AW | 2020 06 18 11:03 | AIRLINES

Thai Airways primera compañía asiática hacia la quiebra

Thai Airways se enfrenta a un procedimiento de quiebra por los próximos 5 años. Lo decidió este 18/06 el Tribunal Central de Quiebras de Bangkok, aceptando el pedido de la compañía aérea, afectada por la crisis de Coronavirus, convirtiéndose es el primer operador aéreo asiático en presentar instancia de quiebra después del estallido de la crisis sanitaria pandémica.

La industria del transporte aéreo entró en crisis en Febrero 2020, después que en gran parte la mayoría de los países asiáticos cerraran los cielos interrumpiendo las conexiones con el extranjero para contener la pandemia. La quiebra de Thai Airways muestra la necesidad urgente de una reforma del sector estatal. Una vez que el orgullo de Tailandia, los pasajeros que vuelan en todo el mundo, ahora los aviones de Thai Airways International están en tierra y la compañía se declaró en quiebra a fines de Mayo 2020. Esta bancarrota, y la pérdida de la aerolínea del estado de empresa estatal, han suscitado dudas sobre el desempeño y el futuro de otras empresas estatales tailandesas, que incluyen algunas de sus corporaciones más grandes. En un momento de mayor gasto público e incertidumbre debido a la pandemia, el Gobierno tailandés debería considerar esto como un punto de inflexión y comenzar el proceso de reforma.

Una de las razones por las que Thai Airways sobrevivió durante tanto tiempo a pesar de sus ineficiencias fue porque disfrutó de protección estatal hasta hace dos décadas, pero no pudo responder al aumento de la competencia.

Aerolíneas «infectadas»

También Cathay Pacific y Singapore Airlines están bajo presión. Ambas compañías dependen demasiado de los vuelos internacionales. Según Goldman Sachs, el operador asiático de Hong Kong perderá el 5% de los tráficos respecto al 2019; para la compañía de Singapur la pérdida será del 2%. Hasta ahora en el resto del mundo son 6 las compañías que se han declarado en bancarrota o han suspendido las propias actividades por los efectos del Coronavirus. Entre ellas, la Virgin Australia terminó bajo administración controlada el 21 Abril 2020, después que el gobierno australiano rechazó el pedido de la dirigencia de la empresa para un salvataje estatal.

La organización internacional para el transporte aéreo estima que el tráfico volverá a niveles pre-emergencia Covid-19 sólo en 2023. También están bajo presión Cathay Pacific y Singapore Airlines. Varias aerolíneas han declarado la bancarrota o han suspendido las actividades para reestructurarse en el resto del mundo. Estiman que el transporte aéreo mundial volverá a niveles pre-emergencia sólo hacia el 2023.

Thai Airways declares bankruptcy

Thai Airways first Asian company to go bankrupt

Thai Airways is facing bankruptcy for the next 5 years. The Central Bankruptcy Court of Bangkok decided this 06/18, accepting the request of the airline, affected by the Coronavirus crisis, becoming the first Asian airline operator to file for bankruptcy after the outbreak of the pandemic health crisis.

The air transport industry went into crisis in February 2020, after most of the Asian countries closed the skies, interrupting foreign connections to contain the pandemic. The bankruptcy of Thai Airways shows the urgent need for a reform of the state sector. Once the pride of Thailand, passengers flying around the world, now Thai Airways International planes are grounded and the company filed for bankruptcy in late May 2020. This bankruptcy, and the loss of the airline’s As a state-owned company, they have raised questions about the performance and future of other Thai state-owned companies, which include some of their largest corporations. At a time of increased public spending and uncertainty due to the pandemic, the Thai government should view this as a turning point and begin the reform process.

One of the reasons Thai Airways survived for so long despite its inefficiencies was because it enjoyed state protection until two decades ago, but was unable to respond to increased competition.

«Infected» airlines

Cathay Pacific and Singapore Airlines are also under pressure. Both companies rely too heavily on international flights. According to Goldman Sachs, the Asian operator in Hong Kong will lose 5% of traffic compared to 2019; for the Singapore company the loss will be 2%. So far in the rest of the world there are 6 companies that have declared bankruptcy or have suspended their own activities due to the effects of the Coronavirus. Among them, Virgin Australia ended under controlled administration on April 21, 2020, after the Australian government rejected the company’s leadership’s request for a state bailout.

Traffic is expected to return to pre-emergency Covid-19 levels only in 2023, the International Air Transport Organization. Cathay Pacific and Singapore Airlines are also under pressure. Several airlines have declared bankruptcy or suspended activities to restructure in the rest of the world. They estimate that global air transport will return to pre-emergency levels only by 2023.

การบินไทยประกาศล้มละลาย

การบินไทยเป็น บริษัท แรกในเอเชียที่ล้มละลาย

สายการบินไทยกำลังจะล้มละลายในอีก 5 ปีข้างหน้า ศาลล้มละลายกลางแห่งกรุงเทพมหานครได้มีมติเมื่อวันที่ 06/18 ที่ผ่านมาว่าได้รับการร้องขอจากสายการบินที่ได้รับผลกระทบจากวิกฤต Coronavirus ซึ่งกลายเป็นผู้ประกอบการสายการบินแห่งแรกในเอเชียที่ยื่นฟ้องล้มละลายหลังจากการระบาดของโรคระบาด

อุตสาหกรรมการขนส่งทางอากาศเข้าสู่ภาวะวิกฤตในเดือนกุมภาพันธ์ 2563 หลังจากที่ประเทศส่วนใหญ่ในเอเชียปิดท้องฟ้าโดยขัดขวางการเชื่อมต่อต่างประเทศเพื่อป้องกันการแพร่ระบาด การล้มละลายของการบินไทยแสดงให้เห็นถึงความจำเป็นเร่งด่วนในการปฏิรูปภาครัฐ เมื่อความภาคภูมิใจของประเทศไทยผู้โดยสารที่บินไปทั่วโลกตอนนี้เครื่องบินของการบินไทยมีเหตุผลและ บริษัท ได้ยื่นฟ้องล้มละลายในปลายเดือนพฤษภาคม 2020 การล้มละลายครั้งนี้และการสูญเสียของสายการบิน ในฐานะที่เป็น บริษัท ของรัฐพวกเขาได้ตั้งคำถามเกี่ยวกับผลการดำเนินงานและอนาคตของ บริษัท อื่น ๆ ของรัฐไทยซึ่งรวมถึง บริษัท ที่ใหญ่ที่สุดบางแห่งด้วย ในช่วงเวลาของการใช้จ่ายภาครัฐที่เพิ่มขึ้นและความไม่แน่นอนเนื่องจากการแพร่ระบาดของโรครัฐบาลควรมองว่าสิ่งนี้เป็นจุดเปลี่ยนและเริ่มกระบวนการปฏิรูป

หนึ่งในเหตุผลที่สายการบินไทยรอดมาได้นานแม้จะไร้ประสิทธิภาพก็เพราะมันได้รับความคุ้มครองจากรัฐจนถึงสองทศวรรษที่ผ่านมา แต่ไม่สามารถตอบสนองต่อการแข่งขันที่เพิ่มขึ้น

สายการบิน «ติดเชื้อ»

สายการบินคาเธ่ย์แปซิฟิคและสิงคโปร์อยู่ภายใต้แรงกดดันเช่นกัน ทั้งสอง บริษัท พึ่งพาเที่ยวบินระหว่างประเทศเป็นอย่างมาก จากข้อมูลของ Goldman Sachs ผู้ประกอบการในเอเชียในฮ่องกงจะเสียการจราจร 5% เมื่อเทียบกับปี 2562 สำหรับ บริษัท สิงคโปร์การสูญเสียจะเป็น 2% จนถึงขณะนี้ในส่วนที่เหลือของโลกมี 6 บริษัท ที่ประกาศล้มละลายหรือหยุดกิจกรรมของตัวเองเนื่องจากผลกระทบของ Coronavirus ในหมู่พวกเขาเวอร์จิ้นออสเตรเลียสิ้นสุดวันที่ 21 เมษายน 2563 ภายใต้การควบคุมของรัฐบาลออสเตรเลียหลังจากที่รัฐบาลออสเตรเลียปฏิเสธคำร้องขอความเป็นผู้นำของ บริษัท เพื่อขอความช่วยเหลือจากรัฐ

องค์กรขนส่งทางอากาศระหว่างประเทศประมาณการว่าปริมาณการจราจรจะกลับสู่ระดับก่อนเกิดเหตุฉุกเฉิน Covid-19 ในปี 2566 เท่านั้นสายการบินคาเธ่ย์แปซิฟิคและสิงคโปร์แอร์ไลน์ก็อยู่ภายใต้แรงกดดันเช่นกัน สายการบินหลายแห่งได้ประกาศล้มละลายหรือระงับกิจกรรมการปรับโครงสร้างในส่วนที่เหลือของโลก พวกเขาประเมินว่าการขนส่งทางอากาศทั่วโลกจะกลับสู่ระดับก่อนเกิดเหตุฉุกเฉินภายในปี 2566

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PUBLISHER: Airgways.com
DBk: Thaiairways.com / Airgways.com / Nikkei.com / Afp.com / Wikiwand.com
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AW | 2020 06 17 15:33 | AIRLINES

Latam Airlines deja de operar en Argentina

Latam Airlines Argentina anunció formalmente que deja de operar en Argentina. Tras el impacto económico por la crisis sanitaria mundial nuevamente la compañía es otra víctima de la pandemia. Tras la entrada de Latam Airlines Group al Capítulo 11 de la Ley de Quiebras de Estados Unidos, la compañía iniciaba un proceso de reestructuración de la aérea chilena. Pero el alcance de los fuertes ajustes económicos introdujo nuevos cambios en las macroeconomías del grupo aéreo.

El management de la empresa de origen chileno-brasileño analizaba la situación frete a un nuevo capítulo post-pandemia. Las operaciones en Argentina no estaban afectadas en los ajustes del grupo, pero la expansión de la crisis económico-financiera de la compañía hicieron que la filial Argentina entrara en el radar de los próximos ajustes. Latam Group analizada la reducción de las operaciones de doce aeronaves actuales a cuatro aeronaves para mantener unos pocos destinos y no desarmar la empresa. Tras una evaluación de los números rojos de los últimos años, han permitido determinar el levantamiento de la filial Argentina.

Proceso salida

Con el anuncio de Latam Airlines de dejar las operaciones en Argentina, se inicia el proceso para cancelación de operador aéreo nacional (AOC) y levantar la base. Esa compañía tiene 1.715 empleados que quedarán sin trabajo. Solamente existirán las operaciones de Latam Airlines de las filiales chilena, peruana y brasileña para vuelos internacionales, no así en vuelos de cabotaje.

Latam Group acoge Capítulo 11

Los pasos de Latam Airlines Group se convirtieron en tema nacional en varios países. En Estados Unidos, la corporación se presentó en el llamado Capítulo 11 de la Ley de Bancarrotas americana, iniciando el proceso de Concurso Preventivo. Pero fuera de aquel paraguas protector del proceso quedaron las filiales en la Argentina, Paraguay y Brasil. Las posibilidades de acudir a la casa matriz a buscar asistencia financiera se estrecharon. Según el balance de 2019, ha perdido US$ 133,4 millones, un leve incremento de los US$ 132 millones del rojo de 2018. Mientras, en Brasil, ganó US$ 185,7 millones en 2019, y US$ 356 millones en 2018.

Los planes en la filial Brasil son expansivos, anunciando un acuerdo de código compartido con Azul Linhas Aéreas que incluirá inicialmente 50 rutas nacionales, que no se superponen, hacia y desde las ciudades de Brasilia, Belo Horizonte, Recife, Porto Alegre, Curitiba, Campinas y Sao Paulo.

Latam Argentina vs Gobierno

La aerolínea Latam Airlines Argentina ingresó al país en 2005, cuando derrapó el proceso de crear la primer aerolínea estatal Líneas Aéreas Federales, más conocida como LAFSA. Por varios conflictos político-empresarial, la crisis se instaló en aquel experimento y, ante la posibilidad de un monopolio de Aerolíneas Argentinas, autorizó la entrada de Lan Airlines en un proceso muy rápido se formalizaron los ingresos al mercado de Argentina. La filial aérea poseía 12 aeronaves Airbus A320-200 con una couta de mercado de alrededor de 18%.

El Gobierno al mando de Aerolíneas Argentinas/Austral Líneas Aéreas inició una etapa compleja con Latam Airlines. La confusión del Estado como operador comercial, regulador y contralor generaron un entramado difícil de sobrellevar. En los últimos tiempos, los ejecutivos de la compañía intentaron generar un diálogo más fluido con el Gobierno. Primero se anunció un recorte salarial de un máximo de 50% de los sueldos de los empleados de la línea aérea, mientras dure la emergencia por la pandemia. En todo el mundo le aprobaron el plan de crisis, pero en la Argentina fueron intimados por el Ministerio de Trabajo a pagar el 100% del sueldo. Con estas presiones a cuesta, la crisis se hizo efectiva eclosionando en el cierre de las operaciones en Argentina. La compañía iniciará un proceso preventivo de crisis para terminar la relación laboral con los empleados de la empresa, como así también una autorización del Ministerio de Trabajo.

Perspectiva mercado post-pandemia

El mercado aéreo doméstico en Argentina continúa modificándose en sincronía con los efectos de la crisis sanitaria y económica. El sertor de la aviación comercial continúa concentrándose en un número reducido de operadores posicionando a Aerolíneas Argentinas/Austral Líneas Aéreas en adelante con un 80% del mercado aéreo doméstico. Las low cost Flybondi y JetSmart Airlines Argentina captarán sustancialmente un aumento de la cuota de mercado. En cuanto a Austral Líneas Aéreas estiman poder orientarla como línea aérea low cost o sea absorbida en el proceso de sinergia con Aerolíneas Argentinas. Andes Líneas Aéreas han determinado el reinicio de sus operaciones permitiendo poder captar una mayor participación de las rutas de cabotaje.

Con la desaparición de Latam Airlines Argentina como operador aéreo local, el mercado continúa en un proceso de contracción donde es necesario establecer reglas claras para beneficio de los usuarios del transporte aéreo y permitir que el mercado estimule la pluralidad de compañías aéreas para beneficios de todos.

Latam Argentina leaves ops in the country

Latam Airlines stops operating in Argentina

Latam Airlines Argentina formally announced that it ceases to operate in Argentina. After the economic impact of the global health crisis, the company is again another victim of the pandemic. Following Latam Airlines Group’s entry into Chapter 11 of the United States Bankruptcy Law, the company began a process of restructuring the Chilean airline. But the scope of the strong economic adjustments introduced new changes in the macroeconomics of the airline group.

The management of the company of Chilean-Brazilian origin analyzed the situation in the face of a new post-pandemic chapter. Operations in Argentina were not affected by the group’s adjustments, but the expansion of the company’s economic-financial crisis made the Argentine subsidiary enter the radar of the next adjustments. Latam Group analyzed the reduction of operations from twelve current aircraft to four aircraft to maintain a few destinations and not disarm the company. After an evaluation of the red numbers of the last years, they have allowed determining the lifting of the Argentine subsidiary.

Output process

With the announcement of Latam Airlines to cease operations in Argentina, the process to cancel the national air operator (AOC) and lift the base begins. That company has 1,715 employees who will be unemployed. Only the operations of Latam Airlines of the Chilean, Peruvian and Brazilian subsidiaries will exist for international flights, but not for domestic flights.

Latam hosts Chapter 11

The steps of the Latam Airlines Group became a national issue in several countries. In the United States, the corporation filed in the so-called Chapter 11 of the American Bankruptcy Law, initiating the Preventive Bankruptcy process. But outside that protective umbrella of the process were the subsidiaries in Argentina, Paraguay and Brazil. The possibilities of going to the parent company to seek financial assistance were narrowed. According to the balance of 2019, it has lost US$ 133.4 million, a slight increase from the US$ 132 million of the red of 2018. While, in Brazil, it earned US$ 185.7 million in 2019, and US$ 356 million in 2018.

The plans in the Brazilian subsidiary are expansive, announcing a code share agreement with Azul Linhas Aéreas that will initially include 50 national routes, which do not overlap, to and from the cities of Brasilia, Belo Horizonte, Recife, Porto Alegre, Curitiba, Campinas and Sao Paulo.

Latam Argentina vs Government

Latam Airlines Argentina entered the country in 2005, when it skidded the process of creating the first state-owned airline, Líneas Aéreas Federales, better known as LAFSA. Due to various political-business conflicts, the crisis settled in that experiment and, faced with the possibility of a monopoly on Aerolineas Argentinas, authorized the entry of Lan Airlines in a very fast process, income to the Argentine market was formalized. The airline subsidiary owned 12 Airbus A320-200 aircraft with a market share of around 18%.

The Government under the command of Aerolíneas Argentinas/Austral Líneas Aéreas began a complex stage with Latam Airlines. The confusion of the State as a commercial operator, regulator and controller generated a framework that was difficult to cope with. In recent times, company executives have tried to create a more fluid dialogue with the government. First, a salary cut of a maximum of 50% of the salaries of airline employees was announced, for the duration of the pandemic emergency. Throughout the world they approved the crisis plan, but in Argentina they were intimidated by the Ministry of Labor to pay 100% of the salary. With these downward pressures, the crisis became effective hatching at the close of operations in Argentina. The company will initiate a crisis prevention process to end the employment relationship with company employees, as well as an authorization from the Ministry of Labor.

Post-pandemic market perspective

The domestic air market in Argentina continues to change in sync with the effects of the health and economic crisis. The commercial aviation sertor continues to focus on a reduced number of operators, positioning Aerolineas Argentinas/Austral Líneas Aéreas with 80% of the domestic air market. Low-cost Flybondi and JetSmart Airlines Argentina will substantially capture an increase in market share. As for Austral Líneas Aéreas, they estimate that they can guide it as a low cost airline or that it be absorbed in the process of synergy with Aerolíneas Argentinas. Andes Líneas Aéreas has determined the restart of its operations allowing to capture a greater participation of the cabotage routes.

With the disappearance of Latam Airlines Argentina as a local air operator, the market continues in a process of contraction where it is necessary to establish clear rules for the benefit of air transport users and allow the market to stimulate the plurality of airlines for the benefit of all.

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AW | 2020 06 15 19:14 | AIRLINES

All Nippon Airways retira su último Boeing 737-500

All Nippon Airways (ANA) está desprogramando su flota de Boeing 737-500, efectuando el último vuelo el 14 Junio 2020 con su última aeronave «Super Dolphin». La aerolínea japonesa ANA Wings se despidió de la última Serie 500, una versión de tercera generación de la familia Boeing 737.

El último vuelo realizó su trayecto de Fukuoka a Tokio/Haneda en condiciones de clima húmedo pero recibido por un grupo de admiradores para su recepción. El retiro del último avión Boeing 737-500 registrado como JA306K. El Boeing 737-500 matriculado JA306K se entregó a Air Nippon en 1999, una subsidiaria de corto alcance de ANA, que finalmente se fusionó con la marca principal de ANA. El avión formó parte de la flota principal de ANA desde 2003 hasta 2005, momento en el cual se trasladó a Air Next, una aerolínea de bajo costo propiedad de ANA. En total, el avión tenía más de 49.590 horas de tiempo de vuelo y 47.765 ciclos de presurización.

Super Dolphin

El apodo de este avión como «Super Dolphin» es porque algunos dicen que se parece al espíritu de los cetáceos. Según el sitio web japonés Aviation Wire, el avión tuvo un giro rápido y una sensación de velocidad, y es enérgico y amigable, características compartidas por los delfines. La compañía realizó un esquema de pintura del delfín como recordatorio de este apodo singular. Curiosamente, aunque las personas en algunas partes del mundo podrían referirse a los motores CFM56-3 del -500 como «bolsas de hámster», los japoneses le han dado su propia analogía, llamándola «tipo de bola de arroz».

Último vuelo

El avión Boeing 737-500 despegó de Fukuoka cuando el vuelo NH254 hacia Tokio/Haneda. En el Aeropuerto Fukuoka, se realizó una ceremonia en la puerta de embarque con el capitán del avión diciendo algunas palabras: «Puedo despegar y aterrizar en una pista corta, para poder ir a varios lugares desde Wakkanai en Hokkaido hasta Ishigaki en Okinawa en el sur», Capitán Seiji Oyama. Despegando a las 13:26 hs, el vuelo completamente reservado aterrizó en el Aeropuerto Tokio/Haneda y se estacionó en su puesto asignado a las 15:03 hora local. El tiempo total de vuelo fue de menos de 90 minutos.

Ahora que ANA Wings se despidió de su último Boeing 737-500. La aerolínea regional tiene 24 unidades de Bombardier Q400 en su flota, con seis más en orden. La aerolínea ha ordenado el Mitsubishi Spacejet MA90. Se esperaba recibir estos aviones para Marzo 2021, con retrasos adicionales en el programa de fabricación, aunque la fecha puede posponerse hacia delante.

ANA deprograms Boeing 737-500

All Nippon Airways withdraws its last Boeing 737-500

All Nippon Airways (ANA) is deprogramming its Boeing 737-500 fleet, making the last flight on June 14, 2020 with its latest «Super Dolphin» aircraft. Japanese airline ANA Wings said goodbye to the latest 500 Series, a third-generation version of the Boeing 737 family.

The last flight made its journey from Fukuoka to Tokyo/Haneda in humid weather conditions but received by a group of admirers for its reception. The recall of the last Boeing 737-500 aircraft registered as JA306K. The Boeing 737-500 registered JA306K was delivered to Air Nippon in 1999, a short-range subsidiary of ANA, which was eventually merged with ANA’s core brand. The plane was part of ANA’s core fleet from 2003 to 2005, at which time it was transferred to Air Next, a low-cost airline owned by ANA. In total, the aircraft had more than 49,590 hours of flight time and 47,765 pressurization cycles.

Super dolphin

The nickname of this airplane like «Super Dolphin» is because some say that it looks like the spirit of the cetaceans. According to the Japanese website Aviation Wire, the plane had a fast twist and a sense of speed, and is energetic and friendly, features shared by dolphins. The company performed a dolphin painting scheme as a reminder of this unique nickname. Interestingly, although people in some parts of the world might refer to the -500 CFM56-3 engines as «hamster bags», the Japanese have given it their own analogy, calling it «rice ball type».

Last flight

The Boeing 737-500 plane took off from Fukuoka when flight NH254 to Tokyo/Haneda. At Fukuoka Airport, a ceremony was held at the departure gate with the plane’s captain saying a few words: «I can take off and land on a short runway, so I can go to various locations from Wakkanai in Hokkaido to Ishigaki in Okinawa in the south», Captain Seiji Oyama. Taking off at 1:26 p.m., the fully booked flight landed at Tokyo/Haneda Airport and parked at its assigned position at 3:03 p.m. local time. Total flight time was less than 90 minutes.

Now that ANA Wings has said goodbye to its last Boeing 737-500. The regional airline has 24 Bombardier Q400 units in its fleet, with six more on order. The airline has ordered the Mitsubishi Spacejet MA90. These aircraft were expected to be received by March 2021, with additional delays in the manufacturing schedule, although the date may be postponed forward.

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AW | 2020 06 15 14:10 | AIRLINES

Cambio de nombre original a Pacific Airlines

La aerolínea de bajo costo de Vietnam Jetstar Pacific volverá a su antiguo nombre Pacific Airlines a medida que se buscan mayores sinergias con el 70% del propietario de Vietnam Airlines. El cambio de marca propuesto sigue a un acuerdo entre Vietnam Airlines y Qantas Group, que posee una participación minoritaria del 30% en Jetstar Pacific. Además, Jetstar Pacific cambiará sus reservas de Navitaire a Sabre, para coordinar mejor las reservas con Vietnam Airlines.

El Presidente de la renombrada aerolínea Pacific Airlines, Trinh Hong Quang, dice que la medida desbloqueará economías de escala y hará que la unidad de bajo costo sea más competitiva. «Con un mercado interno altamente competitivo en Vietnam y la interrupción causada por el coronavirus, es el momento adecuado para aprovechar la fortaleza y la escala de Vietnam Airlines en su mercado local. La racionalización de las funciones de clientes y reservas permitirá un mayor ahorro de costos y posicionará a la aerolínea para un futuro más sólido a medida que se alivien las restricciones de viaje internacional», dice el Director Ejecutivo del Grupo Jetstar Gareth Evans.

Vietnam Airlines agrega que la propiedad de Jetstar Pacific podrían existir cambios junto con Qantas Group que continúan revisando la estructura de la aerolínea de bajo costo y los futuros acuerdos de participación accionaria. La medida agrega credibilidad a los informes de los medios en Abril 2020 que sugirieron que Qantas estaba abierta a la idea de abandonar su participación accionaria en Jetstar Pacific, y que las conversaciones de ventas habían tenido lugar.

En el pasado, los ejecutivos de Vietnam Airlines y Jetstar Pacific han tendido a discutir la estrecha cooperación de la unidad de bajo costo Vietnam Airlines en el difícil mercado interno del país, en oposición a la colaboración con Qantas y otras aerolíneas del Grupo Jetstar.

En una entrevista de Airline Business de 2019, el Director Ejecutivo de Vietnam Airlines, Duong Tri Thanh, dijo que Jetstar Pacific era una parte clave de la estrategia de la aerolínea para tratar con rivales como VietJet Air en el competitivo mercado interno de Vietnam.

El cambio de nombre de Jetstar Pacific a Pacific Airlines está pendiente de aprobación regulatoria. La participación de Qantas en Jetstar Pacific data de 2007, cuando recibió la aprobación del gobierno vietnamita para comprar una participación del 30% en el operador, que luego era propiedad directa del Gobierno. En 2012, Vietnam Airlines se hizo cargo de la participación del 70% del gobierno. La flota de aeronaves de Jetstar Pacific opera 17 Airbus A320-200, de los cuales ocho están en servicio y siete en almacenamiento.

Vietnam JetStar returns denomination

Change of original name to Pacific Airlines

Vietnam low-cost airline Jetstar Pacific will revert to its old name Pacific Airlines as more synergies are sought with 70% of the owner of Vietnam Airlines. The proposed rebranding follows an agreement between Vietnam Airlines and Qantas Group, which has a minority stake of 30% in Jetstar Pacific. In addition, Jetstar Pacific will change its reservations from Navitaire to Saber, to better coordinate reservations with Vietnam Airlines.

The president of renowned Pacific Airlines, Trinh Hong Quang, says the move will unlock economies of scale and make the low-cost unit more competitive. «With a highly competitive domestic market in Vietnam and the disruption caused by the coronavirus, it is the right time to take advantage of the strength and scale of Vietnam Airlines in its local market. Streamlining customer and reservation functions will allow for further savings in costs and will position the airline for a stronger future as international travel restrictions are eased», says Jetstar Group CEO Gareth Evans.

Vietnam Airlines adds that the ownership of Jetstar Pacific could be changes along with Qantas Group that continue to review the structure of the low-cost airline and future shareholding agreements. The move adds credibility to media reports in April 2020 that suggested Qantas was open to the idea of ​​abandoning its stake in Jetstar Pacific, and that sales talks had taken place.

In the past, executives at Vietnam Airlines and Jetstar Pacific have tended to discuss the close cooperation of the low-cost unit Vietnam Airlines in the country’s difficult domestic market, as opposed to collaboration with Qantas and other Jetstar Group airlines.

In a 2019 Airline Business interview, Vietnam Airlines CEO Duong Tri Thanh said Jetstar Pacific was a key part of the airline’s strategy to deal with rivals like VietJet Air in Vietnam’s competitive domestic market.

The name change from Jetstar Pacific to Pacific Airlines is pending regulatory approval. Qantas’ stake in Jetstar Pacific dates back to 2007, when it received approval from the Vietnamese government to buy a 30% stake in the operator, which was later directly owned by the government. In 2012 Vietnam Airlines took over the government’s 70% stake. Jetstar Pacific’s fleet of aircraft operates 17 Airbus A320-200s, of which eight are in service and seven are in storage.

Việt Nam Jetstar trả lại tiền mệnh giá

Thay đổi tên ban đầu thành Pacific Airlines

Hãng hàng không giá rẻ Việt Nam Jetstar Pacific sẽ trở lại với tên cũ Pacific Airlines khi nhiều hiệp lực được tìm kiếm với 70% chủ sở hữu của Vietnam Airlines. Việc đổi thương hiệu được đề xuất theo thỏa thuận giữa Vietnam Airlines và Qantas Group, công ty có cổ phần thiểu số 30% tại Jetstar Pacific. Ngoài ra, Jetstar Pacific sẽ thay đổi đặt chỗ từ Navitaire sang Sabre, để phối hợp đặt chỗ tốt hơn với Vietnam Airlines.

Chủ tịch hãng hàng không nổi tiếng Pacific Airlines, Trịnh Hồng Quang, cho biết động thái này sẽ mở khóa quy mô kinh tế và khiến đơn vị giá rẻ cạnh tranh hơn. «Với một thị trường nội địa cạnh tranh cao ở Việt Nam và sự gián đoạn do coronavirus gây ra, đây là thời điểm thích hợp để tận dụng sức mạnh và quy mô của Vietnam Airlines tại thị trường địa phương. chi phí và sẽ định vị hãng hàng không cho một tương lai mạnh mẽ hơn khi các hạn chế du lịch quốc tế được giảm bớt», Giám đốc điều hành Tập đoàn Jetstar, Gareth Evans nói.

Vietnam Airlines cho biết thêm, quyền sở hữu của Jetstar Pacific có thể là những thay đổi cùng với Tập đoàn Qantas tiếp tục xem xét cấu trúc của hãng hàng không giá rẻ và các thỏa thuận cổ phần trong tương lai. Động thái này làm tăng thêm độ tin cậy cho các báo cáo truyền thông vào tháng 4 năm 2020 cho thấy Qantas đã cởi mở với ý tưởng từ bỏ cổ phần của mình tại Jetstar Pacific, và các cuộc đàm phán bán hàng đã diễn ra.

Trước đây, các giám đốc điều hành tại Vietnam Airlines và Jetstar Pacific đã có xu hướng thảo luận về sự hợp tác chặt chẽ của đơn vị giá rẻ Vietnam Airlines tại thị trường nội địa khó khăn của đất nước, trái ngược với sự hợp tác với Qantas và các hãng hàng không Jetstar khác.

Trong một cuộc phỏng vấn năm 2019 của Airline Business, Giám đốc điều hành của Vietnam Airlines, ông Dương Trí Thành cho biết Jetstar Pacific là một phần quan trọng trong chiến lược của hãng hàng không để đối phó với các đối thủ như VietJet Air tại thị trường nội địa cạnh tranh của Việt Nam.

Việc đổi tên từ Jetstar Pacific sang Pacific Airlines đang chờ phê duyệt theo quy định. Cổ phần của Qantas tại Jetstar Pacific bắt đầu từ năm 2007, khi nhận được sự chấp thuận của chính phủ Việt Nam để mua 30% cổ phần của nhà điều hành, sau này được chính phủ sở hữu trực tiếp. Năm 2012, Vietnam Airlines đã tiếp quản 70% cổ phần của chính phủ. Đội máy bay của Jetstar Pacific vận hành 17 chiếc Airbus A320-200, trong đó tám chiếc đang hoạt động và bảy chiếc đang được cất giữ.

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