booking classes that earn (full) miles.

New airline sets up home base at Subic Airport
By BERNIE CAHILES-MAGKILAT
September 12, 2009, 3:21pm
MB

Pacific Pearl Airways (PPA), a private airline offering domestic and foreign chartered flights, has set up its home base at the Subic Bay International Airport (SBIA) with plans to invest $10 million for its startup operations in December this year.

Subic Bay Metropolitan Authority (SBMA) administrator Armand Arreza, who signed the memorandum of agreement with Jimenez last week, considered this latest investment here as proof of Subic Bay’s economic resiliency.

“What we have witnessed now proves that there’s still life after FedEx,” said Arreza, referring to the US courier giant which used this free port as its Asia-Pacific hub. Last February, FedEx transferred to China, where domestic cargo volume alone exceeds that of Asia.

PPA president Kristoffer Jimenez said the airline will start with two advanced Boeing 737-200 jet planes capable of seating 114 passengers for international flights, and turboprop aircraft for initial domestic flights from here to Boracay, Bohol, Cebu, and Davao.

“Local flight destinations will expand as PPA establishes its presence in the local airline industry,” Jimenez said. He added that PPA will be offering competitive rates without sacrificing quality service costs – an advantage that he said was made possible by tax incentives and other perks offered by this free port.

Jimenez also said that PPA will eliminate stop-over hassles with its direct flights, enabling passengers to gain more savings and more quality holidays as it significantly cuts travel lag time.

Arreza said that being an international airport, the SBIA can host just about any kind of air transport requirements, singling out Subic’s cargo-sorting capability as its edge over other airports in the country today.

“We urge cargo airliners to start making their inquiries here at the SBIA this early, and see for themselves its complete cargo-sorting facility, and the Freeport advantages that made FedEx’s operation here successful,” said Arreza.

Arreza also said he expects more flights to and from Subic in the near future, as the SBMA aggressively promotes business and tourism establishments here.

“A lot of tourists come to Subic – foreigners and locals alike. It is also a booming place in terms of businesses,” said Jimenez, who also called on interested applicants for pilots, cabin crew, and maintenance personnel to inquire at PPA’s office at the SBIA.

Pearl Pacific Airways was organized in September 2006 and is registered with the Securities and Exchange Commission, with necessary permits from the Philippine Civil Aeronautics Board (CAB) and the Air Transportation Office (ATO).

^^ Pacific Pearl Airways has been here since 2006 and it's only now that they're setting up? This is getting confusing. :?

On the other hand, at least SFS will finally see scheduled service.

ilan ba ang 747`s ng PAL? PR 104 PR105..hehehe..

^^
US carriers have free access to all Phil ports. Phil carriers have free access to 5(?) designated US ports. I think they can choose which ones. True, it is more in favor of the Americans but they chose to call it open skies.

NO.Under the US bilateral agreement, US carriers are only allowed to fly to international airports. It can't fly say Bacolod, Iloilo or Cagayan de Oro. The treaty is indeed favorable to the Americans but PAL got the better ends of the bargain for now.

I believe it's nine ports of entry.

In circa 1994, there were only 9 international airports in the country thats why PAL was constrained to apply for only 9 equivalent points to the US, but under the treaty the Philippines is entitled to 40 points across the US and its territories with 33 points in the mainland.

Therefore, if the Philippines declassifies its regional airport to international ones, another point opens for the US. That is how simple it was yet, PAL was crying for unfounded fears which never came true. Perhaps because of the Japanese experience. We got to have a lot of premium traffic for that fear to be realized.

By the way open sky simply meant NO FLIGHT RESTRICTIONS to agreed points, it doesn't say you can land anywhere. Which means an airline can fly as many jets for the route even if its empty. But of course only stupid managers do that.

As to yield issues and why United Airlines left the Philippines you can read the how and why here (http://philippineairspace.blogspot.com/2009/04/japanese-connection-on-us-airlines-in.html) and maybe have a bigger picture on why it was so.

And by the way, YIELD IS A RELATIVE TERM depending on what airline are you talking too. Remember each airlines have different operating cost structure. An airline may declare that its low yield destination for them but highly profitable to another. If that is not right then Northwest/Delta and KLM would have been gone in P.I. a long time ago! :cheers:

^^
...

As to yield issues and why United Airlines left the Philippines you can read the how and why here (http://philippineairspace.blogspot.com/2009/04/japanese-connection-on-us-airlines-in.html) and maybe have a bigger picture on why it was so.

...

Did UA every fly US-NRT-MNL? Or any point in Japan for that matter? For quite some time they were flying SFO-SEL-MNL! Yes, Berlin and MNL were taken out of the route network in the aftermath of the Asian financial crisis. The routes were among the worst performing in their network. And numbers were never there to support a return.

When they left, they retained cargo ops with a DC-10. But it, too was canceled and the office, housed at Pacific Star building, was eventually closed. They were considering a return (perhaps via NRT or HKG) but the threat from former employees, the dozens of nonrevs and the poor performance of the route prevented them from reopening MNL.

^^
...

And by the way, YIELD IS A RELATIVE TERM depending on what airline are you talking too. Remember each airlines have different operating cost structure. An airline may declare that its low yield destination for them but highly profitable to another. If that is not right then Northwest/Delta and KLM would have been gone in P.I. a long time ago! :cheers:

Sure it depends per airline and market. What may be low-yielding to PAL may be a goldmine for CebuPac!:) AF and KL have different cost structures and operate different markets. AF maintains premium service with their first class and new premium econ offerings. Some of their less profitable routes are relegated to KLM. Case in point, MNL was one of the first few 77W destinations for KL, and their 77W has a high-density (3-4-3) config as opposed to their (3-3-3) 77Es. And they have admitted that the lower cost afforded by the efficient 77Ws allow for a profitable MNL ops.

When we're talking about yields here, we are talking about the passengers that will prefer to sit up front, or at least those that will buy econ tickets with very few restrictions (that may convince one to might as well buy a business ticket). These are the passengers that attract all the nonstop flights and premium carriers to set up shop. Whatever the airline, these people are high-yield. CEOs, business managers, movie stars, these people will only care about getting from A to B, and in style or with the utmost comfort. They are not worried about blackout dates, promo periods, etc. They will pay what you charge.

^^


NO.Under the US bilateral agreement, US carriers are only allowed to fly to international airports. It can't fly say Bacolod, Iloilo or Cagayan de Oro. The treaty is indeed favorable to the Americans but PAL got the better ends of the bargain for now.



In circa 1994, there were only 9 international airports in the country thats why PAL was constrained to apply for only 9 equivalent points to the US, but under the treaty the Philippines is entitled to 40 points across the US and its territories with 33 points in the mainland.

Therefore, if the Philippines declassifies its regional airport to international ones, another point opens for the US. That is how simple it was yet, PAL was crying for unfounded fears which never came true. Perhaps because of the Japanese experience. We got to have a lot of premium traffic for that fear to be realized.

By the way open sky simply meant NO FLIGHT RESTRICTIONS to agreed points, it doesn't say you can land anywhere. Which means an airline can fly as many jets for the route even if its empty. But of course only stupid managers do that.

...

The published news articles a few years ago when the Marcos-signed open skies pact took effect painted a doomsday scenario of Americans coming to as many international ports in the Phils as they can, whereas PAL can only fly to a few in the US. This was contrasted with the Phil policy of having a bilateral reciprocal agreement (in place with all other nations).

ilan ba ang 747`s ng PAL? PR 104 PR105..hehehe..

PR actually owns 4 (RP-C7471-3 and 7475) and leases 1 (RP-C8168). That makes me nervous because once refurbishing is complete, there is a 20% chance you will get on an unrefurbished aircraft especially for transpacific flights.

Now, PR104/105 may also occasionally use an A343 besides a B744.

:)i've read in some previous post that some local airline is scouting for some E-Jets from Embraer of Brazil? could that be Air Philippines?should be a nice choice for their future fleet if they really intend to bounce back.regional jets are doing good up in europe.iwonder how the Mitsubishi's MRJ is doing also with their production..

Son??? Air Philippines is now a history (almost)... he he

2P will be back... with airbus planes, just wait and it will rise again in the ashes...

Did UA every fly US-NRT-MNL? Or any point in Japan for that matter? For quite some time they were flying SFO-SEL-MNL!

Yes, UA did have a flights from MNL to mainland US destinations, if I remember correctly, in the early 1990s, there were flights from MNL to ORD, LAX, and SFO, all via NRT.

^^
Did UA every fly US-NRT-MNL? Or any point in Japan for that matter? For quite some time they were flying SFO-SEL-MNL! Yes, Berlin and MNL were taken out of the route network in the aftermath of the Asian financial crisis. The routes were among the worst performing in their network. And numbers were never there to support a return.

When they left, they retained cargo ops with a DC-10. But it, too was canceled and the office, housed at Pacific Star building, was eventually closed. They were considering a return (perhaps via NRT or HKG) but the threat from former employees, the dozens of nonrevs and the poor performance of the route prevented them from reopening MNL.

Yes they did. They also flew out of Guam before they call it quits. See the article written by Franklin M. Fisher, PanAm to United, the Pacific division transfer case (1987). You will also find there how competition from Northwest new lethal weapon, the hub and spoke system killed them.


Sure it depends per airline and market. What may be low-yielding to PAL may be a goldmine for CebuPac!:) AF and KL have different cost structures and operate different markets. AF maintains premium service with their first class and new premium econ offerings. Some of their less profitable routes are relegated to KLM. Case in point, MNL was one of the first few 77W destinations for KL, and their 77W has a high-density (3-4-3) config as opposed to their (3-3-3) 77Es. And they have admitted that the lower cost afforded by the efficient 77Ws allow for a profitable MNL ops.

When we're talking about yields here, we are talking about the passengers that will prefer to sit up front, or at least those that will buy econ tickets with very few restrictions (that may convince one to might as well buy a business ticket). These are the passengers that attract all the nonstop flights and premium carriers to set up shop. Whatever the airline, these people are high-yield. CEOs, business managers, movie stars, these people will only care about getting from A to B, and in style or with the utmost comfort. They are not worried about blackout dates, promo periods, etc. They will pay what you charge.

I think you are confused on the low cost structure made famous by Southwest and legacy structure adopted by legacy carriers such as Air France or British Airways which are two different business models to begin with. Low cost models does not speak of yields although they earned profits.

Yields are simply RPK revenues or RPM derived by airline for operating the routes. What I'm talking about is the legacy cost structure and how low yield to one may be high yielding to another.

Consider this, An airline A with 350 capacity aircraft with 50 seats for business class is definitely no better than another airline B with the same aircraft with 10 seats for first class and 50 seats for business class, assuming they pay economy P1,000,P2,000 business, and P3,000 for first class.

All things being equal, the latter airline has more yields at P420,000 than the former with only P400,000 gross revenues.

Assuming further that because of the global recession, nobody wants to pay for first class, so that means the latter airline B will have a gross revenue of 390,000.

In this scenario, Airline B has lower yields than Airline A and to think both are Legacy carriers.

If we say the other way around, like a full business and first class, and 80% load for economy class the discrepancy for yield is so much higher with airline B raking more profits than Airline A. That is yield in its simplest sense.

If you prefer the more technical one, yield benchmark depend upon an airline’s total capacity that is the Available seat per Kilometer (ASK), which is the total seats available on every airline route, multiplied by the length of the route in kilometers or miles whichever you prefer. Revenue passenger Kilometer (RPK) show the number of seat per kilometer for which the airline is actually filling a seat and making money. Revenue, or yield, per RPK shows how much an airline will make on each filled seat on each kilometer it flies.

I think the best explanation I could share is here (http://www.msnbc.msn.com/id/3073566/) without writing too much about how it works.

The published news articles a few years ago when the Marcos-signed open skies pact took effect painted a doomsday scenario of Americans coming to as many international ports in the Phils as they can, whereas PAL can only fly to a few in the US. This was contrasted with the Phil policy of having a bilateral reciprocal agreement (in place with all other nations).

Read the article (http://philippineairspace.blogspot.com/2009/04/japanese-connection-on-us-airlines-in.html) why is it not so. There are always two side of the story. Imagine you looking outside the box! News articles sometimes show only what then PAL wanted you to know. Its like the film "hero" (1992) by Dustin Hoffman, you don't always have to believe what the papers says it was.

^^

...
I think you are confused on the low cost structure made famous by Southwest and legacy structure adopted by legacy carriers such as Air France or British Airways which are two different business models to begin with. Low cost models does not speak of yields although they earned profits.

Yields are simply RPK revenues or RPM derived by airline for operating the routes. What I'm talking about is the legacy cost structure and how low yield to one may be high yielding to another.

Consider this, An airline A with 350 capacity aircraft with 50 seats for business class is definitely no better than another airline B with the same aircraft with 10 seats for first class and 50 seats for business class, assuming they pay economy P1,000,P2,000 business, and P3,000 for first class.

All things being equal, the latter airline has more yields at P420,000 than the former with only P400,000 gross revenues.

Assuming further that because of the global recession, nobody wants to pay for first class, so that means the latter airline B will have a gross revenue of 390,000.

In this scenario, Airline B has lower yields than Airline A and to think both are Legacy carriers.

If we say the other way around, like a full business and first class, and 80% load for economy class the discrepancy for yield is so much higher with airline B raking more profits than Airline A. That is yield in its simplest sense.

If you prefer the more technical one, yield benchmark depend upon an airline’s total capacity that is the Available seat per Kilometer (ASK), which is the total seats available on every airline route, multiplied by the length of the route in kilometers or miles whichever you prefer. Revenue passenger Kilometer (RPK) show the number of seat per kilometer for which the airline is actually filling a seat and making money. Revenue, or yield, per RPK shows how much an airline will make on each filled seat on each kilometer it flies.

I think the best explanation I could share is here (http://www.msnbc.msn.com/id/3073566/) without writing too much about how it works.



....

I know pretty much that legacies have a different cost structure from LCCs.

What I am talking about here is not total yields and loads per flight. I am talking about yields (profit margins vs cost) for each seat/ passenger.

The classic example is SQ's A345 flights. They eliminated the premium econ seats and refurbished business to the Diamond seats. So why not just retain the spacebeds and end up with more business seats on the plane than just 100 Diamond seats? Because each ticket on a Diamond seat can rake in more dollars than a Spacebed. It is much more expensive. And SQ can get away with this because they have a customer base who are willing to pay that price.

As you can see, traditionally SQ has less flights than say TG to Europe, meaning less seats. Yet it is able to profit more because they can sell those seats at a higher price than the same class of service on TG or even MH. Why, because they manage to capture all the premium and higher-yielding traffic. The business travelers as opposed to the backpackers.

And this is what I've been saying. These markets simply do not exist in MNL. If SQ can charge P3000, P2000, and P1000 for first, business and economy classes, respectively, then it won't work here. PAL can charge only about P1,500 and P750 for business and econ. No one would even think about buying first class.

The price of a ticket on the same booking class on an airline is not the same. It is not a simple case of Airline B selling 300 seats at P1k each. I mean how many booking classes are there for economy alone? I mentioned earlier that PAL's promo price for LAX/SFO is around USD750. Usual price is around USD1k. But full-fare is around USD2.5k, almost as much as a business ticket. The question is, how many tickets can PAL sell at the higher price than the promo price? The overwhelming majority of passengers at PAL will only buy the cheaper tickets, whereas at SQ they have more buying it at full fare.

This is my point. I am talking about the kind of passengers, an airline's customer base or following, not the revenues per flight. It is not a simple case of selling all seats at P1k as in your example. Prices vary within the same class which ultimately contributes to the total revenue also.

Sure it's a recession, but you won't really expect to see a CEO fly an LCC for practical purposes (prestige aside). Certain frills are a necessity for them that only legacies regularly provide. They will remain loyal to say SQ and downgrade from a Diamond Plus (FCL) to a Diamond seat (J), or at least a full-fare econ. Backpackers and balikbayans, OTOH will search for the cheapest way to get from A to B. They do not even care about miles.

The high-yield market/ passengers/ customer base remain loyal. O&D is just icing on the cake.

Yes they did. They also flew out of Guam before they call it quits. See the article written by Franklin M. Fisher, PanAm to United, the Pacific division transfer case (1987). You will also find there how competition from Northwest new lethal weapon, the hub and spoke system killed them.

:doh: You're right! UA did fly to GUM as well. I forgot about that. UA and NW did fly to GUM via NRT. Before I understood what "hub and spoke" was, I've always wondered why go all the way to Tokyo from Manila, then back down to Guam (about a 10-12 hour journey altogether), rather than direct which only takes about three hours. Of course CO's subsidiary CS does provide that service from MNL.

^^
...
This is my point. I am talking about the kind of passengers, an airline's customer base or following, not the revenues per flight. It is not a simple case of selling all seats at P1k as in your example. Prices vary within the same class which ultimately contributes to the total revenue also.

Sure it's a recession, but you won't really expect to see a CEO fly an LCC for practical purposes (prestige aside). Certain frills are a necessity for them that only legacies regularly provide. They will remain loyal to say SQ and downgrade from a Diamond Plus (FCL) to a Diamond seat (J), or at least a full-fare econ. Backpackers and balikbayans, OTOH will search for the cheapest way to get from A to B. They do not even care about miles.

The high-yield market/ passengers/ customer base remain loyal. O&D is just icing on the cake.

Well they are precisely the same thing. A customer will always translate to revenue however you put it. Otherwise they would not be in the airline business at all. The only difference is how much each passenger will pay to determine what exactly the airline's RPK will be in the end and therefore its yields or revenue. Its not a rocket science to know but thats how it works.

We must also remember that not all readers here can easily comprehend why some airlines lose and why others succeed, so I am writing it in the most simplest term and example so that even a slow learner can comprehend, say an idiot's guide to airline business. But of course I will agree with you that there is more to it than the example I gave.

You are correct in your analysis that there is really not much of a "premium" type of passenger in our country but you are wrong to assume that because there were few, our country is a low yield destination already. Its actually how you see the glass of water as half-filled or half empty. Its interesting to note that most of the person who says so are not associated with airline management. But thats how it is. You can always start asking SQ managers in Manila why is it so and you will be surprise with the answer. Manila earns way better than London per RPK last year and this year. Anyway, I respect your opinion on that.

As I previously stated, yield is a relative term depending on what airline you are referring to.:cheers:

Group hits PAL's early retirement packages
abs-cbnNEWS.com | 09/11/2009 12:33 PM
PAL's move seen as a 'deceitful scheme of massive layoffs'

MANILA - A labor group opposed the early retirement packages offered by flag carrier Philippine Airlines (PAL), which it branded as "a form of massive retrenchment."

According to militant labor center Kilusang Mayo Uno (KMU), PAL's early retirement scheme will cut regular employees from its workforce to hire contractuals, further boosting the airline's profits.

Contractual workers are deprived of benefits given to regular employees. They can also be fired more easily with little or no cost to the management, as compared to regular workers.

"We call on the PAL management to immediately stop offering early retirement packages to regular workers. While this scheme promises to give regular workers hefty retirement packages, it is still a form of massive retrenchment, and a deceitful one at that," KMU Chairperson Elmer Labog said in a statement.

Last month, PAL President and Chief Operating Officer Jaime Bautista said the company will offer early retirement packages for its more than 8,000 employees to reduce costs. Bautista said manpower accounts for 18% of PAL's total expenses, adding that the company wants to reduce this to close to single-digit level.

KMU, however, said that PAL's claim of losses is "highly questionable," given the increase in Lucio Tan's net worth to $1.7 billion from $1.5 billion as reported by Forbes Asia Magazine.

"We don't buy the lie that PAL is incurring losses, as its owner Lucio Tan has just firmed up his position as the second wealthiest man in the country today," Labog said.

Tan placed second in Forbes Asia magazine's list of the 40 richest people in the Philippines. Clinching the top spot is retail mogul Henry Sy, while Ayala conglomerate's Chairman Jaime Zobel de Ayala placed third in the list.

At present, Tan has a controlling stake in PAL, and has interests in tobacco, beer, and banking, among others.

Meanwhile, KMU called on PAL employees to refuse to sign up for early retirement, saying that it is better to have a regular job than getting a one-time compensation especially in a time of crisis.

“We call on PAL employees to come and work together to oppose the retrenchment schemes of the PAL management, and to organize among themselves to fight for their rights and interests," KMU said.

Earlier, abs-cbnNEWS.com received a letter from one of its readers about PAL's cost-cutting measures. The reader, who claimed to be an employee of the airline's Network Management and Telecommunication Services Department, said they were being urged to take a one-week leave per month without pay starting August 17.

PAL, however, refused to confirm whether this is true.
as of 09/11/2009 12:46 PM

CAAP to increase terminal fee in E. Visayas airports

By Melanie L. Bingco, ABS-CBN Tacloban | 09/11/2009 4:18 PM


The Civil Aviation Authority of the Philippines (CAAP) is now pushing for an increase in terminal fees in various airports in the country including commercial airports in Eastern Visayas.

Engineer Sergio Sumergido, area manager for CAAP in Eastern Visayas, said the fee would be increased from P50 to P200 in Tacloban DZR airport which is classified as a principal class 1 airport.

Airports classified as principal class 2 like the Ormoc, Catarman and Calbayog Airports will increase terminal fee from P30 to P150. “This is the same with other airports (in the country) with the same classification,” he said.

Sumergido said the increase is necessary so that they could manage airport operations more efficiently.

“We are now dependent on our income to manage airport operations. That is why the increase is deemed necessary. Besides, the current fee has been set more than ten years ago,” he said.

But to get the people’s opinion on this plan, CAAP is set to conduct a public hearing within the month.

“I hope a lot of people will come so they could tell us what they think about this proposal,” he said.
as of 09/11/2009 4:18 PM

http://www.abs-cbnnews.com/nation/regions/09/11/09/caap-increase-terminal-fee-e-visayas-airports

PR actually owns 4 (RP-C7471-3 and 7475) and leases 1 (RP-C8168). That makes me nervous because once refurbishing is complete, there is a 20% chance you will get on an unrefurbished aircraft especially for transpacific flights.

Now, PR104/105 may also occasionally use an A343 besides a B744.

i have recently been checking pr105/104 skeds, and it seems the airbus is being used more frequently now. is either one preferable for fiesta or mabuhay passengers? thanks.

:doh: You're right! UA did fly to GUM as well. I forgot about that. UA and NW did fly to GUM via NRT. Before I understood what "hub and spoke" was, I've always wondered why go all the way to Tokyo from Manila, then back down to Guam (about a 10-12 hour journey altogether), rather than direct which only takes about three hours. Of course CO's subsidiary CS does provide that service from MNL.

And I only remember UA flying through Seoul Korea. I didnt know they use to fly through Japan as well. I remember Guam was one of them.

i have recently been checking pr105/104 skeds, and it seems the airbus is being used more frequently now. is either one preferable for fiesta or mabuhay passengers? thanks.

Not all 744s of PR are the same but if you're talking about unrefurbished aircraft, I would prefer the A343 on both classes. For coach, it is 2-4-2 abreast giving you more space to move go to the aisle. For business, the first 2 rows are actually lie flat (if not flat bed) seats, something unrefurbished B744s don't have yet.

As I said, you currently have a 40% chance of getting an unrefurbished 744. It's a good thing you mentioned SFO because it is commonly serviced by RPC-7475 (which used to be one of the worst vehicles of PR due to poor IFE, broken seats).

I hope they would refurbish the A343s as originally planned but either version of the A343 should be good.

^^

Well they are precisely the same thing. A customer will always translate to revenue however you put it. Otherwise they would not be in the airline business at all. The only difference is how much each passenger will pay to determine what exactly the airline's RPK will be in the end and therefore its yields or revenue. Its not a rocket science to know but thats how it works.

We must also remember that not all readers here can easily comprehend why some airlines lose and why others succeed, so I am writing it in the most simplest term and example so that even a slow learner can comprehend, say an idiot's guide to airline business. But of course I will agree with you that there is more to it than the example I gave.

You are correct in your analysis that there is really not much of a "premium" type of passenger in our country but you are wrong to assume that because there were few, our country is a low yield destination already. Its actually how you see the glass of water as half-filled or half empty. Its interesting to note that most of the person who says so are not associated with airline management. But thats how it is. You can always start asking SQ managers in Manila why is it so and you will be surprise with the answer. Manila earns way better than London per RPK last year and this year. Anyway, I respect your opinion on that.

As I previously stated, yield is a relative term depending on what airline you are referring to.:cheers:

Of course they couldn't all reside in an airline's home base. SIN only has a smal population. Many, if not most of their customer base actually reside in other countries and use SQ/ SIN to connect. And this is another factor to consider as to why PAL doesn't have those high-paying customers.:)

Maganda kaya tong binili nilang to???

Bolivia to buy presidential plane from Russia
(philstar.com) Updated September 13, 2009 06:00 AM

LA PAZ (AP) – President Evo Morales says Bolivia has decided to buy a presidential plane from Russia after Moscow offered to set up an aircraft maintenance center in the South American nation.

Defense Minister Walker San Miguel announced in early August that Bolivia had agreed to purchase an Antonov presidential plane with satellite phone, Internet links and a meeting room from Russia for $30 million.

Morales postponed the purchase, but said his government has now decided to buy it because of the offer to set up a service center for Russian planes in Bolivia.

Morales said yesterday the offer from President Dmitry Medvedev was delivered to him by Russia's ambassador.

The current presidential plane is US-made Sabre jet from the 1970s.

Business and economy in Singapore is and always been booming, this is where they get alot of highend travelers. Surprisingly or perhaps the more appropriate word is "amazingly", even with the absence of exotic beach resorts, they still gather alot of tourists as mush as investors and business people

How long does it take for a 744 or 343 to be refurbished from the time it is received by the factory to the time it is released?

And I only remember UA flying through Seoul Korea. I didnt know they use to fly through Japan as well. I remember Guam was one of them.

Yes, UA did have a flights from MNL to mainland US destinations, if I remember correctly, in the early 1990s, there were flights from MNL to ORD, LAX, and SFO, all via NRT.

When I took my only trip to the US (SFO) via UA the stopover was in TPE.

Airline to invest $10M in Subic
By Riza T. Olchondra
Philippine Daily Inquirer
First Posted 22:15:00 09/11/2009

MANILA, Philippines - A private airline offering domestic and foreign chartered flights is spending $10 million to set up its home base at the Subic Bay International Airport.

Pacific Pearl Airways aims to start operating out of SBIA in December this year, Subic Bay Metropolitan Authority Administrator Armand Arreza said in a phone interview. Arreza signed the memorandum of agreement last week with PPA president Kristoffer Jimenez.

Pearl Pacific is set to start operations with two Boeing 737-200 aircraft capable of seating 114 passengers for international flights, and turboprop aircraft for initial domestic flights from Subic to Boracay, Bohol, Cebu and Davao.

Local flight destinations will expand as the company establishes its presence in the local airline industry, according to Pearl Pacific’s Jimenez.
Jimenez said that the airline would be offering competitive rates without sacrificing quality service costs. He said this was made possible by tax incentives and other perks offered by the free port.

Jimenez added that Pearl Pacific would eliminate stopover hassles with its direct flights, enabling passengers to gain more savings and more quality holidays as it significantly cuts travel lag time.
Pearl Pacific also plans to fly to other destinations like Taiwan.
Jimenez noted that Subic has a “very strategic location.”
“A lot of tourists come here—foreigners and locals alike. It is also a booming place in terms of businesses,” he said.

Pearl Pacific was organized in September 2006 and is registered with the Securities and Exchange Commission, with necessary permits from the Philippine Civil Aeronautics Board and the Air Transportation Office.
“[Pearl Pacific is] just waiting for approvals from abroad. They want to fly to Taiwan and are awaiting government permits for that,” Arreza said.
Arreza said the investment proved that Subic was still an investment attraction despite the current global crisis.

“What we have witnessed now proves that there’s still life after FedEx,” said Arreza, referring to the US courier giant which used the free port as its Asia-Pacific hub. Last February, FedEx transferred to China, where domestic cargo volume alone exceeds that of Asia’s.
Arreza said that being an international airport, the SBIA can host just about any kind of air transport requirements, singling out Subic’s cargo-sorting capability as its edge over other airports in the country today.

Arreza said he expected more flights to and from Subic in the near future as the SBMA aggressively promotes business and tourism establishments.

I fly PAL to Manila four times a year. To Manila on a Tuesday, to LAX on a Thursday.
Economy has remain 95-98% full. Business class was full till six months ago. Now 1/3 empty.

Recently flights have been reduced from 9 to 7 a week. Additional winter flight will be added November 1. Maybe they will keep the lease plane. The last (forth744 between LAX and SFO)should be completed with refurbished by that date.(Airbus refurb next)

Refurbished planes seem to take 2 1/2 to 3 months for each plane.

The price (LAX)including all taxes for early November was $844. To get frequent flyer miles I paid $1015.

^^ It was mentioned here previously that the lease on RP-C8168 was extended. It will be refurbished, though not with Recaro seats. The A340 refurbishment program, on the other hand, may or may not push through. We don't know.

Maybe somebody can explain why PAL refurbished the whole planes. All the other airlines just refurbish business class seats. The refurbish business class was to keep up with the airlines creating lie flat seat. So there was competition on which airlines to fly business. But economy seats are still the same except the backs of the seats give another inch of leg room and the new entertainment systems.

^^ I think it's in a bid to keep PAL competitive, especially in the highly competitive Asian market, where apparently amenities and service are king. True that, for example, PR has a better economy product than TG aboard its 744s, but TG is able to market itself better because Thailand has such a large tourist market. I think likewise that it has something to do with PR aiming for a four-star ranking by Skytrax.

Despite the same seat covers, the Recaro seats on PAL's 744s are definitely not the same as the old ones.

Certainly it will help PR be competitive but my concern about PR will be consistency of services offered. With what SkyHarbor mentioned, there will be a 20% chance that we will ride on an aircraft that hasn't been refurbished like the rest even for long-haul flights. This will be unfair for those who travel to/from LAX and pay a significant amount of money.

Nevermind the A343, where all of them are owned by PR. Plus, their former first class seats are still pretty good.

But I still need to know why is it that other airlines like TG, LH and KL refurbish if not purchase new aircrafts with the entire cabins of their single-decker long hauls (e.g. A330s, A340s, B777s) while keep coach class the same for their B744s? Is it costly or inefficient to overhaul an entire cabin of 744s compared to 330s/340s/777s? Even KL's MD-11 gets overhauled.

Blackout cripples NAIA
By Rudy Santos (The Philippine Star) Updated September 14, 2009 12:00 AM

MANILA, Philippines - A power outage at the airport control tower crippled operations at the Ninoy Aquino International Airport (NAIA), forcing the delay and diversion of all international and domestic flights yesterday.

Airport officials said the power supply of their radar at the control tower broke down at 2 p.m., forcing the diversion of several incoming international flights to other airports.

“The tower cannot communicate with the radar and they cannot guide the airlines to land and depart… so it is a safety issue,” airport general manager Alfonso Cusi explained.

Cusi said some international flights were diverted to Hong Kong while other incoming flights were ordered to land in other airports.

The loss of communication links with air traffic controllers forced some 20 local and international flights already airborne to turn back to NAIA while other flights preparing for take off were ordered grounded.

In the advisory released by airport officials, among the flights ordered to “return to base” were cargo flights from Manila to Taipei and Manila to Bangkok.

The cargo flight from Manila to Taipei (CI 5850) that departed 1:30 p.m. was ordered to return to base because of the radar problem. It was the same problem in flight TG 621 (MNL-Bangkok) that was forced to return to Manila following the power failure.

Other cancelled flights include PR 311 of the Philippine Airlines (PAL) bound for Hong Kong, which was ordered to return to base.

PAL’s PR 432 bound for Narita, Japan and PR 416 bound for Pusan, South Korea were also cancelled.

In the same advisory, international flights TG 620 (MNL-Kansai, Japan); SQ 917 (MNL-Singapore) and CZ 398 (MNL-Canton, China) were delayed at NAIA Terminal I.

At the NAIA Terminal 2, a total of eight domestic flights, were cancelled. Two domestic flights in NAIA Terminal 3 were also cancelled.

In the advisory, among the PAL domestic flights that were cancelled include the PR 177 from Manila to Tagbilaran; PR 178 Tagbilaran to Manila; PR 293 Manila to Dumaguete; PR 294 Dumaguete to Manila; PR 283 Manila to Cagayan de Oro; PR 284 Cagayan de Oro to Manila; PR 849 and PR 850, Manila to Cebu, Cebu to Manila; PR 817 and PR 818, Manila to Davao and Davao to Manila; PR 393 and PR 394, Manila to Tacloban and Tacloban to Manila.

Cebu Pacific’s Manila to Tacloban flight and its return flight 5J 657 and 5J658 were also cancelled.

The Civil Aviation Authority of the Philippines (CAAP) issued a “notice to airmen” (Notam) around 3:30 p.m., advising all inbound and outbound flights of the radar and power failure at the airport.

The Notam forced several incoming international flights to divert to other airports and return to their point of origin.

With the long range area radar system out of commission due to the power failure, airport officials resorted to using the medium range Manila Approach Radar to guide other incoming flights to a safe landing at NAIA.

CAAP said the sudden loss of electricity should have triggered the standby generators to take over.

However, the generators were not sufficient enough to power the air-to-ground communication systems and the international hotlines connecting CAAP to nearby traffic facilities.

The problem remained even after Elmer Gomez, the chief of the Manila Airways Facilities Complex, reported that all facilities and international communication links had been restored by 3:30 p.m.

But the radar display at the Manila Area Control center remained out of commission.

CAAP then took over and allowed a five-minute departure interval at the airport.

Domestic flight carriers Philippine Airlines, Cebu Pacific, ZestAir and SeaAir were directly affected by the delays, and some flights to local destinations were cancelled.

On the other hand, the international flights by members of the Airline Operators Council also remain grounded at the NAIA Terminals 1 and 2, waiting for the resumption of normal service.

Marlyn Tolentino of Singapore Airlines said they were advised of the problem two hours after the blackout occurred.

“But we managed to depart our two flights back to Singapore before the power failure,” she said.

An airport official said CAAP was still attending to the radar repairs until last night.

CAAP director general Ruben Ciron said they would expect normal operations to resume at 10 p.m.

“Radar of Manila Air Traffic Control Center encountered technical problem at around 2 p.m. that slowed down all incoming and outgoing flights. My technical people are working on it and expect normal operations by 10 p.m. (last night),” Ciron said in the advisory. – With Rainier Allan Ronda

^^ I think it's in a bid to keep PAL competitive, especially in the highly competitive Asian market, where apparently amenities and service are king. True that, for example, PR has a better economy product than TG aboard its 744s, but TG is able to market itself better because Thailand has such a large tourist market. I think likewise that it has something to do with PR aiming for a four-star ranking by Skytrax.

Despite the same seat covers, the Recaro seats on PAL's 744s are definitely not the same as the old ones.

And I believe also that since previously, PAL has tri-class layout on most of their international fleets, they had to reconfigure it to bi-class because PAL isn't really making much profit on first and business class so it's inevitable to refurbish the entire aircraft instead of just the first class seating section only. That and what you already mentioned above.

Certainly it will help PR be competitive but my concern about PR will be consistency of services offered. With what SkyHarbor mentioned, there will be a 20% chance that we will ride on an aircraft that hasn't been refurbished like the rest even for long-haul flights. This will be unfair for those who travel to/from LAX and pay a significant amount of money.

Nevermind the A343, where all of them are owned by PR. Plus, their former first class seats are still pretty good.

...

Someone on the other forum mentioned that LAX will preferrentially get the refurbished 744s when the refitting is complete. The ugly duckling will mostly go to SFO, because LAX has a higher-paying clientele. Dunno how true this is, but it somehow makes sense.

...

But I still need to know why is it that other airlines like TG, LH and KL refurbish if not purchase new aircrafts with the entire cabins of their single-decker long hauls (e.g. A330s, A340s, B777s) while keep coach class the same for their B744s? Is it costly or inefficient to overhaul an entire cabin of 744s compared to 330s/340s/777s? Even KL's MD-11 gets overhauled.

I think because:
1) installing AVOD on TG's 333, 744 and 772s will involve rewiring and all those fancy and very costly overhauls.
Remember, their 744s were delivered with no PTVs and even PR's N754PR took a while to upgrade to RP-C7475 with all the fancy new technology.
2) the economy passengers on those routes are not worth the investment as TG's econ clientele are mostly backpackers and O&D.
3) first and business got upgrades on aircraft with non-upgraded econ in order to stay competitive in the high-yield market.

If you look at their fleet, TG was in such a hurry to upgrade the business and first sections of all their 744s that fly to Paris and Frankfurt and London. Those which frequent Scandinavia retain the old config and are sold as business and premium econ, respectively. The same non-refitted aircraft also visit MAD and FCO, IIRC.

The newer Rolls Royce A330s with AVOD are being deployed more often to longer destinations like Perth and Seoul and Japan. The older P&W A330s with antiquated seats do domestic and shorter regionals (will take the place of the prehistoric AB6s).

Grabe naman yang nangyari sa NAIA. CAAP should do upgrades sa power system ng terminal dahil papangit yung reputation ng ating country.

Do the B777, A380 and A350 have serrated engine pods for quieter engine sounds?

Do the B777, A380 and A350 have serrated engine pods for quieter engine sounds?

Its only for 787's RR Trent 1000 Engines... which is also be use for the maiden flight of 787 aside from GE's GENx variant..
777's GE-90 don't have that design... same goes to A380's Trent 900...

Do the B777, A380 and A350 have serrated engine pods for quieter engine sounds?

I think the A350 might also have the chevrons on the engine pod.

Some regional planes have chevrons on the exhaust:
CRJ-900: http://www.jetphotos.net/viewphoto.php?id=6038049&nseq=4
ERJ: http://www.jetphotos.net/viewphoto.php?id=6470786&nseq=2

Airport radar has only 10-year life span

By Jerome Aning
Philippine Daily Inquirer
First Posted 04:57:00 09/15/2009

Filed Under: Air Transport, Telecommunications Equipment, Travel & Commuting, Air safety

MANILA, Philippines—The “huge international embarrassment” that was Sunday’s radar malfunction at the Ninoy Aquino International Airport (NAIA) has once again exposed the dismal state of affairs at the country’s supposed premier gateway.

The faulty radar, which delayed at least 4,000 passengers, should have been replaced four years ago, a senior aviation official said on Monday.

The radar, commissioned in 1996, was meant to have a life span of just 10 years, but its replacement had been snagged by bureaucratic setbacks, Civil Aviation Authority of the Philippines (CAAP) spokesperson Eduardo Batac told Agence France Presse.

“Our system should have been replaced in 2005, but because of the processes that we had to go through, it is only now that we are starting to put in place the new systems,” Batac said.

Malacañang and the House of Representatives ordered an inquiry into the two-hour breakdown that as of early morning Monday had affected around 80 international and domestic flights, the worst technical glitch to hit NAIA in recent memory.

Airport officials apologized to travelers but nevertheless downplayed the incident and traced the problem to NAIA’s erratic power supply and aging equipment.

Heavy rains over the past week led to a power fluctuation that stopped the radar, forcing the aviation authorities to cancel or reroute flights, stranding thousands, Batac said.

Officials conceded the episode had come at a bad moment, with US authorities set to review the nation’s aviation safety standards.

The disruption came just a month ahead of an audit by the US Federal Aviation Authority (FAA) to evaluate safety standards across the Philippines, two years after it downgraded the country’s rating to category two—meaning its aviation sector had failed to meet international safety rules.

“This is one of the things they (FAA) will have to look into,” Batac said, referring to Sunday’s incident. “It’s just very unfortunate that our back-up system failed.”

The downgrade to category two in 2007 restricted flag carrier Philippine Airlines’ flights to the United States, and prompted the government to create the CAAP.

A Palace official cited the fresh black eye on the country’s image as a result of Sunday’s disruption.

Not good experience

“It was supposed to be a beautiful experience to come here to the Philippines. But even before [tourists] could enter the airport, that’s what happened,” said deputy presidential spokesperson Anthony Golez. “It’s not a very good experience for the tourists, especially the first-timers.”

“What is most important in this issue is to let the chips fall where they may,” Golez said. “We will find out the people responsible for this because this goes against the principle of giving safety to our passengers.”

Speaker Prospero Nograles sought an explanation from the CAAP concerning what he called “a huge international embarrassment to our country’s airport safety.”

Nograles ordered the House special oversight committee to look not only into the technical factors—like NAIA’s “ill-maintained and Jurassic” back-up systems—but also into the reported “grumblings and in-fighting” among aviation personnel.

He said the committee, for example, should look into complaints coming from some longtime employees who were purportedly being eased out in favor of “many bright consultants.”

While apologizing to passengers for the inconvenience, the CAAP and the Manila International Airport Authority (MIAA) maintained that many airports around the world encounter similar problems.

‘Wear and tear’

CAAP officials traced the breakdown to fluctuations in the NAIA complex’s power supply. MIAA officials said the “wear and tear” of old equipment used at the CAAP-run control tower was more to blame.

The fluctuations “triggered a chain reaction that partially affected communications links with pilots and the air traffic center, including a temporary power loss that affected the long-range radar display system,” Batac said in a statement.

But Octavio Lina, MIAA assistant general manager for operations, said it was the CAAP’s aging radar equipment that was unable to withstand the erratic power supply.

Lina stressed: “This is not serious, what happened here is really the wear and tear of our equipment. Problems like these really happen in technical facilities like these.”

NAIA General Manager Alfonso Cusi denied reports (not in the Philippine Daily Inquirer) that a “blackout” crippled the radar service. “It was more of a technical problem,” he explained.

A total of 84 flights, mostly domestic, had been canceled or delayed by the time NAIA operations returned to normal at around 7 a.m. Monday.

13-year-old equipment

“All flights are being serviced as scheduled. We thank the public for their cooperation and understanding,” Cusi said.

CAAP Director General Ruben Ciron said air controllers first reported the problem as early as 2 p.m. on Sunday. The agency notified airlines about the disruption at around 3:30 p.m., or an hour and a half later.

The radar service was partially restored at around 4:30 p.m. after the MIAA installed a new power supply system. Take-offs and landings resumed, though still on a limited scale, about an hour later.

According to Batac, the incident happened at a time when the CAAP and its mother agency, the Department of Transportation and Communications, are in the process of replacing NAIA’s radar and power infrastructure, which included pieces of hardware as old as 13 years.

On April 13 this year, NAIA suffered a 14-hour interruption when electronic equipment at the check-in counters, boarding gates and transfer desks bogged down.

The problem was then traced to a fiber optic cable malfunction. With reports from Christian V. Esguerra and Gil Cabacungan Jr.

So, it means, the old system did it again, "manana" "bahala na" system strikes again....

Now I know that the 750php terminal fee is not worth it at NAIA...

Hot off the FlyerTalk/Zest presses! Z2 moves the inaugural flight of MNL-CRK-HKG to October 24!

Just had my first taste of TG today aboard a Boeing 777-300, only because our Bangkok office made the booking. Better service than PR (they are after all a 4 star airline) but may not be worth it if you consider the price. I'll stick to PR on my next trip.

[QUOTE=c6josh;43110002]Airport radar has only 10-year life span

By Jerome Aning
Philippine Daily Inquirer
First Posted 04:57:00 09/15/2009

Filed Under: Air Transport, Telecommunications Equipment, Travel & Commuting, Air safety

MANILA, Philippines—The “huge international embarrassment” that was Sunday’s radar malfunction at the Ninoy Aquino International Airport (NAIA) has once again exposed the dismal state of affairs at the country’s supposed premier gateway.

^^Ito rin ba ang dahilan kaya may mga diverted flights ang PAL at Singapores Airlines sa Clark Airport last night around 6pm (Sept.15, 2009)?

PAL, LTP launch an additional maintenance facility in Cebu
By Lynda B. Valencia


--------------------------------------------------------------------------------

MANILA, Sept. 16 (PNA) -– The leading flag carrier, Philippine Airlines (PAL) and Lufthansa Technic Philippines (LTP), its maintenance provider, recently launched an additional maintenance facility in Mactan, Cebu.

The expanded parking area space is to be used by LTP for the maintenance of PAL, Air Philippines and PAL Express airlines.

Jaime J. Bautista, PAL president and COO, said “The parking area brings PAL one step closer to our goal of smooth and seamless operations due to highly efficient maintenance of our fleet, especially in Cebu.”

”While the existing 1.4 hectare maintenance facility of LTP where the A320s and A319s are routinely checked already deserves much commendation for a job well done, this additional space will eventually allow LTP to provide maintenance checks even on the soon-to-arrive Boeing 777-ERs,” Bautista said.

He said that despite the global economic slump and now the A (H1N1) pandemic scare, “let me at least try to brighten up the day by sharing with you our excitement at the forthcoming arrival of our first B777s this November."

After the recent completion of the narrow-body re-fleeting, delivery of the B777s will serve as the highlight of the modernization of the wide-body fleet, he said.

”These long-range, fuel-efficient jets will allow us not just to fly to new destinations but also to re-assert our place among the best airlines in this part of the world,” Bautista added,

He is confident that LTP is a much capable partner who will ensure these new jets will be in top condition always, whether in Manila or in Mactan.

”We dare venture into acquiring additional aircraft, upgrade the cabin of the B747s and offer exciting customer service enhancements in spite of very gloomy industry forecasts because we have been in the business for so long to know the economic cycle will eventually turn for the better very soon,” he said.

It is adjacent to the 1.4-hectare maintenance facility costing P88 million, where PAL’s narrow-body fleet of Airbus A320s and A319s are checked.

The facility enables LTP to perform line maintenance checks on PAL’s turbo-propeller fleet of Bombardier Q400 and Q300 aircraft that is being used by PAL Express.

Meanwhile, LTP is applying as a locator at the Mactan Export Processing Zone to gain “ecozone” status that will enable it to ship aircraft parts and materials directly to Mactan. (PNA)

^^^ Good news.

Just a thought - the delay of delivery of PR's other 4 77Ws probably was a sign that the country's Cat2 rating won't be upgraded.

arianspace had a very good explaination on that one. It has nothing to do really with the type of aircrafts, like what PAL mentioned, they can still use B777 into the US mainland, what PAL can't do right now is to apply for more rights to land elsewhere in the US. Just like what arianspace mentioned in the past, PAL can use B777 even to Australia, had PAL did still decided to fly to europe, they could of use these new aircrafts to service that route. It's FAA basically giving NAIA a mandate to get their safety procedures together and make sure there are proper documentation that can be presentated once another inspection commenced in MNL.

The news about new LTP facility only indicates that 2P will really have new fleets in the coming months. :-)

arianspace had a very good explaination on that one. It has nothing to do really with the type of aircrafts, like what PAL mentioned, they can still use B777 into the US mainland, what PAL can't do right now is to apply for more rights to land elsewhere in the US. Just like what arianspace mentioned in the past, PAL can use B777 even to Australia, had PAL did still decided to fly to europe, they could of use these new aircrafts to service that route. It's FAA basically giving NAIA a mandate to get their safety procedures together and make sure there are proper documentation that can be presentated once another inspection commenced in MNL.

I think there is a provision stating that PR can't operate any newly-acquired aircraft it has on US soil unless it is wet-leased from a US carrier. Too bad their investment is going to waste thanks to the ATO.

I think there is a provision stating that PR can't operate any newly-acquired aircraft it has on US soil unless it is wet-leased from a US carrier. Too bad their investment is going to waste thanks to the ATO.

but if you think of it, Boeing is an American company. Isn't it contradicting to ban an aircraft flying to the US and yet it's an American made aircraft?

^^ Manufacture is one thing. Maintenance, which is what the FAA is hitting at among other issues which plague Philippine aviation, is another.

^^Is LTP under the CAAP? If it is not, then can't they rate it separately since PAL is no longer state-owned as well as LTP

I think there is a provision stating that PR can't operate any newly-acquired aircraft it has on US soil unless it is wet-leased from a US carrier. Too bad their investment is going to waste thanks to the ATO.

Just refer to previous notes, check Sky harbor's comment also, you'd understand it.

^^Is LTP under the CAAP? If it is not, then can't they rate it separately since PAL is no longer state-owned as well as LTP

Because the FAA doesn't penalize companies in the Category I-II system. The FAA penalizes countries for deficient aviation safety regulation, standards, programs and the like.

The certain thing is that private airlines based in the Philippines are at the mercy of what their local aviation authority has been upto. I wonder what if PR had a similar arrangement to what KLM did. KLM established a subsidiary KLM Asia to fly to Taiwan while not compromising the former's rights to fly to mainland China. Should PR establish "Philippines Airlines America" or something in the US to bypass these restrictions since the firm isn't registered in the Philippines? My biggest concern though is that ultimately the potential subsidiary is owned by a foreign entity and I don't know if there are legal restrictions on foreign persons/entities owning airlines or if the US-registered airline will be regarded as a foreign firm for FAA purposes.

I'm no lawyer so if someone can clarify this.

^^ Well, for one, foreigners can only hold up to 25% of the total number of shares in an American airline. If PAL were to hypothetically establish an American subsidiary (though with the possibility being next to nil), it would be an independent airline, similar to the current arrangement of VX vis-à-vis VS and the other airlines of the Virgin group.

Just a thought - the delay of delivery of PR's other 4 77Ws probably was a sign that the country's Cat2 rating won't be upgraded.

We'll just have to wait for it. Hope not.

The certain thing is that private airlines based in the Philippines are at the mercy of what their local aviation authority has been upto. I wonder what if PR had a similar arrangement to what KLM did. KLM established a subsidiary KLM Asia to fly to Taiwan while not compromising the former's rights to fly to mainland China. Should PR establish "Philippines Airlines America" or something in the US to bypass these restrictions since the firm isn't registered in the Philippines? My biggest concern though is that ultimately the potential subsidiary is owned by a foreign entity and I don't know if there are legal restrictions on foreign persons/entities owning airlines or if the US-registered airline will be regarded as a foreign firm for FAA purposes.

I'm no lawyer so if someone can clarify this.

That's a totally different beast you're talking about. That's more about the political sensitivities and diplomatic maneuvering around the "One China Policy" of mainland China, that strongly states that no state flag carrier can operate in the PROC if they also fly to the ROC. Hence the founding of KLM Asia; also, notice that KLM Asia doesn't display the flag of the Netherlands nor the stylized Dutch Crown on their aircrafts' livery. By the way, KLM Asia is no longer in existense, but their planes are still being utilized. British Airways also did the same thing by forming British Asia Airways, sans the Union Jack on their planes, for them to provide services to Taiwan.

I really wonder about the delay of the FAA inspection till early 2010. They were probably needed 2 777 to do the route between Chicago/San Diego to Manila 6 days a week. I find it really hard That Tan couldn't put the pressure on the government to solve the downgrade. It will be two years in January.

I think the inspection will pass In February. Just when PAL receive the second 777 plane.

All speculation on my part.

^^Is LTP under the CAAP? If it is not, then can't they rate it separately since PAL is no longer state-owned as well as LTP

The CAAP is the government entity that enforces regulations and standards in the Philippine Aviation scene. With an incompetent government arm, there is no guarantee that operations here (whether government or private) are "safe."

The certain thing is that private airlines based in the Philippines are at the mercy of what their local aviation authority has been upto. I wonder what if PR had a similar arrangement to what KLM did. KLM established a subsidiary KLM Asia to fly to Taiwan while not compromising the former's rights to fly to mainland China. Should PR establish "Philippines Airlines America" or something in the US to bypass these restrictions since the firm isn't registered in the Philippines? My biggest concern though is that ultimately the potential subsidiary is owned by a foreign entity and I don't know if there are legal restrictions on foreign persons/entities owning airlines or if the US-registered airline will be regarded as a foreign firm for FAA purposes.

I'm no lawyer so if someone can clarify this.

This would entail a lot of investment or cost, and take note that PAL is already on the brink of bankruptcy once again. They might need a separate operating certificate for this, or perhaps they can use AirPhils'(?). At any rate, launching a new brand or a sub-brand will incur further costs, and red tape.

There is actually an easy way around this Cat II downgrade and PAL is no stranger to it. They can wet-lease planes from another company. They did this in the late 90's when they leased MD-11s to fly to the US/ Canada. The planes were owned by World Airways which is an American company.

KLM Asia/ Air France Asie/ British Asia Airways/ SwissairAsia/ Condor (the 744 leased to them by LH)/ Japan Asia Airways/ Air Nippon were solutions to a political problem. There was nothing wrong with their safety inspector. PAL's current situation is a more technical one (lack of a competent home authority who will enforce standards and guarantee safety).

^^The certain thing is that private airlines based in the Philippines are at the mercy of what their local aviation authority has been up to.

Good Question. Well, we can answer it by YES and NO. Lets break down the question a little bit more to be interesting. The first answer to that is IT SHOULD BE. Look at Hikouki's first post.

Remember Political Science? I guess you are familiar with State Sovereignty. That probably answers most of your question.

The Philippines is as equal as the United States. We have different laws and rules. Sometimes we need to integrate those laws to avoid conflict. Perhaps now you are aware too why UNITED NATION exists. As airplanes travel from one country to another you might ask which law will govern? Of course the Russian would say to the US no way Jose. What UN did was established ICAO. Now, everyone agrees including us because our country signed a consolidated agreement called a TREATY. That means we have to comply international obligations and commitments, like airport standards, safety inspections and security. That is of course an obligation of a sovereign country.

Therefore, If our airline flies outside our country, we need to follow ICAO rules and the laws enforced by that country say the US, just like what American carriers does in Europe, follow EASA regulations. If we choose to fly domestic or regional destinations, forget FAA. What applies here are Philippine and in some respect Asean laws with basic ICAO policy. You should know by now why Zest Air MA-60 flies the Philippine skies without FAA certification because they don't have to.

What I'm saying is, FAA is only good in the States. If you have to fly there you have to follow their rules. Simple. If you want to fly elsewhere, you need to follow other country's rules too. They can put higher or lower standards than what ICAO provides but you can always comply with the minimum and you will be okay even if they protest. The problem with the US is that they maintained a higher standard which Philippine Airlines must comply because they fly there, while Japan, Australia, Korea as well as EU among others adopted a more liberal approach on compliance.

You wouldn't be imposing yourself on somebody else's home do you?

I wonder what if PR had a similar arrangement to what KLM did. KLM established a subsidiary KLM Asia to fly to Taiwan while not compromising the former's rights to fly to mainland China.

That would be the most stupid idea. See Kimber's post and the Hikoki's second post.

Should PR establish "Philippines Airlines America" or something in the US to bypass these restrictions since the firm isn't registered in the Philippines? My biggest concern though is that ultimately the potential subsidiary is owned by a foreign entity and I don't know if there are legal restrictions on foreign persons/entities owning airlines or if the US-registered airline will be regarded as a foreign firm for FAA purposes.

I'm no lawyer so if someone can clarify this.

That will make your airline American subject to US laws and regulations because it was incorporated in the US even if it is 100% owned by Filipinos. The real US world however require by law, that no more than 25% of a US airline be owned by foreign interests and must be under the "actual control" of U.S. citizens. You can find more details here (http://dmses.dot.gov/docimages/p85/397383.pdf).

What are your chances to fly to the Philippines?

Probably not very good. That means you have to be part of the air services agreement and take slots away from industry leaders Delta/Northwest or PanAm/United, which I think they won't let you grab any unless they are in brink of bankruptcy that they needed money to survive. Of course you need consent from the Philippine government too.

Didn't you know that American Airlines lobbied to fly to the Philippines in the early 80's after the US deregulation act of 1978 but was prevented by our country because of PANAM and northwest objections? Had PAN AM existed today United Airlines would not have graced the Philippine skies in the 90's. By the way Continental doesn't fly to the Philippines. Air Micronesia does which was bought by Continental in 1990, that is why they are here BUT they can't fly you to the mainland direct.

Only two airlines have the right to fly from the mainland, Northwest and PAnam, although you got Japan as a stop along the way. Read (http://www.eisenhowermemorial.org/presidential-papers/second-term/documents/1778.cfm) what President Eisenhower have to say about the US duopoly policy in the far east. Its actually the same reason for Hawaiian and even if it becomes American Airlines soon, it would still be required to fly Honolulu. Regulators call it the grandfather rights.

You might also wonder why two? Well, that is the product of US policy before 1978 which the Japanese calls unfair, 2 against 1. We do have Air Manila before 1973, so technically the Philippines have two international airlines with rights to the US. You can learn the overview of the transpacific case here (http://en.wikipedia.org/wiki/Transpacific_Route_Case).

Therefore, you can have FAA certification you want to fly in the US but never have the chance to fly the Philippine skies. :)

Because the FAA doesn't penalize companies in the Category I-II system. The FAA penalizes countries for deficient aviation safety regulation, standards, programs and the like.

The CAAP is the government entity that enforces regulations and standards in the Philippine Aviation scene. With an incompetent government arm, there is no guarantee that operations here (whether government or private) are "safe."

Ohhkay, I get it now. Thanks

Hainan Air applies Cebu service
http://airlineroute.blogspot.com/2009/09/hainan-air-applies-cebuho-chi.html

Hainan Airlines on 17SEP09 issued application for approval to operate following International routes.

Beijing - Cebu 4 weekly 737-800 eff OCT2009
Shanghai - Cebu 4 weekly 737-800 eff OCT2009

^^ Speaking of Chinese airlines, I wonder what happened to the inaugural run of Shenzhen Airlines between Quanzhou and Manila.

^^ Speaking of Chinese airlines, I wonder what happened to the inaugural run of Shenzhen Airlines between Quanzhou and Manila.

September 21 and kanilang inaugural flight.

^^ I forgot. :ohno:

Another major Philippine airport to open its skies to international flights, starting with HongKong and Korea...

Daw masaut ko ah!:banana:
Good news!!!


PIA Press Release
2009/09/18

International flights coming soon to Iloilo Airport, says Mendoza by T. Villavert

Iloilo City (18 September) -- "The Iloilo Airport is now complete," declared DOTC Secretary Leandro Mendoza as he announced today that international flights will be coming soon in this part of the country.

Secretary Mendoza, who led the ground-breaking ceremony of the P124 million secondary access road in Barangay Tabucan, Cabatuan leading to the Airport complex, announced that President Gloria Macapagal-Arroyo has ordered to establish an international desk which will be administered by the Customs Immigration and Quarantine.

"Darating na ang international flights," said Mendoza as he emphasized that Iloilo International Airport had already been declared as an international destination.

The DOTC Secretary said during the occasion that the Cebu-Pacific will launch its Iloilo-Hongkong flights, as well as the Korean Airlines which will mount Korea-Iloilo flights.

"So this completes the Iloilo International Airport," declared Medoza expressing confidence that investors will come in to spur economic development in the region.

This could be achieved because of the potentials of the area near the airport to become and industrial zone, "eventually becoming an economic zone".

The project is one of the priority SONA commitments of President Gloria Macapagal-Arroyo.

The groundbreaking ceremony was also be graced by DOTC Undersecretary Doroteo Reyes II, Asec Thomson Lantion, Asec Red Kapunan, Cong. Arthur D. Defensor of Iloilo ’s third district, Iloilo Governor Niel D. Tupas, Sr., Cabatuan Mayor Ramon C. Yee, and other national, provincial and municipal officials.

The road project which is expected to bolster the regional economy will serve as an alternative road to the new Iloilo Airport for passengers coming from the northern and central part of Iloilo, the provinces of Antique, Capiz and Aklan.

The secondary access road is a 3.2 kilometer-stretch from the national highway in Barangay Tabucan to the airport. It will be a two-lane with 5.5 meter width asphalt concrete pavement.

Accordingly, the project covers an area of 64,944 sq.m., traversing the five barangays of Cabatuan, namely, Tabucan, Tiring, Talanghauan, Ga-ub, and Duyan-duyan.

Upon completion, the new road network will help reduce traffic at the main access road during peak hours, and will likewise save at least 15 minutes travel time or kilometers for airport passengers from the north. (PIA6)

Afriqiyah postpone Beijing; shelves Manila again

As per GDS timetable display on 18SEP09, Afriqiyah Airways once again postponed the planned launch to Beijing. The new launchd ate is now set for 02DEC09.

Also, planned launch to Manila via Dubai, is shelved for the 3rd time.

http://airlineroute.blogspot.com/2009/09/afriqiyah-postpone-beijing-shelves.html

I think among the big Chinese airlines, it will be soon that only China Eastern doesn't have flights to RP.

I hope Hainan Air's Cebu flights will be successful as well as Iloilo becoming an international airport

^^

Good Question. Well, we can answer it by YES and NO. Lets break down the question a little bit more to be interesting. The first answer to that is IT SHOULD BE. Look at Hikouki's first post.

Remember Political Science? I guess you are familiar with State Sovereignty. That probably answers most of your question.

The Philippines is as equal as the United States. We have different laws and rules. Sometimes we need to integrate those laws to avoid conflict. Perhaps now you are aware too why UNITED NATION exists. As airplanes travel from one country to another you might ask which law will govern? Of course the Russian would say to the US no way Jose. What UN did was established ICAO. Now, everyone agrees including us because our country signed a consolidated agreement called a TREATY. That means we have to comply international obligations and commitments, like airport standards, safety inspections and security. That is of course an obligation of a sovereign country.

Therefore, If our airline flies outside our country, we need to follow ICAO rules and the laws enforced by that country say the US, just like what American carriers does in Europe, follow EASA regulations. If we choose to fly domestic or regional destinations, forget FAA. What applies here are Philippine and in some respect Asean laws with basic ICAO policy. You should know by now why Zest Air MA-60 flies the Philippine skies without FAA certification because they don't have to.

What I'm saying is, FAA is only good in the States. If you have to fly there you have to follow their rules. Simple. If you want to fly elsewhere, you need to follow other country's rules too. They can put higher or lower standards than what ICAO provides but you can always comply with the minimum and you will be okay even if they protest. The problem with the US is that they maintained a higher standard which Philippine Airlines must comply because they fly there, while Japan, Australia, Korea as well as EU among others adopted a more liberal approach on compliance.

You wouldn't be imposing yourself on somebody else's home do you?



That would be the most stupid idea. See Kimber's post and the Hikoki's second post.



That will make your airline American subject to US laws and regulations because it was incorporated in the US even if it is 100% owned by Filipinos. The real US world however require by law, that no more than 25% of a US airline be owned by foreign interests and must be under the "actual control" of U.S. citizens. You can find more details here (http://dmses.dot.gov/docimages/p85/397383.pdf).

What are your chances to fly to the Philippines?

Probably not very good. That means you have to be part of the air services agreement and take slots away from industry leaders Delta/Northwest or PanAm/United, which I think they won't let you grab any unless they are in brink of bankruptcy that they needed money to survive. Of course you need consent from the Philippine government too.

Didn't you know that American Airlines lobbied to fly to the Philippines in the early 80's after the US deregulation act of 1978 but was prevented by our country because of PANAM and northwest objections? Had PAN AM existed today United Airlines would not have graced the Philippine skies in the 90's. By the way Continental doesn't fly to the Philippines. Air Micronesia does which was bought by Continental in 1990, that is why they are here BUT they can't fly you to the mainland direct.

Only two airlines have the right to fly from the mainland, Northwest and PAnam, although you got Japan as a stop along the way. Read (http://www.eisenhowermemorial.org/presidential-papers/second-term/documents/1778.cfm) what President Eisenhower have to say about the US duopoly policy in the far east. Its actually the same reason for Hawaiian and even if it becomes American Airlines soon, it would still be required to fly Honolulu. Regulators call it the grandfather rights.

You might also wonder why two? Well, that is the product of US policy before 1978 which the Japanese calls unfair, 2 against 1. We do have Air Manila before 1973, so technically the Philippines have two international airlines with rights to the US. You can learn the overview of the transpacific case here (http://en.wikipedia.org/wiki/Transpacific_Route_Case).

Therefore, you can have FAA certification you want to fly in the US but never have the chance to fly the Philippine skies. :)

1. I will have to side with PR management on their claim that it is not them but the ATO/CAAP that is causing the country's aviation reputation to suffer. What does the CAAP have to do with PR's safety standards which passed an internationally-accredited safety audit? Frankly, if I read Cat2 at face value, the logic doesn't make sense that Philippine carriers should be heavily restricted from flying to the US unless they are government-owned or CAAP-sanctioned where in fact it should be US carriers worried about flying to Philippine airports. Ideally, I believe Cat2 should have more to do with the aviation facilities of the country rather than the individual private carriers who are expected to adopt high international safety standards at all times on their own (i.e. without expecting government help). I think that should mean that the FAA should assess a country's aviation facilities as well as private carriers based there separately. It is extremely unfair for private carriers like PR and 5J who have been working tirelessly to comply with international standards to bear the brunt of their home government's lack of initiative.

2. What will it take for a US carrier to fly non-stop between any mainland point and the Philippines? What airline has this best shot.

That's a totally different beast you're talking about. That's more about the political sensitivities and diplomatic maneuvering around the "One China Policy" of mainland China, that strongly states that no state flag carrier can operate in the PROC if they also fly to the ROC. Hence the founding of KLM Asia; also, notice that KLM Asia doesn't display the flag of the Netherlands nor the stylized Dutch Crown on their aircrafts' livery. By the way, KLM Asia is no longer in existense, but their planes are still being utilized. British Airways also did the same thing by forming British Asia Airways, sans the Union Jack on their planes, for them to provide services to Taiwan.

Bakit European Airlines lang ang nagkaroon ng secondary airlines to serve Taiwan?

^^ Air Nippon and Japan Asia Airways were certainly not European.

Bakit European Airlines lang ang nagkaroon ng secondary airlines to serve Taiwan?

Actually, it was not just European Airlines. Japan Airlines had to create a subsidiary of Japan Airlines to serve Taiwan, and it existed between 1975-2008. It was Japan Asia Airways (JAA), and as a wholly owned subsidiary of JAL. It's purpose was to provide air links between Japan and Taiwan, formerly offered by JAL. It was a comprise upon the threat from the Peoples Republic of China not to grant traffic rights to JAL for its proposed services to mainland China. Later, such operation mode was later copied by Air France, British Airways, KLM, Qantas, and Swiss Air for their services to Taipei.

With the improvement and better relations between the Republic of China (Taiwan) and the People's Republic of China (Mainland China), aircrafts from Taiwan are now permitted to serve selected destination in mainland China in the form of "cross-straight charters", and since 2007, JAL is no longer a state-owned company, the new 2007 Japan-Taiwan air transport agreement led JAL to liquidate JAA as a cost saving measure and to normalize Japan-Taiwan flight status. JAA flew its last flights on 31st March 2008, and all its flights were taken over by JAL since 1st of April, 2008.

1. I will have to side with PR management on their claim that it is not them but the ATO/CAAP that is causing the country's aviation reputation to suffer. What does the CAAP have to do with PR's safety standards which passed an internationally-accredited safety audit? Frankly, if I read Cat2 at face value, the logic doesn't make sense that Philippine carriers should be heavily restricted from flying to the US unless they are government-owned or CAAP-sanctioned where in fact it should be US carriers worried about flying to Philippine airports. Ideally, I believe Cat2 should have more to do with the aviation facilities of the country rather than the individual private carriers who are expected to adopt high international safety standards at all times on their own (i.e. without expecting government help). I think that should mean that the FAA should assess a country's aviation facilities as well as private carriers based there separately. It is extremely unfair for private carriers like PR and 5J who have been working tirelessly to comply with international standards to bear the brunt of their home government's lack of initiative.

2. What will it take for a US carrier to fly non-stop between any mainland point and the Philippines? What airline has this best shot.

Because the US government does not deal directly with any private agencies like PAL or 5J, it has to go through governmental agency who should oversee that the safety standard being handled by the Philippines Civil Aviation board . This would include that the Philippine aviation agency would enforce and record guideliness set forth by the international standards which means, the airline companies needs to comply with any CAAP mandate but the Philippine side failed to show any proof that all the pilots and airline personnels are undergoing training and yearly certification to assure the safety standards are always up-to-date. So yes, somehow, it is unfair for the private airline companies that they suffer because the aviation board of the Philippines failed to comply with the US safety board and considering that the US citizen flying in and out of the Philippines would be at risk if the basic safety standard is not being followed. I didn't mean it as if the US government are only protecting it's citizen but basically ensure safety as a whole since everytime there is a plane crash, the FAA agencies usually send their people to investigate so that once something is missed, they can tell the aircraft manufaturers and it's training personnels to improve certain key issues in the event that these issues caused a disaster.

Bakit European Airlines lang ang nagkaroon ng secondary airlines to serve Taiwan?

If you're referring as to why there are no US-based airlines with proxies serving Taiwan, it's because there isn't a designated American "state flag carrier." Unlike, BA, AF, and KL, they are all flag carriers of their own respective nations.

...

KLM Asia/ Air France Asie/ British Asia Airways/ SwissairAsia/ Condor (the 744 leased to them by LH)/ Japan Asia Airways/ Air Nippon were solutions to a political problem. There was nothing wrong with their safety inspector. PAL's current situation is a more technical one (lack of a competent home authority who will enforce standards and guarantee safety).

I forgot to mention, Qantas had "Australia Asia Airlines."

Actually, it was not just European Airlines. Japan Airlines had to create a subsidiary of Japan Airlines to serve Taiwan, and it existed between 1975-2008. It was Japan Asia Airways (JAA), and as a wholly owned subsidiary of JAL. It's purpose was to provide air links between Japan and Taiwan, formerly offered by JAL. It was a comprise upon the threat from the Peoples Republic of China not to grant traffic rights to JAL for its proposed services to mainland China. Later, such operation mode was later copied by Air France, British Airways, KLM, Qantas, and Swiss Air for their services to Taipei.

With the improvement and better relations between the Republic of China (Taiwan) and the People's Republic of China (Mainland China), aircrafts from Taiwan are now permitted to serve selected destination in mainland China in the form of "cross-straight charters", and since 2007, JAL is no longer a state-owned company, the new 2007 Japan-Taiwan air transport agreement led JAL to liquidate JAA as a cost saving measure and to normalize Japan-Taiwan flight status. JAA flew its last flights on 31st March 2008, and all its flights were taken over by JAL since 1st of April, 2008.

I'm not sure if the ANA group still uses the "EL" (AirNippon) flight code on some of its domestic flights, but like JAL, ANA transferred Taiwan ops from EL to mainline NH.

I forgot to mention, Qantas had "Australia Asia Airlines."

this is the first time I heard of this.

this is the first time I heard of this.

And it even flew to MNL!:)
http://cdn-www.airliners.net/aviation-photos/photos/1/5/4/0680451.jpg
http://www.airliners.net/photo/Australia-Asia/Boeing-767-338-ER/0680451/L/&sid=4dfbd3180cdb2abd7aab3b471c7ce77f

They also borrowed one of the QF 747SPs:
http://www.airliners.net/photo/Australia-Asia/Boeing-747SP-38/0389905/L/&sid=b9edab0b33039fa074f4b81d77e51988

I saw NWA this morning at NAIA. :D

^^

are the operations in NAIA back to normal? Heard of delays lately... Anyways, thanks!

^^ I think it's back to normal already... I just arrived this morning from Kuala Lumpur via Cebu Pacific..Hindi naman kami nadelay hehe.

I forgot to mention, Qantas had "Australia Asia Airlines."

In 1990, Qantas established Australia Asia Airlines to operate services to Taiwan. Several Boeing 747SP and 767 aircraft were transferred from Qantas service. The airline ceased operations in 1996.

Must be an old plane and not changed the signage ?

Any new development here?

And it even flew to MNL!:)
http://cdn-www.airliners.net/aviation-photos/photos/1/5/4/0680451.jpg
http://www.airliners.net/photo/Australia-Asia/Boeing-767-338-ER/0680451/L/&sid=4dfbd3180cdb2abd7aab3b471c7ce77f

They also borrowed one of the QF 747SPs:
http://www.airliners.net/photo/Australia-Asia/Boeing-747SP-38/0389905/L/&sid=b9edab0b33039fa074f4b81d77e51988

ooohhh!!!

And it even flew to MNL!:)
http://cdn-www.airliners.net/aviation-photos/photos/1/5/4/0680451.jpg
http://www.airliners.net/photo/Australia-Asia/Boeing-767-338-ER/0680451/L/&sid=4dfbd3180cdb2abd7aab3b471c7ce77f

They also borrowed one of the QF 747SPs:
http://www.airliners.net/photo/Australia-Asia/Boeing-747SP-38/0389905/L/&sid=b9edab0b33039fa074f4b81d77e51988


Seeing those PAL planes docked at Terminal 1 brought back a lot of Memories. :) Pre-Asian Financial Crisis. When the dollar was only 26 pesos and our family could still afford Business Class seats for our travels. Haaaayy....The Golden Age of traveling for our family. Hehehehe. I remember PAL's Mabuhay Lounge at Terminal 1. It was huge, nice and cosy. Unlike the Mabuhay Lounge that they have now that looks like a call center pantry. Hahahahahaa

Contrary to what some of you think, AVOD on CEB-MNL aboard a PAL 744 is most certainly possible. Here it is in action (and it has a fairly good selection of games to boot):

iscVXxyF4zY

Same here just waiting for new developments.

I agree. I'm very optimistic about Sangley as becoming our next place for a super airport/seaport after DMIA in the future. The closing of NAIA is actually already in the planning by some politicians, favoring the place into manila's next super city and commercial district in the future. What i heard though, the plans will only proceed when atleast the construction of the super terminal at DMIA is done. The question is when it's gonna be done? And this plan is still need to be approved when they finally tacle this issue.

In 1990, Qantas established Australia Asia Airlines to operate services to Taiwan. Several Boeing 747SP and 767 aircraft were transferred from Qantas service. The airline ceased operations in 1996.

Must be an old plane and not changed the signage ?

Probably aircraft substitution. I don't think they had plenty of flights to TPE so Australia Asia metal flew for mainline QF rather than being idle somewhere.

Same here just waiting for new developments.

I agree. I'm very optimistic about Sangley as becoming our next place for a super airport/seaport after DMIA in the future. The closing of NAIA is actually already in the planning by some politicians, favoring the place into manila's next super city and commercial district in the future. What i heard though, the plans will only proceed when atleast the construction of the super terminal at DMIA is done. The question is when it's gonna be done? And this plan is still need to be approved when they finally tacle this issue.

Sooner or later, we'll hear something. Elections are around the corner. Definitely, politicos from Cavite (Province and City) shall say something about this project.

That coastal road project would probably pave way to that ambitious project to erect a new airport terminal in Sangley Point. It would really cost billions of dollars to realize this project but somehow, that coastal road is vital for the people of cavite since there is no other way to build a highway to connect Manila and Cavite with or without the airport plan. It's something all the cavitenos would be needing to experience progress in that area. I'm thinking since they needed this coastal highway, might as well continue with the International seaport and airport project. I would love to see this project come into reality without dishing the DMIA plan as well.

Contrary to what some of you think, AVOD on CEB-MNL aboard a PAL 744 is most certainly possible. Here it is in action (and it has a fairly good selection of games to boot):

iscVXxyF4zY

Nag-work yan sa kin nung nag fly ako MNL-CEB last August 30. :)

karma karma lang

Tuesday, September 22, 2009 | MANILA, PHILIPPINES
Corporate News
PAL employees to ask Labor dep’t to stop layoffs

Rank-and-file Philippine Airlines (PAL) employees will seek the Labor department’s help to stop the Lucio C. Tan-led company’s plan to outsource non-core services, which they claim could leave as much as 4,000 jobless.

The PAL Employees’ Association (PALEA) will file a request for preventive mediation at the National Conciliation and Mediation Board (NCMB) today following a deadlock in discussions regarding moves to spin-off or outsource services of 10 PAL departments.

"We will formally forward the issue to the labor department to keep PAL from pushing through with its plan next month," PALEA president Edgardo C. Oredina said in an interview.

In a notice sent to PALEA on Sept. 9, PAL president Jaime J. Bautista told union officials that certain services needed to be outsourced or spun off "to prevent the company from incurring further losses and to preserve its remaining assets."

The services to be initially outsourced by Nov. 15 include catering, passenger handling, ramp handling, and cargo-handling operations, the notice obtained said.

PAL is also studying the possibility of outsourcing other functions like information technology, revenue accounting, reservations and call centers, as well as medical and other human resources operations.

"The initial wave will cover 80% of our 4,000 members. [If PAL pushes through with the second plan], it will wipe us all out," Mr. Oredina said.

A PAL official who requested anonymity meanwhile described the labor union’s move as "over-reacting" and "preempting the moves of the management."

"There is already an ongoing offer for all our employees to avail themselves of an early retirement package which will be completed by end of this month to achieve the reduction in the work force, to make PAL a lean and mean company," he said.

The official said there were no concrete plans beyond that, and that management would only decide on its next course of action if it fails to achieve the "ideal number of work force."

"PALEA is moving ahead of the management. It is unlikely that we will outsource all those departments because most of them have technical requirements that need experience and expertise. How can PAL work if we lose all of them?" he asked.

PAL has more than 8,000 employees, half of whom belong to the rank-and-file union.

But Mr. Oredina said PAL has yet to offer early retirement packages.

"As early as 2000, PAL has been wanting to retain only its core operations and employees, which are only the pilots and the flight attendants," Mr. Oredina said.

PAL was in a similar situation more than a decade ago at the height of the Asian financial crisis. Suffering from financial woes, PAL was forced to cut flights and retrench thousands of employees, which was subsequently declared illegal by the Supreme Court.

In 1998, PAL was forced go into receivership in the aftermath of the Asian crisis. It returned to profit in 2000 and was declared in financial health two years ago.

For the fiscal year ending March, PAL lost $301.4 million as a result of higher expenses brought about by the cost of operating more flights and last year’s record-high fuel prices.

Revenues went up slightly to $1.6 billion but were not enough to cover operating expenses of $1.9 billion, up from $1.539 billion the previous year. Total liabilities also went up by almost a fifth to $869 million.

Burdened with debt and ballooning costs, the company is now looking at various options, including selling aircraft, reducing flights, and letting go of employees. It is also on lookout for potential white knights who can ease its financial woes.
http://bworld.com.ph/BW092209/content.php?id=043

^^
I think Oredina's proposal of job rotation is sound. The problem with his proposal is that while it rotates workforce, the labor standard benefits such as Christmas bonus stays. That means, the company will still have to pay more than 8,000 employees even if only 2,000 works for them at any given time this Christmas. So the labor benefits are still there. The last time I checked, PALEA doesn't want them removed. If only they agree to that, there could have been breakthrough on the negotiation. But the problem on agreeing to it is that it is required by the labor code to be given to regular and casual employees. There is the rub.

And before I forgot, because PAL was under receivership, labor negotiation was suspended by the courts for 10 years and when it expired this is the consequence.

Where can i find news updates and information about the Aiports underconstruction in the Philippines?preferably,SLIA (southern luzon int`l airport).Thanks

P6-B radar facility up by Dec.
Top News
Written by Recto Mercene / Reporter
Thursday, 24 September 2009 00:00

TRANSPORTATION Secretary Leandro Mendoza on Wednesday presided over the groundbreaking of a P600-million radar and communications system at the Civil Aviation Authority of the Philippines (CAAP) compound.

The project is expected to be online in December at the earliest or February 2010 at the latest.

The building and arrays of radar console system will cost P300 million, while the latest communication system will add another P300 million to the project, according to CAAP Director General Ruben Ciron.

The Manila Area Control Center (MACC) bogged down two weeks ago, causing disruptions in local and international flights.

The trouble was traced to an aging automatic voltage regulator (AVR) that broke down, which should have been taken over by the uninterrupted power supply (UPS) unit that also failed to do its job.

Ciron explained earlier that the AVR failed because of a power fluctuation from the Manila Electric Co., which coursed its supply to the Ninoy Aquino International Airport (Naia), which, in turn, provides the CAAP with electric juice.

Subsequent investigations showed the aging equipment should have been replaced a year ago but lack of fund and procurement procedures delayed the installation of the new Area Control Center.

Ciron told Mendoza the communications upgrade would include Mactan-Cebu International Airport, Northern Mindanao and Eastern and Western Visayas regions.

At the moment, he said the CAAP has a “blind spot” along the South China Sea, preventing the radar coverage of over-flights from Singapore to Hong Kong, Jakarta to Hong Kong and Singapore to Tokyo.

An effective radar coverage of the South China Sea would enable the CAAP to properly bill all air carriers flying over the Philippines Flight Information Region, which add a hefty income to the CAAP.

At the moment, the flow control system being adopted by the MACC allows 80-mile separation between aircraft; this will be reduced to a 50-mile separation once the current glitch is fully fixed.

However, Ciron assured Mendoza that once the new MACC project is installed 90 days from now, the separation between aircraft would be further reduced to 30 miles, enabling air controllers to handle more volume of air traffic.

During a day-long meeting at the CAAP, Ciron also proposed to the DOTC chief to set aside P100 million to upgrade the country’s search and rescue (SAR) service, a major component of the country’s air-traffic control system.

Mendoza seemed agreeable to the idea and promised to discuss the SAR funding in the next budget hearing.

The DOTC chief also a toured the new Flight Inspectorate Service building, constructed at P23 million, to house the flight operations, airworthiness sections, licensing section, check-pilots headquarters and aircraft inspectors.

Sorry to hear about PAL attempting to layoff employee. Plus they might outsource.

I deal with American airlines all the time. PAL is the worse by far, no doubt about it in the back office. They are absolutely terrible.

Once you get on the plane PAL it is okay.

I would never ever fly them if I had another airline that flew non stop back to the Los Angeles.

I fly them four round trip a year from LAX.

If i ever have a question about my frequent flyer miles, or a question about some item I wanted to know if they could transport. Zero help. Absolutely terrible service. In the United States people would just fly another airlines.

They get away with the terrible service because the Filipino only use PAL. Maybe one day if PAL doesn't get their act together people will find out there are cheaper flight by other airlines between LAX and Manila. Asiana usually beats them by $150.

Sorry to hear about PAL attempting to layoff employee. Plus they might outsource.

I deal with American airlines all the time. PAL is the worse by far, no doubt about it in the back office. They are absolutely terrible.

Once you get on the plane PAL it is okay.

I would never ever fly them if I had another airline that flew non stop back to the Los Angeles.

I fly them four round trip a year from LAX.

If i ever have a question about my frequent flyer miles, or a question about some item I wanted to know if they could transport. Zero help. Absolutely terrible service. In the United States people would just fly another airlines.

They get away with the terrible service because the Filipino only use PAL. Maybe one day if PAL doesn't get their act together people will find out there are cheaper flight by other airlines between LAX and Manila. Asiana usually beats them by $150.

yeah but its still not a direct manila to lax flight. i dont want to be bungled up in a foreign terminal transiting for 3 hours for the lax flight. i would rather pay the extra $150.00. direct pa...:)

P6-B radar facility up by Dec.
Top News
Written by Recto Mercene / Reporter
Thursday, 24 September 2009 00:00

TRANSPORTATION Secretary Leandro Mendoza on Wednesday presided over the groundbreaking of a P600-million radar and communications system at the Civil Aviation Authority of the Philippines (CAAP) compound.

The project is expected to be online in December at the earliest or February 2010 at the latest.

The building and arrays of radar console system will cost P300 million, while the latest communication system will add another P300 million to the project, according to CAAP Director General Ruben Ciron.

The Manila Area Control Center (MACC) bogged down two weeks ago, causing disruptions in local and international flights.

The trouble was traced to an aging automatic voltage regulator (AVR) that broke down, which should have been taken over by the uninterrupted power supply (UPS) unit that also failed to do its job.

Ciron explained earlier that the AVR failed because of a power fluctuation from the Manila Electric Co., which coursed its supply to the Ninoy Aquino International Airport (Naia), which, in turn, provides the CAAP with electric juice.

Subsequent investigations showed the aging equipment should have been replaced a year ago but lack of fund and procurement procedures delayed the installation of the new Area Control Center.

Ciron told Mendoza the communications upgrade would include Mactan-Cebu International Airport, Northern Mindanao and Eastern and Western Visayas regions.

At the moment, he said the CAAP has a “blind spot” along the South China Sea, preventing the radar coverage of over-flights from Singapore to Hong Kong, Jakarta to Hong Kong and Singapore to Tokyo.

An effective radar coverage of the South China Sea would enable the CAAP to properly bill all air carriers flying over the Philippines Flight Information Region, which add a hefty income to the CAAP.

At the moment, the flow control system being adopted by the MACC allows 80-mile separation between aircraft; this will be reduced to a 50-mile separation once the current glitch is fully fixed.

However, Ciron assured Mendoza that once the new MACC project is installed 90 days from now, the separation between aircraft would be further reduced to 30 miles, enabling air controllers to handle more volume of air traffic.

During a day-long meeting at the CAAP, Ciron also proposed to the DOTC chief to set aside P100 million to upgrade the country’s search and rescue (SAR) service, a major component of the country’s air-traffic control system.

Mendoza seemed agreeable to the idea and promised to discuss the SAR funding in the next budget hearing.

The DOTC chief also a toured the new Flight Inspectorate Service building, constructed at P23 million, to house the flight operations, airworthiness sections, licensing section, check-pilots headquarters and aircraft inspectors.


Don't tell me they will defer the FAA inspection until after then... It's not going to help our case for Cat1.

DMIA: the next premiere gateway
Written by Noel G. Tulabut Special to the BusinessMirror
Wednesday, 23 September 2009 19:23

FROM an almost birdless commercial airport in the country, it is now one of the fastest-growing gateways in the Philippines and probably in the whole Southeast Asian region.:banana: Once a desolate aviation complex with ash and other volcanic debris spewed out by an angry volcano about 10 kilometers away, the Diosdado Macapagal International Airport (DMIA) inside the Clark Free Port is the most promising and much-improved airport in the country today. It is also one of the highly patronized airports which caters to budget airlines in the region, fulfilling the vision for it to become the site of the next premier gateway to the Philippines.

DMIA, established in 2003 when it was renamed from Clark International Airport, registered only 44 flights back then. Now there are more than 2,000 passenger and cargo flights that come in and out of DMIA weekly.

“This airport has so much not only promise but actual viability, as we have proven since its utilization as a civilian commercial aviation complex in only a few recent years,” said Victor Jose Luciano, president and chief executive officer of Clark International Airport Corp. (CIAC).

CIAC is the implementing arm of the Bases Conversion Development Authority, which oversees airport-development program for DMIA.

Passenger arrivals

With the creation of flights came a surge in the number of domestic and international passengers in Clark.

Luciano said on record is a noticeable steep increase in the number of passengers serviced at DMIA. As a former airline executive, he is widely credited in Pampanga with persuading officials of various local and regional airlines to mount flights in and out of Clark.

From a measly 7,880 passengers in 2003, when the former Clark International Airport was renamed DMIA, the figure rose to 490,748 after five years, or a dramatic 6,227-percent increase.

In DMIA, there are daily flights to and from Seoul by Asiana Airlines, Singapore by Tiger Airways, Kuala Lumpur and Kota Kinabalu by Air Asia. On the other hand, Cebu Pacific—a Philippine flag carrier—has six flights per week to Hong Kong, four flights each to Macau and Singapore, and two flights to Bangkok, Thailand.

While there was a noted decrease in visitor arrivals in January and February this year, DMIA still posted a 22-percent increase in the international passenger volume from January to June 2009 compared with the same period of last year.

“DMIA is the only Philippine airport that posted positive growth rate this year in terms of international passenger movement,” Luciano said.

“This was made even in view of the global economic crisis and the A(H1N1) virus,” he added.

On the domestic side, DMIA services airlines that have flights to the South. Cebu Pacific has four Cebu-Clark-Cebu flights per week, while SEAIR and Zest Air cater to Boracay-bound passengers with their 12 flights per week and two flights per week to Caticlan, respectively.

In 2007 DMIA welcomed its 1 millionth passenger from Seoul who flew in via Asiana Airlines, the second flag carrier of South Korea. Asiana has 11 flights per week between Incheon International Airport and DMIA and vice versa. This particular flight services thousands of Filipinos in the US, as it has onward connections to New York on the East Coast, Los Angeles and San Francisco on the West.

Luciano said that at the rate flights and passengers arrive in Clark, DMIA will soon have its 3 millionth passenger as the airport continues to receive international passengers.

Vision

DMIA plays a key role in making Clark and Subic a world-class logistics hub.

No less than President Arroyo has underscored the role of the two former US military bases in spurring the national economy. In her 2005 State-of-the-Nation Address (Sona), Mrs. Arroyo said the Subic-Clark Corridor will be developed as a premier international service and logistics center in Southeast Asia.:banana:

In her subsequent Sonas, the President reiterated this objective in her BEAT-THE-ODDS development program, with the “DS” in the acronym’s latter part representing the development of Subic and Clark on the 10-point agenda of the Arroyo administration.

This endeavor was expected of the President, as DMIA was named after her father and late President Diosdado P. Macapagal. Observers say Mrs. Arroyo has to pursue the total development of the Clark airport, as doing so would not only form part of her legacy but would also bring true honor to her father.

During the time of Fidel V. Ramos as president, the national leadership has plotted the blueprint for DMIA as Executive Order 174 was issued in 1994 that designates Clark as the “future site of the country’s premier international gateway.”

In fulfilling this goal, Luciano said CIAC has reformulated its vision statement for DMIA: “To be the Most Competitive International Service and Logistics Center in the Asia-Pacific region and the premier International Gateway Airport of the Philippines.”

Already, this has brought dividends for DMIA and its operators.

In 2008 DMIA was conferred “Airport of the Year” award by Frost and Sullivan—a leading research company in the world with over 26 global offices which covers the aerospace and defense markets. It has given the same award to Singapore’s Changi Airport in the 15-million passenger capacity.

The award came only a year after receiving “Low-Cost Airport of the Year” award from Centre for Asia-Pacific Aviation.

Plans

CIAC officials have been pushing for a comprehensive airport-development program that would include connectivity with the Ninoy Aquino International Airport in Metro Manila, with Subic’s seaport through the recently completed Subic-Clark-Tarlac Expressway. The plan also included the establishment of a new passenger terminal that will be capable of processing 7 million passengers per year.

This plan, originally intended to be completed before Mrs. Arroyo steps down from office in June 2010, was stalled due to failed biddings. Public biddings for government projects, such as airports, are required under the law.

Luciano said CIAC is currently negotiating with a Kuwaiti company for a possible joint-venture undertaking. The provisions of a possible joint-venture agreement will be published for a “competitive challenge” where other interested proponents would have the right to “match or better the offer and terms” within 45 to 60 days. He said this mode is aimed at generating the best benefits for the government and in keeping the best interest of the general public.

Economic ventures

Operating the DMIA means more than having domestic and international flights for passengers and cargo.

CIAC is also mandated to create business opportunities inside the 2,500-hectare aviation complex. This means generating investment projects that translate to jobs and livelihood sources.

It’s part of the whole gamut in fulfilling the vision to establish a competitive logistics hub.

One of the biggest projects at the aviation complex is the development of the $1.025-billion Global Gateway Logistics City (GGLC), a single investment that is expected to create 70,000 jobs when fully operational.

The 167-hectare GGLC, which broke ground in August last year, is a project of the Kuwait Gulf and Links (KGL) and Peregrine Development International. GGLC will host aviation-related businesses, including but not limited to, warehousing, distribution, multinodal logistics and light industries.

It would have four zones: The Logistics Park, The Business Park, The Campus and The Town Center. The Logistics Park will cater to warehousing, distribution and light-manufacturing operations, while The Business Park will be a modern site for offices and regional headquarters.

The Campus will be a research and development complex that will be a host to IT education and other higher learning and technical competencies. The Town Center will cap the business-cum-pleasure and complete sound environment of GGLC as it will offer commercial retail, shopping malls and other recreational facilities.

Luciano said GGLC is expected to usher in the very first Aerotropolis in the Philippines, :banana: where top businesses in logistics operations can converge and thrive.

Besides GGLC, DMIA is host to scores of renowned aviation firms, including SIA Engineering (SIAE), a subsidiary of Singapore Airlines Engineering Co. SIAE is set to operate its $19-million Maintenance, Repair and Overhaul hangar in partnership with Cebu Pacific.

It will provide heavy and maintenance checks for narrow- and wide-bodied aircraft, such as the Airbus A320, Boeing 747 and B777s. This project will employ about 1,100 highly skilled Filipino specialists.

Other projects in the pipeline include more flights that will be mounted by Spirit of Manila Airlines for flights to Taipei, Taiwan and the Middle East; Zest Air for flights to Hong Kong; and Korean Airlines for flights to Incheon, South Korea.

Looking back

DMIA was the site of the former MAC (Military Airlift Command) Terminal of the US Air Force. During the stay of American troops, it served incoming and outbound civilian and military personnel of the United States, including Vietnamese who were evacuated from their war-torn country in the late 1960s.

It was also the airport that received former American prisoners of war (POWs) from the infamous Vietnam conflict. Among the hundreds of POWs that were taken and processed to Clark en route to their return to the US mainland was former US senator and presidential candidate John McCain, who was held captive for five years in North Vietnam.

Prior to officially becoming Clark Air Base (CAB) by virtue of the 1947 Military Bases Agreement between the Philippines and the United States, this aviation complex was also known as Clark Air Field and a part of the Fort Stotsenburg of the US Cavalry in the early 1900s.

CAB figured prominently in the Edsa People Power I as it served as the stopover for the Marcoses on their way to Hawaii after being plucked out from Malacañang Palace in February 1986.

CAB used to host and service US military aircraft, ranging from C-5 Galaxies (the largest US military cargo plane until the 1990s), reconnaissance aircraft and fighter jets, such as F-4 Phantoms, F-16 Fighting Falcons, F-14 Tomcats and F-15 Eagles.

The aviation complex has two parallel runways which are 2.5 kilometers in length, with provisions for a third runway. The second runway, built by the Americans shortly before they left, was designed to be an alternate landing strip for US space shuttles. With the vastness of runways, taxiways and ramp area, an Airbus A380—the largest passenger aircraft in the world today—made a stopover at DMIA last year in its trial world run.

When the American troops left Clark by virtue of the Philippine Senate’s rejection of a proposed treaty that would have extended their stay in military bases in the country, only aircraft of the Philippine Air Force—most of them Huey helicopters—flew over the skies of Clark.

Except for occasional landings by visiting or transient foreign aircraft, the aviation complex of the former CAB remained practically birdless and silent. This reality existed even up to the time when Philippine authorities assumed management and operation of the former military aviation complex in 1993.

The Philippine government first named it Clark International Airport, only to be renamed as DMIA in 2003 on the initiative of then president of Clark Development Corp. Emmanuel Angeles, concurrent head of CIAC during those days.

Today DMIA has a passenger terminal that was recently rehabilitated that doubled its capacity to 2 million passengers per year.

Currently, CIAC is embarking on an ambitious plan to build and complete DMIA Terminal II in the next 12 months. When completed, this new and bigger building would service 3 million to 7 million passengers annually.

(Mr. Tulabut worked in several newspapers for several years as an Angeles City-based correspondent before joining the Clark Development Corp.)

PAL must downsize to be competitive (http://www.philstar.com/Article.aspx?articleId=508246&publicationSubCategoryId=66)

DEMAND AND SUPPLY By Boo Chanco (The Philippine Star) Updated September 25, 2009 12:00 AM

At last, Philippine Airlines is recognizing the realities of the times by preparing to downsize its staff. The labor union is up in arms and is threatening legal action but even the Supreme Court cannot overturn the new rules of airline finances. The International Air Transport Association (IATA) is predicting an $11 billion loss for world airlines in 2009 and most of these losses would be borne by so called legacy airlines like Philippine Airlines.

It happened to the American car industry just a few months ago. General Motors and Chrysler had to file for bankruptcy and get government financial assistance because their labor costs are no longer competitive to the Japanese brands who are also manufacturing cars in union-free operations in some Southern states.

In the case of the car companies, the labor union had to become extremely reasonable. GM’s Bob Lutz called Ron Gettlefinger, the UAW president, a labor statesman. Indeed, the UAW agreed to a lot of demands that meant cuts on such legacy costs as lifetime health care and pensions for retired workers, massive lay offs and changes in shop rules to bring down labor costs to competitive levels with Toyota, Honda and Hyundai, among other foreign brands. Being intransigent was not an option because that would mean closure and total job losses.

In the airline industry, the same thing is starting to happen. Recently, British Airlines got into trouble with its unions because of plans to trim operations and staff in line with a drastically reduced demand for airline passenger seats. The unions are acting tough but it is likely that they will have to give in sooner than later.

In addition to tough economic times, British Airlines also faced fierce competition. The budget airlines such as Ryan Air, Easy Jet and Virgin are attracting the more budget conscious passengers these days. And let us not forget the pummeling the airline finances got from soaring fuel prices.

In Asia, the situation is the same. The mighty Singapore Airlines was forced to mothball a considerable number of planes in its fleet for lack of passengers. It is also cutting down on unprofitable routes and all these steps mean they are laying-off staff too. Malaysian Airways, Thai International and even Cathay Pacific are all in the same predicament.

Japan Airlines, the flag carrier of the country with the world’s second biggest economy is in danger of going under. JAL is desperately negotiating with American and other foreign airlines for assistance in exchange for equity stake and a large say in management. It is thus not surprising that Philippine Airlines, a legacy airline, is now saying they have serious financial problems that need drastic solutions.

“The bottom line of this crisis ... is larger than the impact of 9/11,” said Giovanni Bisignani, IATA’s director general and CEO. Industry losses for 2001-2002 were $24.3 billion. IATA attributed the worse ever loss to declining demand, rising fuel prices and exceptionally weak yields. Passenger traffic is expected to decline by four percent and cargo by 14 percent for 2009. Yields are expected to fall 12 percent for passenger and 15 percent for cargo.

Though “the global economic storm may be abating,” Bisignani warned that airlines “have not found safe harbor” and that “the crisis continues.” IATA predicted that the industry would post a loss of $3.8 billion in 2010. Industry revenues in 2009 are expected to be $80 billion less than 2008.

Bisignani predicted that “revenues are not likely to return to 2008 levels until 2012 at the earliest.” Asia-Pacific carriers will likely post a loss of $3.6 billion, roughly in line with the previous forecast of $3.3 billion.

Here at home, Philippine Airlines has finally snapped out of its state of denial. Among other things, they are now admitting their old business model is no longer viable. They have too much staff at 8,000 compared with Cebu Pacific at just 2,000. And to top it all, Cebu Pacific is now flying more domestic passengers than Philippine Airlines and presumably presents a better bottom line as well.

For PAL to be more competitive, it has to adopt the same business model of Cebu Pacific. It must have less full time staff. They need younger staff that is paid less and more fuel efficient planes. They have to get rid of other legacy costs that make the airline less nimble. PAL has acquired newer and more fuel efficient planes but is hamstrung to act decisively on the staffing problem.

The other negative of PAL these days is the threat of a labor strike. I got stranded in Los Angeles the last time they had a strike. Now that there is a threat of a strike, I am having second thoughts buying a PAL ticket for use two or three months forward. I don’t want the problems of being stranded.

Frankly, if I had my rathers, I would rather fly PAL than Cebu Pacific because PAL has better seats. For short flights, I can suffer the seats at Cebu Pacific. But for a flight of over two hours, I would choose PAL. Many others, it seems, don’t mind some discomfort in exchange for the cheap fares of Cebu Pacific.

The way it looks to me, the plan of PAL to rationalize its staffing is not a legal issue that the courts can decide. It is very much an economic issue. No court can force Lucio Tan to bleed still more money in PAL if he decides that he has lost enough in the airline through the years. There are easier ways of making money for the taipan. He doesn’t need the headaches of another labor tussle like the last one.

It is entirely possible that the labor union can win its case before the courts as it did the last time. But their victory will be pyrrhic if the airline goes out of business anyway. PAL’s labor union must study what the UAW did in the case of the American car companies and help management save PAL from its current financial troubles. They have to take the long view… the big picture. Or they will lose their airline and their jobs and there is nothing the Supreme Court can do about it.

now that our flag national flag will have an ninth ray, i hope PAL will consider changing their logo not just by adding another ray to the sun :lol:

Some highlights in Cebu Pacific's Regional flights for the peak season

From Mid December to Mid Jan only
- Daily flights to Jakarta
- Daily flights to Ho Chi Minh City
- 4x Daily to Singapore from Manila
- 5x Daily to Hong Kong from Manila
- Daily to Singapore from Cebu
- Daily to Hong Kong from Clark

For the whole winter schedule
- Daily to Singapore from Clark
- Additional four new weekly flights to Singapore from Manila, increasing services from 21 to 25 weekly
- Taipei flights will leave Manila at 10pm

Cebu Pacific's three weekly flights to Bandar Seri Begawan (Still not launched)

5J 791 ETD MNL 2335H ETA BWN 0125H T-TH-SA A319
5J 792 ETD BWN 0210H ETA MNL 0400H W-F-SU A319

This thread is intended solely for the proposed Commercial Airport based in Alaminos City, Pangasinan....please feel free to post any news, links and updates on this project.

Finally, an airport will be built in Alaminos, Pangasinan
By Leonardo V. Micua


--------------------------------------------------------------------------------
ALAMINOS CITY, Sept. 25 (PNA)--It's now official. Alaminos City, the home of the world famous Hundred Islands National Park (HINP), will host the first commercial airport in the province, that will be known as the Pangasinan Airport. This was after the signing on Thursday of a memorandum of agreement (MOA) for the construction of the project, named Alaminos Airport Development Project by the Department of Transportation and Communication (DOTC) and the Alaminos City government.

Undersecretary Doroteo A. Reyes signed the MOA in behalf of the DOTC and Mayor Hernani Braganza, for the Alaminos Government. The signing took place at the DOTC Office in Columbia Towers, Ortigas Avenue, Mandaluyong City.

DOTC Secretary Leandro Mendoza approved the MOA for the project, which has been set for construction this year, finally ending speculations as to where the commercial airport will be built.
Witnessing the signing were Directors Ricardo Diaz and Guillermo Leonardo, both of the DOTC, Vice Mayor Teofilo Humilde Jr., city councilors Joselito Fontelera, Orlando Go, Earl James Aquino, Carolyn Dizon-Sison, Constante Carasi, Oscar Boling, Cirilo Radoc and Helen Bumagat, former mayor Eduardo Fontelera, Provincial Board Member Danilo Dizon and some department heads, all from Alaminos.

It’s indeed an honor and privilege for our city to host the first commercial airport for the province of Pangasinan,” Mayor Braganza said, pointing out that Phase 1 of the project alone will bring a total investment of P2.2 billion to the city.

He said this will definitely bolster not only the industrial but also the tourism potentials of Pangasinan.

He added the Pangasinan Airport will complement the proposed seaport and the power plant in the adjacent town of Sual.

“Hopefully, this project will make the province accessible to commercial traffic of both people and goods, he added.

On the other hand, Secretary Mendoza said an airport in Alaminos is a boon to the entire province, pointing out that "this is not just all about passengers but more importantly, there’s bigger and more traffic in cargo head."

Citing Cebu City, Mendoza said there are still a lot of industries and factories that can be developed around the airport alone.

This is aside from the fact that that there are many cargo planes that will transport goods outside the province and the country.

Noting that the the country is strategically located in the heart of Asia-Pacific, Mendoza said that from the Philippines, one can go anywhere in the Pacific within five hours.

He said this makes the country an ideal hub of cargo.

“With the potential and the skills of the people of Pangasinan, we expect so many industries will be developed in your place,” Mendoza said.

The Alaminos Airport Development Project was actually announced in 2007 during the State of the Nation Address of Presidxent Gloria Macapagal Arroyo.

After conducting pre-feasibility and feasibility studies on the project for almost two years, the DOTC appropriated P150 million this year under its Infrastructure Program in the General Appropriations Act.

With the agreement finally signed, Phase 1 of the P 2.2-billion investment will soon be started, Mendoza said.

The secretary said while the project could not be completed within the term of President Arroyo, what is important is that the groundwork for the construction of the airport is now in place.

With the signing of the MOA, an initial P150 million allocation for the land acquisition and improvement is already set to be released.

DOTC will transfer to the city coffer the first tranche of the fund amounting P50 million which will be released within a month from the signing and execution of the MOA.

The second tranche amounting to P85,760,066.13 will be released upon liquidation of the first tranche.

Mendoza assured that once the construction has started, the next administration will definitely provide the needed funds for its completion.

“It’s really high time to have a commercial airport in Pangasinan. As mentioned by Mayor Nani (nickname of Braganza) that smaller provinces have more than one airport, Pangasinan, one of the biggest provinces, therefore deserves to have one.”

Under the MOA, DOTC shall allocate available funds to cover the cost of acquisition of lands and improvements affected by the airport project.

The DOTC will also conduct a ground survey to establish the final area covered by the airport.

It will also exercise its audit powers over the LGU expenditures and monitor the site/right of way and acquisition activities in accordance with the approved POW prepared by the city.

On the part of the city government, it will conduct negotiation with lot owners for the acquisition of lands. (PNA)
/V3/lvm/lvmicua/1140/rma/


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<<< Back

This is an old article based from the date of release......I guess this is okey now.

Construction of Pangasinan airport access road hangs
Manila Bulletin - Friday, August 14
The Department of Public Works and Highways (DPWH) may shelve its plan to construct an access road leading to the proposed airport in Alaminos, Pangasinan as the Department of Transportation and Communications (DoTC) has not identified the exact location for the facility.

Mariano Alquiza, DPWH Region 1 director, said he gave concerned DoTC officials two weeks to respond to his letter, asking where the infrastructure will be constructed or else it will be cancelled definitely.

"If they (DoTC) cannot identify (the location of the airport) we will recommend for its cancellation," Alquiza told reporters, adding that the DoTC is making it difficult for them to proceed with the project.

He said the scrapping of the project is possible if local officials and DoTC do not make up their mind on the airport location until such time they are forced to allocate its funds to other infrastructure projects in the region.

The access road project costs about P21-million and it is one of the pump priming projects of DPWH in northern Luzon to mitigate the impact of the global financial crisis.

However, DPWH officials in Region 1 is having headaches due the indecisiveness of DoTC and the local government on where to place the facility.

Asked to further elaborate on the issue, Alquiza said he could not say what the reasons are in the delay of implementation of the project but reports reaching DPWH indicated that there may have some kind of disagreement among them.

Documents from DoTC showed that the proposed airport worth about P150-million is part of the priority infrastructure project spelled out by President Arroyo in her State of the Nation Address in 2006.

The government disbursed P7.5-million for the conduct of pre-feasibility study and master plan while its contract was awarded in October 2008. The final report was supposedly to be released last May.

Alaminos is being eyed as a strategic location for an international airport considering that it will pave the way for the commercial viability of Sual international seaport and the establishment of industrial parks there.

I don't know...for some reason, I think rehabilitation of the airport in Lingayen is still better than building a completely new airport in Alaminos.

Alaminos City finally chosen as site of commercial airport in Pangasinan
September 1, 2009 10:29 am
By Leonardo V. Micua

ALAMINOS CITY, Sept. 1 — It's final. A commercial airport will soon be constructed by the government not in any other place in Pangasinan, but in Alaminos City.


Construction of the airport in Alaminos City is now nearing reality as gleaned from the ongoing bidding being conducted in Manila by the Department of Transportation and Communication (DOTC).

Mayor Hernani Braganza said being bidded out to local and international contractors until September 30 this year is the construction of the airport's runway with an approved budget of P96.5 million.

He said upon the completion of the bidding process, the contract to build the project will soon be awarded to the winning bidder.

“We are also awaiting the final schedule of the signing of the memorandum of agreement so that we could also proceed with the land acquisition of the proposed runway," Braganza added.

The Bid Notice Abstract for the project has recently been advertised in the Philippine Government Electronic Procurement System (PHILGEPS), said Braganza.

It was learned that local as well as international construction companies have submitted their respective bids in their desire to construct the first ever commercial airport in Pangasinan.

Based on the results of the study earlier conducted by DOTC and Philipps Technical Consultants Corporation (PTCC), Alaminos was found out to be the best location of a commercial airport, chosen from eight possible sites within the province.

“What made the airport project in the city economically and technically viable is the presence of the Hundred Island National Park, a world-class tourist destination,” according to Thelma Mauricio, PTCC vice president for Business Development.
It was learned that Alaminos City's strategic location in the North Luzon Agri-Business Quadrangle (NLAQ) was among the many factors why the city was chosen as the site of the project over the other proposed sites.

Other areas looked into by experts were the towns of Lingayen, Sta. Barbara, Rosales, Bani and Binalonan. But Alaminos City edged them in many aspects, even technically.
Braganza thanked President Gloria Macapagal-Arroyo for fulfilling her promise to put up an airport in Pangasinan, which she did when she delivered her State of the City Address in 2007.

“I’m very happy for our citymates who waited so long for this dream to become a reality," said Braganza, thanking his constituents for their prayers, patience and for believing that their city will finally make it in the end.

Braganza noted that for the first time in city’s political and economic history, a commercial airport will soon be built in the city.

“What is important is that the airport is not just for Alaminos. It is for the whole province of Pangasinan,” he stressed.

“Sinasabi ko nga po dati, kahit hindi po sa Alaminos basta huwag lang pong masyadong malayo sa Hundred Islands, payag na kami," he continued.

Having an airport in the city and in the province, according to the mayor, could lure more tourists to visit Pangasinan’s famous scenic spots and historical sites.

He said Alaminos could draw the experience of Aklan which is visited by more than one million local and foreign tourists each year due to its famous Boracay Resort Island.

He lamented that despite its proximity to Metro Manila, Pangasinan could only attract thousands of tourists during peak tourism season due to its lack of a commercial airport.

“But with the a commercial airport to be built in our city, it will make the province more accessible to tourists," the mayor noted.

In less than an hour, he added, tourists and investors are already here in our province.

"This (airport project) will likewise make the investments of our city mates more economically viable,” he pointed out.

Braganza said another advantage of having a commercial airport is the fact that the city might be able to attract businessmen to invest on modern facilities that will soon provide services to local and foreign tourists.

Braganza said the airport project will not just generate thousands of new jobs for Alaminians and Pangasinenses but will also play a key role in boosting the local economy.

“We’ve seen the economic impact of an airport to all the cities or provinces that have it,” he said.

“We expect Alaminos, our Kabaleyans and provincemates to benefit fully from this project to improve the quality of their life,” the mayor added. (PNA) LDV/lvmicua/rma

I don't know...for some reason, I think rehabilitation of the airport in Lingayen is still better than building a completely new airport in Alaminos.

well you are right but maybe there were few reason why they have decided to put up another brand new airport in Alaminos City, di kaya ang availability of land baka mas malaking area ang kailangan......by the way how far is Alaminos City from Lingayen? ^^Ayan pala sa article above ang reason why after all the study it landed in Alaminos City......Congrats :cheers:

I don't know...for some reason, I think rehabilitation of the airport in Lingayen is still better than building a completely new airport in Alaminos.

ah so there is an existing airport in Lingayen..maybe the consideration of putting up a new airport is for the tourist to have a direct access to the Hundred Island..How proximate is Lingayen to Alaminos?

im sure magagaya lang to sa airport sa la union.

^^ Why build a new airport where there are inactive airports in the nearby area like Rosales and Lingayen Airports in Pangasinan and San Fernando Airport, La union... they are just wasting money... I agree with sky Harbor, it is good if Lingayen airport will be rehabilitated.
I think Alaminos to Lingayen is just an hour away.

^^
Same sentiments here. If I was there I could have asked where is your promised airline in San Fernando? At least Vigan has Interisland and they are content with their airport. Don't tell me hindi alam ng Cebu Pacific papuntang San Fernando La Union kasi hangang Pampanga lang alam nila. :lol:

International eh! hmn..... I smell a pattern here.

My take, with a slow rating for the admin presidential candidate they need to rake more millions for the election to win while Noynoy is raising piso-piso from the masses. What a nerve!

I tell you next year those useless airports will be gone and maybe some of DOTC official will be charge for graft. That is why there is the need to win by the administration to cover their backs. I'm starting to talk politics here. Sorry for OT.:)

Amid Dreamliner mess, Boeing readies a new 747
September 26, 2009
Boeing says the 747-8 Intercontinental will offer airlines the lowest operating costs and best economics of any large passenger plane. Click for more photos

Boeing says the 747-8 Intercontinental will offer airlines the lowest operating costs and best economics of any large passenger plane.

* Boeing says the 747-8 Intercontinental will offer airlines the lowest operating costs and best economics of any large passenger plane.
* The 747-8's entryway features a concierge station, which converts into an in-flight destination where passengers can mingle during the cruise portion of the flight.
* Boeing says the architecture in the 747-8 will be accentuated by lighting technology that provides smooth transitions for a more restful flight.
* Interior of the Boeing 747-8.
* The 747-8 incorporates features from the 787 Dreamliner, including a new curved, upswept architecture designed to give passengers a greater sense of space and comfort.
* The legendary 747 family has been in the air since 1969 and is Boeing's biggest and most recognizable commercial plane. The new model serves the 400- to 500-seat market between the Airbus A380 and the Boeing 777-300.
* Boeing Business Jets's design concept for the 747-8 VIP jet. A dining area with a spiral staircase and vaulted ceilings.
* Boeing Business Jets's design concept for the 747-8 VIP plane. View from the top of the spiral staircase, showing the dining area and a ladder extending to library shelves.
* The 747-8 door-two entryway features a dramatic sweeping staircase leading to the upper deck.
* Boeing completed major assembly of the first set of wings for the 747-8 in April. The new 41.2 metre wings incorporate the latest aerodynamic technologies to fly farther and more efficiently.
* The 747-8 will be stretched 5.6 meters from the 747-400 to provide 467 seats in a three-class configuration and a range of approximately 14,815 kilometres.
* Boeing has 105 orders for 747-8s on its books at list prices between US$293 million (A$339 million) and US$308 million (A$356 million).
* The 747-8 Freighter is set for delivery in the third quarter of 2010, while the 747-8 Intercontinental, which is the passenger version, is scheduled for delivery in the fourth quarter of 2011.

Far from the publicity glare of Boeing's overdue Dreamliner project, an updated version of its iconic 747 jumbo jet is quietly inching toward its own test flight, an event that could restore some credibility Boeing has burned with the stalled Dreamliner.

Though not nearly as innovative or fuel-efficient as the revolutionary carbon-composite 787 Dreamliner, the 747-8 is sharing technology with the 787. Both are being assembled at the same massive Boeing complex in Everett, Washington.

It has been a rocky road for both planes, which now appear set for their first flights before the end of 2009. In fact, Boeing has not ruled out flying them on the same day.

"We got both of them going on simultaneously and our focus has to cover both airplanes," said Todd Zarfos, vice president of engineering on the 747, in a recent interview with Reuters.

The 747-8 Freighter is set for delivery in the third quarter of 2010, while the 747-8 Intercontinental, which is the passenger version, is scheduled for delivery in the fourth quarter of 2011. Boeing has 105 orders for 747-8s on its books at list prices between US$293 million (A$339 million) and US$308 million (A$356 million).

The legendary 747 family has been in the air since 1969 and is Boeing's biggest and most recognizable commercial plane. The new model serves the 400- to 500-seat market between the Airbus (EAD.PA) A380 and the Boeing 777-300.

In 40 years of 747 production, Boeing has built 1419 of the planes, and about 800 are still flying. According to Boeing's Current Market Outlook, large planes like the 747 accounted for about 4.6 per cent of all 18,800 planes in service in 2008.

The 747-8, which uses new engine and wing designs, boasts greater fuel efficiency and lower operating costs than the A380, its closest rival, Boeing says. The Freighter can carry 16 per cent more cargo than the previous 747 model, while the Intercontinental can carry 51 more passengers.

JUGGLING RESOURCES

Boeing, whose reputation has been bruised by two years of Dreamliner delays, suffered more embarrassment last year when it put off delivery of the 747-8 Freighter to the third quarter of 2010 from late 2009.

The company blamed a two-month labor strike, problems with its suppliers and a shortage of engineering staff after many employees had been pulled to the 787 project.

"We had a lot of ... internal competition with the 787," Zarfos said. "When you go through a development program, obviously there's critical skills that you need. And if they all start to line up, which is what started to happen, that affects your timing."

Unlike the 787, however, the 747 developers have used time-tested development strategies: doing more design work in-house, making greater use of traditional airplane materials like aluminum, and assembling the aircraft in smaller pieces.

Boeing says 70 per cent of the technology in the 747 is new. But the 787 design is almost completely new, and it uses an unprecedented number of outside suppliers and composite materials to reduce weight.

Large portions of the 787 are manufactured in foreign plants and then shipped in to Everett for assembly.

"For the 747, it would have been probably cost-prohibitive to kind of throw all the cards up in the air and say 'let's redo everything,'" Zarfos said.

A SHOT AT REDEMPTION

Work on the first 747-8 is now more than 90 per cent complete, company sources say. In Renton, Washington, 40 miles south of the Everett assembly plant, Boeing's test flight division awaits the 747. It's a heavy workload for the group, which also plans to test the 787 around the same time.

"We've gone through a pretty elaborate re-plan because we're going to be flying the 747-8 and the 787 at the same time," Dennis O'Donoghue, Boeing vice president in charge of flight test, told Reuters. "So as far as allocating resources to both programs, we had to work through that."

O'Donoghue said this is not the first time Boeing has tested two high-profile aircraft at once. The division also tested the 757 and the 767 at about the same time.

"We're used to high-workload situations," he said. "We've had as many as nine or 10 planes in flight test at one time before."

But all assurances aside, the fourth quarter of 2009 will be anything but routine for Boeing, said Richard Aboulafia, aerospace analyst at the Teal Group.

A successful test flight for the 747-8 is the chance for Boeing to redeem itself and restore some luster to the brand with customers after the delays of recent years, he said.

"This looks like it's going to give the 747 another 20 years of life," Aboulafia said.

"Anything that reaffirms their ability to bring product to market would be very welcome, as well as getting stuff off the research spending line and on to the incoming revenue line.

^^ Why build a new airport where there are inactive airports in the nearby area like Rosales and Lingayen Airports in Pangasinan and San Fernando Airport, La union... they are just wasting money... I agree with sky Harbor, it is good if Lingayen airport will be rehabilitated.
I think Alaminos to Lingayen is just an hour away.

I have same comments. In fact, Alaminos is too far from other towns of Pangasinan such as Tayug, San Quintin, San Nicolas, Asingan, Urdaneta, Villasis, Pozzorubio, Binalonan, Sison, Sta. Barbara and many more.. I dont know why did they chose Alaminos as the site of the airport since its geographical location is not the center of the province making it inaccessible to many towns. It is located Northwest of Pangasinan. It would take a passenger to arrive at the airport around 2-3 hours using a public bus/transportation. Using a private car, one may take 1.5 to 2.5 hours (fast speed with less traffic). That is still too far. Wasted time traveling to the airport. If they ever wanted to build an airport in Pangasinan, there are lot more suitable sites and not in Alaminos. I have been to Alaminos many many times and i don't find it accessible from many towns of the province. If a Passenger comes from Eastern Pangasinan, he would still pass through the traffic congested city of Urdaneta, then another traffic in Dagupan, then a slow moving traffic in Lingayen. And another hour to Alaminos. Finally, you've reached the airport so tired. Kahit sabihin mo pang may access road ang airport, hindi nman expressway, mabagal pa rin.

Why don't the government just build a comprehensive and modern highways which would connect towns and allow a seamless travel to any point of Pangasinan? As far as I know, the Mayor in Alaminos is close relative of GMA.

If they are just after the Hundred Islands National Park, well, there are a lot more option reaching that park. Government, please think again..

WOW! This is really what I want PAL to get instead of A380. This is going to be awesome. I can't wait to see the actual photos of it. Sorry, i'm really more biased with 747 over A380. I don't mind airbus aircrafts though.

NAIA Terminal 2 ... The Day After Storm Ondoy
Photos taken 09.27.09 @ 9AM
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00659.jpg
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00660.jpg
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http://i638.photobucket.com/albums/uu101/blueleo101/DSC00661.jpg

dami stranded nga mga pasahero....

Just came from Bora this morning, Kalibo airport was jam-packed. Flights were delayed for about 2-3 hours.

NAIA Terminal 2 ... The Day After Storm Ondoy
Photos taken 09.27.09 @ 9AM
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00659.jpg
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00660.jpg
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00663.jpg
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00661.jpg

haiss. buti na lng nakaalis nako nung wednesday... noontime flight. my god. daming people. when I was there, very smooth ang operations. the plane even flew 2-5minutes before the ETD. :)

NAIA Terminal 2 ... The Day After Storm Ondoy
Photos taken 09.27.09 @ 9AM
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00659.jpg
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00660.jpg
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00663.jpg
http://i638.photobucket.com/albums/uu101/blueleo101/DSC00661.jpg

haiss. buti na lng nakaalis nako nung wednesday... noontime flight. my god. daming people. when I was there, very smooth ang operations. the plane even flew 2-5minutes before the ETD. :)

More Pics from NAIA 2 ... The Day After Typhoon Ondoy
Only 4 check-in counters were opened at the left side of the NAIA 2 domestic terminal.
Other PAL employees did not report for work.
Photos taken on 09.27.09
http://i638.photobucket.com/albums/uu101/blueleo101/Picture002.jpg

http://i638.photobucket.com/albums/uu101/blueleo101/Picture003.jpg

http://i638.photobucket.com/albums/uu101/blueleo101/Picture001.jpg

http://i638.photobucket.com/albums/uu101/blueleo101/Picture004.jpg

this is currently a big "chismis" in NAIA and in the Phil. aviation industry... rumors says it will do a spin-off in its employees by Nov.15 targeting the departments of Passenger handling, Cargo, Catering and Ramp services... I hope PAL will find another solution. It is very easy to say this kind of comment and yes PAL will suffer but we must consider that kawawa din ang employees in the end.

PAL must downsize to be competitive (http://www.philstar.com/Article.aspx?articleId=508246&publicationSubCategoryId=66)

DEMAND AND SUPPLY By Boo Chanco (The Philippine Star) Updated September 25, 2009 12:00 AM

At last, Philippine Airlines is recognizing the realities of the times by preparing to downsize its staff. The labor union is up in arms and is threatening legal action but even the Supreme Court cannot overturn the new rules of airline finances. The International Air Transport Association (IATA) is predicting an $11 billion loss for world airlines in 2009 and most of these losses would be borne by so called legacy airlines like Philippine Airlines.

It happened to the American car industry just a few months ago. General Motors and Chrysler had to file for bankruptcy and get government financial assistance because their labor costs are no longer competitive to the Japanese brands who are also manufacturing cars in union-free operations in some Southern states.

In the case of the car companies, the labor union had to become extremely reasonable. GM’s Bob Lutz called Ron Gettlefinger, the UAW president, a labor statesman. Indeed, the UAW agreed to a lot of demands that meant cuts on such legacy costs as lifetime health care and pensions for retired workers, massive lay offs and changes in shop rules to bring down labor costs to competitive levels with Toyota, Honda and Hyundai, among other foreign brands. Being intransigent was not an option because that would mean closure and total job losses.

In the airline industry, the same thing is starting to happen. Recently, British Airlines got into trouble with its unions because of plans to trim operations and staff in line with a drastically reduced demand for airline passenger seats. The unions are acting tough but it is likely that they will have to give in sooner than later.

In addition to tough economic times, British Airlines also faced fierce competition. The budget airlines such as Ryan Air, Easy Jet and Virgin are attracting the more budget conscious passengers these days. And let us not forget the pummeling the airline finances got from soaring fuel prices.

In Asia, the situation is the same. The mighty Singapore Airlines was forced to mothball a considerable number of planes in its fleet for lack of passengers. It is also cutting down on unprofitable routes and all these steps mean they are laying-off staff too. Malaysian Airways, Thai International and even Cathay Pacific are all in the same predicament.

Japan Airlines, the flag carrier of the country with the world’s second biggest economy is in danger of going under. JAL is desperately negotiating with American and other foreign airlines for assistance in exchange for equity stake and a large say in management. It is thus not surprising that Philippine Airlines, a legacy airline, is now saying they have serious financial problems that need drastic solutions.

“The bottom line of this crisis ... is larger than the impact of 9/11,” said Giovanni Bisignani, IATA’s director general and CEO. Industry losses for 2001-2002 were $24.3 billion. IATA attributed the worse ever loss to declining demand, rising fuel prices and exceptionally weak yields. Passenger traffic is expected to decline by four percent and cargo by 14 percent for 2009. Yields are expected to fall 12 percent for passenger and 15 percent for cargo.

Though “the global economic storm may be abating,” Bisignani warned that airlines “have not found safe harbor” and that “the crisis continues.” IATA predicted that the industry would post a loss of $3.8 billion in 2010. Industry revenues in 2009 are expected to be $80 billion less than 2008.

Bisignani predicted that “revenues are not likely to return to 2008 levels until 2012 at the earliest.” Asia-Pacific carriers will likely post a loss of $3.6 billion, roughly in line with the previous forecast of $3.3 billion.

Here at home, Philippine Airlines has finally snapped out of its state of denial. Among other things, they are now admitting their old business model is no longer viable. They have too much staff at 8,000 compared with Cebu Pacific at just 2,000. And to top it all, Cebu Pacific is now flying more domestic passengers than Philippine Airlines and presumably presents a better bottom line as well.

For PAL to be more competitive, it has to adopt the same business model of Cebu Pacific. It must have less full time staff. They need younger staff that is paid less and more fuel efficient planes. They have to get rid of other legacy costs that make the airline less nimble. PAL has acquired newer and more fuel efficient planes but is hamstrung to act decisively on the staffing problem.

The other negative of PAL these days is the threat of a labor strike. I got stranded in Los Angeles the last time they had a strike. Now that there is a threat of a strike, I am having second thoughts buying a PAL ticket for use two or three months forward. I don’t want the problems of being stranded.

Frankly, if I had my rathers, I would rather fly PAL than Cebu Pacific because PAL has better seats. For short flights, I can suffer the seats at Cebu Pacific. But for a flight of over two hours, I would choose PAL. Many others, it seems, don’t mind some discomfort in exchange for the cheap fares of Cebu Pacific.

The way it looks to me, the plan of PAL to rationalize its staffing is not a legal issue that the courts can decide. It is very much an economic issue. No court can force Lucio Tan to bleed still more money in PAL if he decides that he has lost enough in the airline through the years. There are easier ways of making money for the taipan. He doesn’t need the headaches of another labor tussle like the last one.

It is entirely possible that the labor union can win its case before the courts as it did the last time. But their victory will be pyrrhic if the airline goes out of business anyway. PAL’s labor union must study what the UAW did in the case of the American car companies and help management save PAL from its current financial troubles. They have to take the long view… the big picture. Or they will lose their airline and their jobs and there is nothing the Supreme Court can do about it.

^^^^ PAL employees would suffer one way or another if PAL wouldn't do something to keep their company operational. While it is really heartbreaking that there are those who would lose jobs, it would even be more tragedy if PAL completely folded and every single one of them would have no jobs at all. I hope there would still be another resolution. Atleast the axed employees might be able to get a job at one of those outsourcing companies because the demand for their services would probably increase. I'm sure they will not all be able to absorb every single one of those who got laid off.

^^^^ PAL employees would suffer one way or another if PAL wouldn't do something to keep their company operational. While it is really heartbreaking that there are those who would lose jobs, it would even be more tragedy if PAL completely folded and every single one of them would have no jobs at all. I hope there would still be another resolution. Atleast the axed employees might be able to get a job at one of those outsourcing companies because the demand for their services would probably increase. I'm sure they will not all be able to absorb every single one of those who got laid off.

^^

it may be hurting to the other employees. but i do agree with mwga12a. its better for pal to lay off people rather that close shop and all the employees would be unemployed.

i am also of the impression that pal has already explored many avenues to try not to lay people off. but i guess it no other solution but to lay people off.

posted by invhictus:

http://www.zestair.com.ph/images/zestair_logo.jpg

Good news! Zest Air will soon fly Manila - Surigao vv this November.
Cebu - Siargao vv on December 8, 2009. :banana::banana::banana:

Hello. I hope someone can answer my question. Anong brand ng seats ang nakakabit sa Cebu Pacific A319s and A320s? E sa ATRs nila? Thank you!

Anyone here from Z2 company who can give us info of their new routes in Mindanao once their 6 MA60s and 2 A320s arrive? Surigao and Siargao were already revealed, where will be the other?

Cebu Pacific's three weekly flights to Bandar Seri Begawan (Still not launched)

5J 791 ETD MNL 2335H ETA BWN 0125H T-TH-SA A319
5J 792 ETD BWN 0210H ETA MNL 0400H W-F-SU A319

Anong nangyari at di pa cla nakapagstart? May plan ba ang 5J na irevive ang DVO-Sing route?

Anong nangyari at di pa cla nakapagstart? May plan ba ang 5J na irevive ang DVO-Sing route?

They will be starting the Brunei flight very soon, maybe before the end of the year... As for the DVO-SIN flight, no plans yet of reviving the route because 5J will be focusing on expanding the Clark and Cebu hub as they plan to fly Daily between Cebu and Singapore.. 5J will be flying from Cebu to Singapore daily during the Christmas season...

Hello. I hope someone can answer my question. Anong brand ng seats ang nakakabit sa Cebu Pacific A319s and A320s? E sa ATRs nila? Thank you!

A319 = 156 pax (newly reconfigured and with 4 FA's already)
A320 = 179 pax for the older version and 180 for the newer aircrafts.
ATR 72 = 72 pax...

^^ He/she asked for the brand of seats, not for the number of seats. :D

^^ He/she asked for the brand of seats, not for the number of seats. :D

Oh Sorry, was not reading properly... :ohno:

Caticlan airport dev’t approved

THE NATIONAL Economic and Development Authority (NEDA) Board approved last Tuesday the P2.5-billion Caticlan Airport Development Project in Aklan province, Acting Director-General Augusto B. Santos said in a phone interview yesterday.

"It was approved for implementation. There were no changes in the project cost," he said.

The project involves construction of a new and bigger airport passenger terminal, extension of the existing runway from 950 meters to 2,100 meters, and upgrading of air traffic control aids and other facilities. —

http://www.bworldonline.com/BW100109/content.php?id=053

I have no problem with the development of Caticlan airport but what about those other international airports being built close to it whose purpose is also for Boracay travelers. That is way too many international airport just for one tiny island resorts. How are they going to keep up with the maintenance of all of it? I know there are other resorts close to Boracay as well but don't we think the government is not being smart with all of these?

PAL hit hard by slowdown in international traffic (http://www.philstar.com/Article.aspx?articleId=510006&publicationSubCategoryId=66)
By Mary Ann LL. Reyes (The Philippine Star)
Updated October 01, 2009 12:00 AM



MANILA, Philippines - Philippine Airlines (PAL) is expected to suffer a loss for its fiscal year ending March 31, 2010 mainly due to a slowdown in international traffic that has affected not only local airlines but the entire world aviation industry as well.

At the sidelines of yesterday’s stockholders’ meeting of PAL parent PAL Holdings Inc., PAL president and CEO Jaime Bautista said that while they posted earnings during the first quarter of the current fiscal year (April to June), the second quarter covering the July to September 2009 period is expected to be a loss while the third and fourth quarters of the 2009-2010 fiscal year may be break even. With PAL accounting for almost 100 percent of PAL Holdings’ revenues, the financial picture of the two companies are almost the same.

Last fiscal year, PAL registered a $301- million loss, largely due to increased fuel cost and the economic slowdown. “This year, we expect the loss to be much lower than last year’s,” Bautista said.

Asked to describe the third quarter (July to September 2009) situation, PAL’s chief executive noted that traffic is still down considering the effects of the worldwide recession.

But while PAL’s international passenger traffic is down, its domestic passenger volume has increased. “Domestic traffic has not been very much affected and this we attribute to the efforts of the Tourism department to improve tourist arrivals to the country,” he pointed out. The international business accounts for about 70 percent of total revenues for PAL.

He said that while revenues are expected to be down for the current fiscal year and the company is projected to realize a loss, passenger traffic for the combined international and domestic businesses is expected to slightly increase from last year’s 8.95 million passengers to around nine million.

Bautista, who is also the president of PAL Holdings, however pointed out that the projected nine million passengers flown for the current fiscal year is still lower than expectations.

So far, PAL has reduced capacity by seven percent following expectations that the market will be down by about 10 percent.

And because of the reduction in capacity, Bautista said there is a need to reduce manpower. PAL has asked its employees’ unions to avail of the early retirement, after which rationalization of manpower will follow. “We are looking at a seven to 10 percent cutback in manpower,” he revealed.

Bautista told stockholders that the past fiscal year covering April 1, 2009 to March 31, 2009 has been a difficult year for the airline industry in general, mainly due to increased fuel cost and falling passenger demand.

He noted that there was a 38-percent increase in average fuel prices, from $89 in 2008 to $123 in 2009, coupled with higher fuel consumption and the depreciation of the peso against the dollar.

As a result, the company posted a P12.26 billion loss for the last fiscal year, an increase from the P528.5 million loss in the previous year.

Bautista said they expect the market to remain depressed in the months ahead and the situation to be extremely challenging.

“We are now on the second quarter of an extremely difficult fiscal year which is showing no signs of recovery. And so far, the April to June results have not been encouraging,” he stressed.

In order to boost the company’s financial condition, Bautista revealed that they are tapping new traffic streams, reducing flight frequencies in low-performing areas, redeploying capacity, deferring non-essential capital expenditure, and trimming route network and capacity in response to the changing demand condition.

“Our company will be severely tested by the current downturn. But we are working to succeed and return to profitability,” he said.

Meanwhile, PAL Holdings said it fully supports the cost-cutting measures being pursued by PAL to survive the crisis that continues to plague airlines worldwide.

Bautista also revealed that they are eyeing new destinations either through charters or regular scheduled operations. PAL is also expecting to take delivery of its brand new and fuel-efficient Boeing 77-300ERs and is in the final stages of its $50-million program of refurbishing the current fleet of B744s.

^^Caticlan airport dev’t approved

Well, arguably, NEDA approval is the last step for a government project to be workable, meaning it can be included by the government in the growing list of eligible ODA funded projects. It doesn't mean that all is okay though.

Remember there is this next step called ECC and FUNDING which on the part of the latter our government cannot even afford to spend. I always have Panglao airport as an example to boot. The environmentalist as well as foreign lending agencies always knew what and how important ECC was particularly if you have a billion peso project to brag. Fail and you will just be a trumpet, nothing more than a political ride. So no matter how DOTC Gods proclaimed it to be I always have the smiling face to refute them.:lol:

Getting both is the most difficult part, with the latter being a headache if you pushes something not environmentally friendly.:)

They may have to call the Governor of [Aklan] if all is okay with him.

^^ Kalibo is not a province. :|

^^ Kalibo is not a province. :|

Sorry for that blunder. I meant Aklan and I'm referring to Governor Marquez. Thanks for finding that out :)

Leadership by Example
Tycoon's son to get the first Pink Slip out of PAL!

October 1, 2009

If sending a pink slip to one of the airline's Executive is an indication of how deep the financial problem of Philippine Airlines was, nothing can be more pronounced than sending the son of the Philippines wealthiest man out of the company he owns.

Perhaps it is the most compelling evidence of supreme sacrifice like the fabled story of the new testament, in that Lucio Tan so loved PAL that he fired his son out of the airline to help it weather the crisis that plagued any other legacy carrier worldwide, as it struggles to stay afloat amidst period of uncertainty in the international aviation industry.

At yesterday’s stockholders’ meeting of PAL parent PAL Holdings Inc., the management headed by President Jaime Bautista accepted the younger Tan's offer to include his position to the purging block and give Mr. Bautista a "free hand” in restructuring the airline to a more competitive position to survive.

John Tan holds two concurrent Vice-Presidential post within the airline, first as VP for Operations and network management and second as VP for Technical Services Department. He joined other VP's and Managers who availed themselves of PAL’s early retirement program. An early retirement plan is being offered by the company to all its employees with an October 31 deadline.

The young Tan is the highest official from the airline to go together with almost 4,000 rank and file workers from its non-core businesses such as ground operations that includes ramp, passenger and cargo handling as well as catering in a bid to further trim costs, says Jaime Bautista during the same meeting.

According to Bautista the airline has decided to outsource some services to cut cost and they are also reducing services to some international destinations. "The situation we are facing is very serious..." said Bautista adding that initiatives has to be implemented "to further reduce costs and also increase revenues."

Already, the airline has shed seven percent of its workforce because of the reduction in capacity by seven percent. Flight capacities for US, Canada and Australia have already been cut by five to seven percent, Bautista said.

And because of the reduction in capacity, there is a need to reduce manpower. PAL has asked its employees’ unions to avail of the early retirement, after which rationalization of manpower will follow.

The airline has also tapped new traffic schemes and introduced new redeployment plans for under-performing flight frequencies onto other routes. It is also deferring all non-essential capital spending, suspended all non-essential programs, and cut fixed operating expenses. But they are completing the final stages of the $50-million refurbishment program of its current fleet of B744s.

Bautista also announced that they are eyeing new destinations either through charters or regular scheduled operations in Europe or the Middle East but doesn't disclosed exactly where they will head next. Additional frequencies were however revealed. "The slowing demand from our traditional markets like Japan, Korea and the United States because of the recession is making us rethink our revenue generating strategies. We would be increasing the frequency to some of our service areas like Kalibo and China," said Mr. Bautista. Kalibo for example would have an increase to seven flights a day from the previous five.

The only good news there is that while PAL’s international passenger traffic is down, its domestic passenger volume has increased. “Domestic traffic has not been very much affected and this we attribute to the efforts of the Tourism department to improve tourist arrivals to the country,” he pointed out. However, the international passenger traffic accounts for about 65-70 percent of PAL's total revenues.

He said that while revenues are expected to be down for the current fiscal year and the airline is projecting to realize a loss, passenger traffic for the combined international and domestic businesses is expected to slightly increase from last year’s 8.95 million passengers to around nine million.

Bautista said further that the company is now "in the second quarter of what appears to be an extremely difficult year... This current fiscal year still shows no signs of recovery," he adds.

thnx for the info my friend... dili 2 aircrafts...kundi tag gamit na sad nila ang mga karaan nan Asian Spirit.


i just hope na ini rakan na aircraft (BAE146) ang gamiton nan zest air MNL-SUG kay di gajod A320 ang gamiton, then ang gamay ang CEB-Siargao or tana may CEB-SUG rakan sad.

http://i940.photobucket.com/albums/ad248/shaunwyn/146.jpg

gana sija sakyan ka dom2 ko pag lupad namo grbe an habagat sa surigao pero kaya ra nija d pareho sa PAL ex..maka abri gajod kamo nan Bible.. hahaha sanan 1 hr and 10 mins ra ang byahe.. hae kaw ton tag pildi nija ang air phil and PAL MNL - BXU na 1 hr and 25mins.

anyone could confirm na ginagamit uli ng Zest Air ang BAE146?

^^

I believe ZestAir only utilizes MA60s and A320s, you may want to see this website.. www.zestair.com.ph

^^

I believe ZestAir only utilizes MA60s and A320s, you may want to see this website.. www.zestair.com.ph

what's in BAE146 bakit di na ginamit ng Zest Air?

^^ The plane's too old and uses too much avgas to justify operating it.

^^ The plane's too old and uses too much avgas to justify operating it.



^^

i have worked on tankers before,we loaded AVGAS and Jet A1(kerosene)..i asked the loading master what's the difference...AVGAS is for turbo-props and non-jet powered aircrafts while Jet A1(kerosene) is for Jet powered aircraft.i can see that BAe 146 got 4 jet engines..can AVGAS be used for jet aircrafts also?

^^ The plane's too old and uses too much avgas to justify operating it.

so it's not true that Zest will use it again?

^^

i have worked on tankers before,we loaded AVGAS and Jet A1(kerosene)..i asked the loading master what's the difference...AVGAS is for turbo-props and non-jet powered aircrafts while Jet A1(kerosene) is for Jet powered aircraft.i can see that BAe 146 got 4 jet engines..can AVGAS be used for jet aircrafts also?
^^ Isn't it the turbo props are jet powered? It's powered by a turbines inside:)

so it's not true that Zest will use it again?

Zest has already disposed of all Asian Spirit aircraft.

^^ Isn't it the turbo props are jet powered? It's powered by a turbines inside:)

:ohno: i really can't explain which one is it.all i know is that aircrafts with propellers either the old piston or the newer turbo-props like ATR and Bombardier Q300/400 are of course different from the jet powered like A319/320 or the Boeing jet aircrafts.so which one is using AVGAS and Jet A1...

Zest has already disposed of all Asian Spirit aircraft.

any updates on Air Phil sky?

any updates on Air Phil sky?

My same question.

^^ Isn't it the turbo props are jet powered? It's powered by a turbines inside:)

:ohno: i really can't explain which one is it.all i know is that aircrafts with propellers either the old piston or the newer turbo-props like ATR and Bombardier Q300/400 are of course different from the jet powered like A319/320 or the Boeing jet aircrafts.so which one is using AVGAS and Jet A1...

AVGAS is primarily use for GenAv and Turboprop planes because of its low flashpoint and high-octane content for continuous ignition. No wonder turboprops are capable of flying even if their are large amounts rain ingested (i.e. C-130). Jet engines, turbofan and turbojets has a continuous ignition mode when ever it flies to a large amounts of rain in order to avoid engine flame out.

Jet A, Jet A1 and Jet B have more higher flash points which are less flammable and safer to transport and handle.. But its prone to contamination, even a single dirt or water can be dangerous if mixed with jet fuels.

CEB advisory on flight cancellations due to Typhoon Pepeng
As of October 2, 2009, 1:30pm

CEB would like to advise its guests that all CEB flights to Virac (5J-821/822), Naga (5J-519/520/521/522/523/524), Legaspi (5J-323/324/325/326/327/328) and Catarman (5J-711/712) have been cancelled today due to Typhoon Pepeng (International name: Parma).

CEB has also announced the cancellation of the following flights for tomorrow, October 3, due to the typhoon: Legaspi (5J-172/173/325/326/323/324/327/328), Catarman (5J-711/712), Virac (5J-821/822) and Naga (5J-519/520/521/522/523/524).

Affected guests may rebook their flights without charges, for travel within the next 7 days. Please call the CEB hotline at (02) 70-20-888 / (032) 230-88-88 or visit www.cebupacificair.com for more updates on their flights and for details of their re-accommodation.

any updates on Air Phil sky?

There are rumors that they will fly again by March. But then again rumors are still rumors.

AVGAS for piston type engine such as choppers. AVGAS is like gasoline but with nuch higher octane rating. kaya pwd gamitin sa car for racing.

JET A-1 for turbo engines. Jet A-1 is similar to kerosene. When the Jet A-1 failed to pass the QA it is downgraded to kerosene.

Only Petron imports AVGAS. And it is leaded. I am not sure if they are unleaded now.

AVGAS for piston type engine such as choppers. AVGAS is like gasoline but with nuch higher octane rating. kaya pwd gamitin sa car for racing.

JET A-1 for turbo engines. Jet A-1 is similar to kerosene. When the Jet A-1 failed to pass the QA it is downgraded to kerosene.

Only Petron imports AVGAS. And it is leaded. I am not sure if they are unleaded now.

how about the new turbo-props are they using the AVGAS or the Jet A1?as far as i know they're not piston type???i remember we loaded AVGAS and mixed some MTBE(Methyl Tert Butyl Ether)for octane booster in bahamas.actually JET A1 is kerosene as what it's MSDS (material safety data sheet) says.they will only classify it as JET A1 after mixed with a chemical compound to saturate it's water content accumulated during transit.

Latest posting of Zest Air Flight Sched

Manila-Siargao TThSa MA60 starting November 17, 2009
Manila-Surigao MWFSu MA60 starting November 16, 2009
Cebu-Siargao TThSaSu MA60 starting December 8, 2009


good news for surigao

Infrastructure projects loom over 4th District
(The Freeman) Updated October 04, 2009 12:00 AM


CEBU, Philippines - Representative Benhur Salimbangon has recommended a P400 million budget to the Department of Public Works and Highways for the completion of the more than 20-kilometer road concreting project in the fourth district.

The road concreting project runs from Tabuelan town to San Remigio and from Medellin town to Daanbantayan.

Salimbangon said the budget is expected to be included in the items for discussion at the House of Representatives before the lower house takes its break by the end of the month.

Meanwhile, a P70 million airport will soon be constructed in Daanbantayan to complement the MEPZ-like economic zone that will be put up in the nearby town of Medellin.Salimbangon said the Department of Transportation and Communication will finance the airport project. A feasibility study is now ongoing for the proposed airport.
Aside from the MEPZ-like project, several golf courses would also be put up in Medellin. The town is reportedly geared towards being a retirement village for foreigners, especially Koreans.

In addition, Salimbangon said a P48-million water system will also be put up in Daanbantayan before the end of the year. — Mitchelle L. Palaubsanon/JMO

PAL slashes all its domestic fares
(The Freeman) Updated October 04, 2009 12:00 AM


CEBU, Philippines - Philippine Air Lines is slashing all its domestic fares by P400 as additional financial assistance in the wake of massive devastation wrought by tropical storm Ondoy over the weekend.

Dubbed as BIYAHEnihan, according to Jonathan Gesmundo of the PAL, the P400 fare reduction is applicable on one-way tickets to any domestic destination of PAL and PAL Express.

“This is a way of assisting typhoon victims and their relatives to fly to Manila or to the province to enable them to be with their families,” Gesmundo said in a press release sent to The FREEMAN.

Gesmundo said the tickets may be bought through the PAL or PAL Express websites and or ticket offices or any accredited travel agents before October 8.

The travel must be completed by October 31.
Earlier, PAL offered to airlift for free selected donations from the provinces for the typhoon victims addressed to any reputable, non-profit charitable organization in Manila. — Garry B. Lao/BRP (FREEMAN NEWS)

AVGAS is primarily use for GenAv and Turboprop planes because of its low flashpoint and high-octane content for continuous ignition. No wonder turboprops are capable of flying even if their are large amounts rain ingested (i.e. C-130). Jet engines, turbofan and turbojets has a continuous ignition mode when ever it flies to a large amounts of rain in order to avoid engine flame out.

Jet A, Jet A1 and Jet B have more higher flash points which are less flammable and safer to transport and handle.. But its prone to contamination, even a single dirt or water can be dangerous if mixed with jet fuels.

all aviation turbine engines use AVTUR or more commonly known as Jet A-1, Jet A, or Jet B. Airliners such as Boeings, Buses in the sky, ATR.. be it turboprop or turbofan all use avtur. Simple, all turbine use AVTUR.

Piston engine generally use AVGAS. AVGAS green color is RON 100 LEADED. No such thing like unleaded avgas. AVGAS generally used by common general aviation piston aircraft.

There's another type of piston engine that can use either diesel or Jet A-1. Diamond aircraft give options to buyer, whether they want a piston diesel engine or normal avgas-run Lycoming engine. But then, diesel engine maker Thielert has gone bust, diamond bought the company so that they can maintain diesel engine option. Diamond aircraft in Malaysia (DA40, DA42 Twin star) use AVTUR instead of diesel because of low quality of diesel, furthermore, AVTUR is cheaper than AVGAS.

There's no problem with us flying the turbines to fly into weather. Yes there're risk of engine flame out but the risk is too small, engine becoming more and more reliable these days. My instructor who was a pilot with RMAF before, told us, during his days in the service flying c-130, they often went into the weather to 'wash out' the engine after maritime patrol mission (flying low level over water) to clean out all saltwater elements.

The reason why AVGAS powered aircraft cannot fly higher is because the AVGAS has higher freezing temperature. Generally AVGAS powered aircraft are small piston, unpressurized, there's no point flying over 10,000 feet because hypoxia may kick in.

Examples of aircraft that runs on AVGAS are :

C152, C172, C182, C206G, Cirrus SR 20,22,22T, EADS Socata TB10, TB20, Pipers, Libertys etc..too many to mention.

Examples of aircraft that people thought they're running on avgas but they're not :

Cessna Caravan, Pilatus PC 6 Porter, PC 12..some may think of ATR..Fokker f50..etc...

how about the new turbo-props are they using the AVGAS or the Jet A1?as far as i know they're not piston type???i remember we loaded AVGAS and mixed some MTBE(Methyl Tert Butyl Ether)for octane booster in bahamas.actually JET A1 is kerosene as what it's MSDS (material safety data sheet) says.they will only classify it as JET A1 after mixed with a chemical compound to saturate it's water content accumulated during transit.

yes, jet a-1 has a distinctive smell very similar to kerosene..heck, it's a kerosene..and you're right..some additive added makes it different from a normal kerosene..:)

AVGAS for piston type engine such as choppers. AVGAS is like gasoline but with nuch higher octane rating. kaya pwd gamitin sa car for racing.

JET A-1 for turbo engines. Jet A-1 is similar to kerosene. When the Jet A-1 failed to pass the QA it is downgraded to kerosene.

Only Petron imports AVGAS. And it is leaded. I am not sure if they are unleaded now.

AFAIK, not many piston choppers available except for training. The common ones are Robinsons and Schweizer. Piston choppers are easier to maintain, cheaper to run, compared to turbine counterparts. Hence it's suitable for training.

Majority of the choppers we see in the sky everyday run on turbines. EC, AS, Sikorskys, ahh..too many to mention. hehehe.

Most of flying schools in the Philippines use mogas in their piston aircraft..very dangerous practice... i had a friend who flew in pinas he said whew...accidents waiting to happen because of this practice....thats why flight training in the philippines is cheap..apart from FAA syllabus...where ground school are almost non existent.

yes, jet a-1 has a distinctive smell very similar to kerosene..heck, it's a kerosene..and you're right..some additive added makes it different from a normal kerosene..:)

tnx sir,that was very well explained from a real aviator.as a sea salt,i really don't have any idea on this.i am just familiar on this fuel stuff coz i always see JET A1 and AVGAS in my cargo manifest and would normally read the MSDS before taking in for loading.:)

^^

Piston engine generally use AVGAS. AVGAS green color is RON 100 LEADED. No such thing like unleaded avgas. AVGAS generally used by common general aviation piston aircraft.

On the contrary, there is. Unleaded AVgas is becoming the norm in the GA as well as the airline industry that uses propeller or jet planes. It is now widely used in Europe with Sweden as the first country to used it in 1995.

Used of leaded gasoline including AVGAS was in fact banned in 1987 under the Montreal Protocol [Montreal Protocol on Substances That Deplete the Ozone Layer (http://en.wikipedia.org/wiki/Montreal_Protocol)] for being harmful to the environment. That is the same reason why we have the Clean Air Act which lead to the introduction of unleaded gasoline in the country.

Whats been happening is that not all countries, including the Philippines adopted the unleaded derivative because majority of the GA planes flying the Philippine skies are powered with old engines. Its the same principle that applied to old motor vehicles when the unleaded gasoline was introduced in the Philippine market. Therefore, marketability of unleaded avgas is the issue in which refiner Petron is not willing to spend.

Take for example the US market, as of 2006, only 30% used the 100LL low lead derivative. What more the Philippine Avgas marketplace. In market terms it’s a niche within a niche, and it would put Petron and Shell to a lot of financial trouble to produce it for a little return. That is why it was never adopted early in the country.

AVGAS is generally colorless. But because they are graded according to M.O.N. (octane rating) they are dyed to appear in different colors like BLUE for 100LL, RED for 80/87, PURPLE for 91/96 unleaded, and GREEN for 100/130 lean/rich octane rating. Mostly, you can find them either in Green, blue and red.

The purpose of the color is mainly for loading identification so that correct fuel is always loaded on the aircraft.

Why is this so? Because generally, each type of aircraft engine is certified to operate on a specific grade of fuel that operating a higher or lower grade causes expedited engine wear and tear.

So Avgas 80/87 with RED color is suitable only for small, low compression, low power output aircraft engines, whereas Avgas 100/130 with color GREEN is required for higher power output engines especially those fitted with either a supercharger or a turbocharger.

Blue colored Avgas 100LL is now the most widely available grade in the world having replaced Avgas 80 and Avgas 100. It has been approved for use in all piston engines previously operated on 80/87 and 100/130 grades. Before long it will be replace by an unleaded version.

If you asked me, will the leaded 100/130 be on the market in 20 years? I doubt it. Will it be available in ten years time? Probably but not beyond 2020.

Most of flying schools in the Philippines use mogas in their piston aircraft..very dangerous practice... i had a friend who flew in pinas he said whew...accidents waiting to happen because of this practice....thats why flight training in the philippines is cheap..apart from FAA syllabus...where ground school are almost non existent.

Actually there are GA aircraft engines that are certified to run on motor gas particularly those of the newer models. However, I agree with you that using it on non-certified soda-can is indeed very dangerous. But with limited supply circulating around the country, motor gas can easily become the fuel of choice especially when you operate in the countryside. One way or another there must be a way to solve that logistical issue and most of the flying school found that out.

If you may want to know, the FAA report (http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/%28LookupSAIBs%29/CE-00-19?OpenDocument)point to no statistically significant safety related issues with regard to autogas use. Therefore the fear of your friend is unfounded if we purely based it on that argument.

I still have to hear a GA plane going down basically with that problem here in P.I. But until now there was none to speak off. I am still confident on the competence of the country's aviation school, although I must admit that there are few rotten ones.

Nevertheless, impressive answers so far. I hope we have more of your thought in this forum. :)

MOA signed...:okay:

All systems go for Alaminos Airport Dev’t. Project

Mandaluyong City- Its official, the home of the world famous Hundred Islands National Park (HINP) will host the first commercial airport in the province of Pangasinan.

http://hundredislands.ph/photos/2009airportMOA_1.jpg

The Department of Transportation and Communication (DOTC) and the Alaminos City government entered into Memorandum of Agreement (MOA) yesterday for the realization of the Alaminos Airport Development Project.

Atty. Doroteo A. Reyes, DOTC Undersecretary and Mayor Hernani A. Braganza signed the MOA in behalf of the DOTC and the Alaminos Government at the DOTC Office in Columbia Towers, Ortigas Ave., Mandaluyong City.

http://hundredislands.ph/photos/2009airportMOA_2.jpg

DOTC Secretary Leonardo R. Mendoza then approved the MOA to finally commence the project this year, thus, ending all speculations as to where really a commercial airport will be built in the province.

Witnessing them seal the deal were other high ranking officials of DOTC namely Directors Ricardo Diaz and Guillermo Leonardo. Also present were Alaminos City Vice Mayor Teofilo G. Humilde Jr. , city councilors Joselito Fontelera, Orlando Go, Earl James Aquino, Carolyn Dizon-Sison, Constante Carasi, Oscar Boling, Cirilo Radoc and Helen Bumagat, former mayor Eduardo Fontelera, Board Member Danilo Dizon and some department heads.

http://hundredislands.ph/photos/2009airportMOA_3.jpg

After signing, Mayor Braganza and Sec. Mendoza immediately gave their brief messages.

Bolstering Pangasinan’s potentials

“It’s indeed our honor and privilege to host in our city the first commercial airport for the province of Pangasinan,”

http://hundredislands.ph/photos/2009airportMOA_5.jpg

“This will definitely bolster not only the industrial potential of Pangasinan but likewise the tourism potential of our province as well,” stressed the former two-term first district congressman.

He also said that the Pangasinan Airport will also complement the Seaport and the power plant in Sual.”

http://hundredislands.ph/photos/2009airportMOA_7.jpg

“Hopefully, the completion of this project will make the province accessible to commercial traffic of both people and goods in the province,”

Braganza said Sec. Mendoza can easily appreciate this (airport project) since he is very familiar with the province.

http://hundredislands.ph/photos/2009airportMOA_10.jpg

Sec. Mendoza once served Pangasinan as the former PNP provincial director from 1989 to1992 before he was promoted to higher positions and became the PNP top brass.

And under his watch, the province was relatively peaceful and orderly thus, sustaining its economic development.

“Again, in behalf of the people of Alaminos, allow me to thank the good secretary, Her Excellency President Gloria Macapagal Arroyo and our DOTC family for this very laudable project,” said the mayor.

http://hundredislands.ph/photos/2009airportMOA_11.jpg

Great benefits

An airport in Alaminos is a boon to the province, said the Sec. Mendoza

“This is not just all about passengers but more importantly there’s bigger and more traffic in cargo, he said.

Mendoza cited Cebu as an example of how cargo traffic is generated.

He said that there are so many industries and factories that are being developed around the airport alone.

http://hundredislands.ph/photos/2009airportMOA_12.jpg

Aside from that many cargo planes transport goods outside the province and the country.

The secretary noted that the country is strategically located at the heart of Asia-Pacific.

“From the Philippines, you can go anywhere in Asia-Pacific within five hours, he pointed. This makes our country an ideal hub of cargo.”

http://hundredislands.ph/photos/2009airportMOA_13.jpg

“With the potential and the skills of the people of Pangasinan, we expect so many industries will be developed in your place.”

SONA commitment

“(On the part of the national government particularly the DOTC) we welcome with great anticipation, this airport of international standard to be built in the great province of Pangasinan at Alaminos City,” said Sec. Mendoza in his opening statement.

“We all know that many towns were very much interested, lobbied to get the airport project,” he said.

http://hundredislands.ph/photos/2009airportMOA_14.jpg

But Braganza is the man, he added even as he recalled how good leader the hardworking and visionary mayor of Alaminos really was.

Mendoza disclosed that when he was still the PNP Chief, Braganza, then a cabinet secretary, was instrumental in the release of an Italian priest who has held captive by bandits.

“Of course, we are doing this upon the instructions of President Gloria Macapagal Arroyo, he continued.

“This is part of her SONA commitment.”

Alaminos Airport Dev’t. Project was actually announced in 2007 during the president’s State of the Nation Address.

DOTC conducted pre-feasibility and feasibility studies for almost two years and in 2009 it has appropriated P 150M under its Infrastructure Program of the General Appropriations Act.

http://hundredislands.ph/photos/2009airportMOA_15.jpg

The agreement was finally signed paving the way for the realization of the Phase 1 of this P 2.2 B investment here in Alaminos and the province.

DOTC will deliver

While the project couldn’t be completed within the term of the President, what is important according to the DOTC chief is that the construction of the airport will now commence.

The initial P150 M allocation for the land acquisition and improvement is already set to be released now that the MOA has already been signed.

Mendoza assured that once the construction has started, the next administration will definitely provide the needed funds for its completion.

“From your DOTC family, congratulations again to Mayor Braganza, the people of Alaminos City and the province of Pangasinan, he said.”

“It’s really high time to have a commercial airport in Pangasinan, he stressed. As mentioned by Mayor Nani that smaller provinces have more than one airport, Pangasinan, one of the biggest provinces, therefore deserves to have one.”

“For us, your partner, we will make sure that we will deliver a world class airport that will not only benefit the province but also the entire nation.

Funds are ready

Under the MOA, DOTC shall allocate available funds to cover the cost of acquisition of lands and improvements affected by the airport project.

The city government has earlier submitted a Program of Work (POW) for the land acquisition and Earth works with an estimated total cost P 135, 760, 066.13 M.

http://hundredislands.ph/photos/2009airportMOA_16.jpg

DOTC will transfer to the city coffer the first tranche amounting P50 M which will be released within a month from the signing and execution of the MOA.

While, the second tranche amounting to P 85, 760, 066.13 will be released upon liquidation of the first tranche.

The said agency will also conduct a ground survey to establish the final area covered by the airport.

It will also exercise its audit powers over the LGU expenditures and monitor the site/right of way and acquisition activities in accordance with the approved POW prepared by the city.

On the part of the city government, it will conduct negotiation with lot owners for the acquisition of lands.

The city has already prepared the POW on the acquisition of lands and improvement and will be submitting a monthly accomplishment report on the status of the funds utilization and progress of work to DOTC.

Groundbreaking of the project will be this December or early part of 2010.

The construction of the Alaminos Airport is envisioned to spur economic development not just of the city but the whole of western Pangasinan that has been identified as part of the Agri-Tourism Cluster.

Furthermore, the local tourism industry is expected to skyrocket in terms of arrival of local and foreign tourists to the Hundred Islands and other major tourist havens in Northern Luzon. (CIO (http://www.alaminoscity.gov.ph/news/newsdetails.aspx?newsid=558))

When will the new Boeing 777-300ER arrive?

NAIA II & III

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Airplanes @ NAIA

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NAIA

I (MIA)
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II
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III
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Bakit di ginagamit ng 5J ang ATR nila ìn flying to Manila from Mindanao in short runway airports?

Bakit di ginagamit ng 5J ang ATR nila ìn flying to Manila from Mindanao in short runway airports?

i believe flying ATR in long route like Mindanao-Manila is not economical..

"K"

Bakit di ginagamit ng 5J ang ATR nila ìn flying to Manila from Mindanao in short runway airports?


^^para maka save sila ng money, less frequency, less expenses for the airlines. So why pa sila gamit ng small aircrafts if that airport can accommodate bigger crafts...

Nope blue, analyze my question 'short runways'?

I don't know...for some reason, I think rehabilitation of the airport in Lingayen is still better than building a completely new airport in Alaminos.

Agree. This is just a waste of money.

Bakit di ginagamit ng 5J ang ATR nila ìn flying to Manila from Mindanao in short runway airports?

Maybe because of fuel restrictions... However, Cebu Pacific will be flying direct to Surigao soon for sure...

^^ Zest Air will be flying also Manila - Surigao route very soon using their MA60 plane.

Hay naku! si Hernani Braganza pala ang mayor dyan... syet kaya pala ang bilis magawan ng paraan ang development ng airport na'to dahil malakas kay PGMA...
they are just wasting money in this project... Patunayan muna nila ang San Fernando Airport... walang nangyari.. walang commericial plane na bumabyahe.. talagang tigang na tigang hehe..:lol::bash::bash::bash:

Sayang ang SEAIR. Kailangan na nila ng corporate restructuring para mamaximize nila yung kanilang mga profits. I think their fleets are not fuel efficient anymore. I hope they will buy new fleets in the near future then open those small airports that are feasible such as Iligan, Bislig, Ipil and introduce unique routes such as CDO-Tacloban or Davao-Tacloban. SEAIR pls wake up...

Bakit di ginagamit ng 5J ang ATR nila ìn flying to Manila from Mindanao in short runway airports?

Which airport in Mindanao airport were you refering to?

Blue++ do have a point there when it comes to economics. ATR can only fly up to a certain limit of altitude so it would take them a bit longer to reach MNL. Second is that ATR can only carry less than 80 -100 passengers so it's not economical, then you would have to consider the total weight of the aircraft after cargos are loaded which means if 5J use a bigger aircraft, they can move bigger amount of cargoes and more number of people.

I'm sure even if whatever airport you were refering to has a shorter runway and airline companies are using Airbus aircrafts to serve that route, the runway is not so short afterall since airline companies and pilots wouldn't risk their passengers as well as their own lives in any of those shorter runways that is not within the specifications for a certain type of aircrafts.

Example, Surigao Airport. PR Express is using their Q400 in this route from Manila but 5J is not using their ATR.

May plan ba ang 5J to serve Iligan-Baloi Airport?

Example, Surigao Airport. PR Express is using their Q400 in this route from Manila but 5J is not using their ATR.

Only thing I can think of is that 5J have more passengers than PAL in Surigao and probably offers a much more cheaper airfare that's why so, volumewise, it's more economical for 5J to use the airbus. It's also probably part of their strategy to take passengers away from PAL since most people would rather take a bigger aircraft over smaller aircraft types like Q400.

Only thing I can think of is that 5J have more passengers than PAL in Surigao and probably offers a much more cheaper airfare that's why so, volumewise, it's more economical for 5J to use the airbus. It's also probably part of their strategy to take passengers away from PAL since most people would rather take a bigger aircraft over smaller aircraft types like Q400.

^^ But 5J is not yet flying Manila-Surigao... they only fly between Cebu and Surigao .

Seair turns Caticlan crisis into opportunity

MANILA, Philippines—Just a few months ago, niche carrier South East Asian Airlines was struggling on the ropes in a mismatched fight against larger competitors, which unceremoniously and progressively entered its “home turf” of Boracay over the last two years.

Long used to a virtual monopoly in the lucrative Manila-Caticlan air route, Seair suddenly found itself looking for a new business model after the “invasion” of other airlines, according to its president Avelino Zapanta.

New approach

“We had to think of a new approach,” he said in a recent interview with the Inquirer. “We would run out of money if we competed with them head on.”

The airline diversified its operations to give more emphasis on developing routes to less popular destinations which had the potential to become travel hotspots in the future.

But then, the unexpected happened.

A string of accidents in Caticlan involving one of its competitors forced aviation regulators to rethink operations at the small airport (which is, ironically, also one of the country’s busiest) that serves as the main gateway to the world-famous Boracay Island.

In the first incident, a turboprop MA60 aircraft of Zest Air crash landed when it undershot Caticlan’s 900-meter runway. A few months later, another MA60 of the same airline overshot the same runway.

After an investigation, aviation officials declared Caticlan a “one-way takeoff and landing” airstrip—meaning that flight operations could only be conducted in one direction—effectively preventing larger aircraft from using it.

This left Seair, with its relatively smaller, 32-seat Dornier Do 328 turboprops as the only airline able to operate under the new restrictions.

All of a sudden, the airline that was reeling on the ropes was back to its virtual monopoly status. Seair soon began to reap the financial rewards of being the only operator to service the popular route.

During the interview, Zapanta showed no glee at having been the beneficiary of the tightened regulations. But he did reveal that the airline had taken advantage of the situation, in part, to meet the consistently strong demand for flights to the resort island.

“Even before the July 9 [2009] announcement that the other airlines would be pulling out [from Caticlan operations], we have already added flights,” he said. “Before this, our flights had become very infrequent, maybe only nine or 10 times a day. Now we have been able to raise that to 18 flights a day.”

But the response from the flying public has been enthusiastic, prompting Seair to acquire a third Do 328 aircraft from Germany last July.

“When we input the new aircraft that came in, our flights [to Caticlan] would go to 20-25 a day, and as many as 27,” he said.

Toward the traditional peak travel season, Zapanta said Seair will raise the number of Manila-Caticlan flights to as many as 32 a day.

“That was our old frequency before the ‘invasion,’” he said. “So it’s really just going back to our old level, and perhaps a bit more.”

Growing demand

Last month, the airline also relaunched flights between Caticlan and Cebu to meet the growing demand for direct services from tourists in the country’s second largest city.

So enthusiastic has been the public’s response, in fact, that Seair now intends to acquire a fourth Do 328 by next month.

“It will be the same [aircraft] type,” Zapanta said. “That’s because that’s the most suitable type of aircraft for Caticlan. All other turboprops in the market today will have to have a payload penalty.”

“Ever since, our pricing has always been at a premium,” Zapanta said. “We have differentiated our product, because the cost of transfers are included—from the airport all the way to the island so the passenger won’t be hassled anymore.”

Fastest flights

More importantly, Seair also has the fastest flights to Boracay, even when its competitors were still serving the same route.

With or without the presence of larger rivals, however, Seair maintains a loyal following in a niche market of leisure travelers.

“We also had a loyal high-end market that would stick with us through thick and thin,” Zapanta said. “They didn’t want to be associated with low-cost carriers. So we would like to strengthen our capacity here.”

To do this, Seair has begun to “divert” these clients to other routes using a “blue ocean” strategy that, it is hoped, would make competition “irrelevant.”

“We found new destinations like Basco in Batanes, Masbate and Marinduque,” he said, adding that Seair is now working closely with local governments and the private sector in these locales to develop their potentials as tourism destinations.

New routes

“We’ve already started charter operations for Marinduque,” he said. “After an observation period, we may start scheduled service.”

Nonetheless, the Boracay market will remain Seair’s “bread and butter” for the foreseeable future, despite having priced itself at a premium to its former rivals.

The Seair chief also acknowledges that the party will not last forever. At some point, the airline will lose its virtual monopoly status, especially with government having promised to expand Caticlan airport to be able to accommodate larger aircraft.

“We don’t know the timetable of the government, but I think we have some time. That should give us a head start,” according to Zapanta. “It’s best for us not to worry about it and concentrate on improving the service so that we are able to strengthen our position.”

A319 cannot be accomodated in Surigao aiport. Only B737.

A319 cannot be accomodated in Surigao aiport. Only B737.

^^ But 5J is not yet flying Manila-Surigao... they only fly between Cebu and Surigao .

Oh, I got confused, I thought dashlvin is asking his previous question because he knows 5J is serving MNL-Surigao already when he mentioned mindanao.

^^ But 5J is not yet flying Manila-Surigao... they only fly between Cebu and Surigao .

But one thing's for sure, MNL-SUG and even MNL-IAO flights for 5J is in the drawing board.... if not this year, maybe next year... Remember, once 5J opens up a domestic route it generates traffic...

Remember when PAL express pulled out of Cauayan, now Cebu Pacific is making money out of that route with several flights fully booked.... Won't be surprised if Cebu Pacific will add flights to Cauayan..

Let's wait and see because I think Cebu Pacific's quite conservative with their expansion this year caused by economic problems and losses last year...

A319 cannot be accomodated in Surigao aiport. Only B737.

^^ how long is the runway of Surigao Airport?

I 1,708m.

May plan ba ang 5J to serve Iligan-Baloi Airport?

How bout this plan chevy?

I hope also 5J would be also interest in opening route here in Iligan.. CEB-IGN or MNL-IGN vice versa... PALex just blackout in that plan...

But one thing's for sure, MNL-SUG and even MNL-IAO flights for 5J is in the drawing board....

If you're implying Cebu Pacific beginning service to Siargao from Manila, then let's use the correct IATA code. The IATA airport code for Sayak (Siargao) Airport in Barangay Sayak, Del Carmen, Surigao del Norte is the ever-easy-to-remember and reliable SOS.

But one thing's for sure, MNL-SUG and even MNL-IAO flights for 5J is in the drawing board.... if not this year, maybe next year... Remember, once 5J opens up a domestic route it generates traffic...

Remember when PAL express pulled out of Cauayan, now Cebu Pacific is making money out of that route with several flights fully booked.... Won't be surprised if Cebu Pacific will add flights to Cauayan..

Let's wait and see because I think Cebu Pacific's quite conservative with their expansion this year caused by economic problems and losses last year...

Let's see.. that's very possible for 5J to serve Manila - Surigao.... at sana pahabain yung runway ng Surigao Airport to accomodate bigger aircrafts...
Like yung ginagawa ngayon sa Calbayog Airport in Samar yung runway gagawing 2100 meters para pwede ng bumyahe yung mga A320/A319.
Sa ngayon kasi maliliit na aircrafts lang ang bumabyahe dun: yung PAL Express' Q400/Q300, Cebu Pacific's ATR, at Zest Air's MA60... Same din sa Catarman Airport ang mga aircrafts na ginagamit dahil maliliit lang ang runway.

IMHO, the govt should build modern arterial highways in the province instead of constructing this airport. However our own govt (local and national) don’t have the capacity to finance and maintain that kind of infrastructure. Securing ROW is already an issue considering the congestion of the province. Funding will be difficult. Building a world-class highway is only possible thru BOT or foreign assistance loan. I doubt if it'll be feasible for a provincial tollway. Widening current highways is the best option. Then again, funding is a major stumbling block.

Lingayen airport is already rehabilitated by the provincial govt. They said strong crosswind is a problem. Expansion is also limited.

I think DOTC and Alaminos are not building the said airport solely for the visitors of Hundred Islands National Park. It is also intended to open up the entire western Pangasinan tourism corridor and northern Zambales area. This airport will also support the proposed multi-billion dollar tourism-industrial zone in northern Zambales.

Alaminos is very very lucky. :)

Passengers from eastern Pangasinan can use TLUTEx-SCTEx for flights in DMIA and NAIA.

PAL 777 are due November and the second one in February. Those are leased. The four additional 777 to be purchased were delay a year till 2012-2013.

Lingayen airport is already rehabilitated by the provincial govt. They said strong crosswind is a problem. Expansion is also limited.

^^ and why they have rehabilitated it if there's a crosswind problem?? they didn't study and think first before they made it...another wasting of money you know?? ang daming naghihirap napupunta lng sa wala... pag-isipan nilang mabuti yan baka magaya sa San Fernando airport yan...:bash::bash::bash:

Ano palang nangyari sa San Fernando Airport?

Ano palang nangyari sa San Fernando Airport?

aantayin na lang na mabulok. dati may dalawang plane na nabibiyahe sana sa Poro Airport pero hindi nagtuloy. i am currently staying in san fernando. bakit naman ako sasakay pa ng plane kung may bus naman papuntang manila na pwede kang makarating in 4 hours. pagnatapos na siguro yung mga express highway eh 3 hours na lang. nung pinatayo san fernando airport target nila is yung mga papunta ng baguio.

btw, ang contractor na gumawa ng Poro Airport sa la union is SATRAP, company ni Chavit Singson.

^^ Why build a new airport where there are inactive airports in the nearby area like Rosales and Lingayen Airports in Pangasinan and San Fernando Airport, La union... they are just wasting money... I agree with sky Harbor, it is good if Lingayen airport will be rehabilitated.
I think Alaminos to Lingayen is just an hour away.

How far is Alaminos from Clark in Pampanga? If the whole purpose for a new international airport in this town is for the hundred Island resort, why not build what Allan_dude say, a modern-worldclass road linking the two cities or provinces? Put a toll-plaza on this highway if that is needed to be done to be able to have the highway sustain itself and pay the investors back.

@ Arianspace, I don't think Noynoy Aquino would need to raise money for his campagnes, his name being a son of the late Senator Ninoy and late President Cory Aquino is more than enough to gather enough votes from the people.

open na ba yung caticlan airport for planes of Palexpress or cebupacific?

^^ Operations of MPH is still limited to STOL aircraft, which are only operated by SEAIR.

^^ Operations of MPH is still limited to STOL aircraft, which are only operated by SEAIR.

tibang-tiba ang seair... when cpa & palex started flying to caticlan, they were already seeing death... ngayon, bawi sila...

"K"

buhay na buhay ang SEAIR sa caticlan....:lol::lol::lol:

I hope also 5J would be also interest in opening route here in Iligan.. CEB-IGN or MNL-IGN vice versa... PALex just blackout in that plan...

let's just hope that the place would be secured from terrorist so airline operators will have peace of mind sending their fleet in Iligan.sir arian said that the airport is already good to receive commercial flights,it's just the approach to the airport is still unsafe.it would be a dream come true if the airport re-opens and we'll be seeing the young turbo-prop fleet of PR,5J and Z2...and hope mayor cruz and cong.varf would do some ligaw to this airline players.:banana:

buhay na buhay ang SEAIR sa caticlan....:lol::lol::lol:

^^ Although meron silang ibang route na monopolize nila... sa Caticlan parin sila nabubuhay... paano kung bumalik na ang mga kakompetensya sa Caticlan.. kawawa na ulit sila hehe.. dapat gumawa sila ng hakbang... bkit din kasi hindi nila tinuloy yung pag-lease ng 2 A320 from Tiger airways.

I think problem din sa Baloi Airport ang visibility lalo na pag may fog. Can anyone justify this?