DOCSLIB.ORG

The Spatial Effects of Domestic Aviation Deregulation: a Comparative Study of Australian and Brazilian Seat Capacity, 1986-2010

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Spatial Effects of Domestic Aviation Deregulation: a Comparative Study of Australian and Brazilian Seat Capacity, 1986-2010 The spatial effects of domestic aviation deregulation: A comparative study of Australian and Brazilian seat capacity, 1986-2010 KOO, TAY LOHMANN, GUI This is an abridged version of the paper presented at the conference. The full version is being submitted elsewhere. Details on the full paper can be obtained from the author. The spatial effects of domestic aviation deregulation: A comparative study of Australian and Brazilian seat capacity, 1986-2010 KOO, Tay; LOHMANN, Gui The spatial effects of domestic aviation deregulation: A comparative study of Australian and Brazilian seat capacity, 1986-2010 Abstract The aim of this paper is to examine the link between the volatility of aviation policy and the spatial evolution of air transport supply. We focus on the domestic aviation sector of two comparative cases – Australia and Brazil – each of which represents a large continental country with contrasting levels of policy volatility. We apply generalized entropy indices to measure the changing spatiality of air transport seat capacity over a 25-year period (1986-2010). We find evidence of a correlation between air transport policy volatility and spatiality. The study finds that the spatial evolution of Brazilian air transport capacity is governed by variations among very large airports, which are often subject to policy and regulatory intervention. In contrast, the distributional pattern of Australian airports was relatively stable and characterized by gradual and consolidative changes. Keywords: air transport policy volatility; spatial effects of aviation deregulation; Australia; Brazil; generalized entropy index 1. Introduction Globally, the new geography of air travel has been shaped by a number of forces, including the changing location of air travel demand, aircraft technology, capacity constraints in major airports and deregulation/regulation (O’Connor 2003, Derudder and Witlox 2009, Bowen 2010). In particular, spatial effects of aviation policy have been closely examined in the research literature; namely, from the perspective of accessibility (Chou 1993), the core-periphery pattern of development (Goetz and Sutton 1997), evolution of low-cost airline networks (Reynolds-Feighan 2001, Dobruszkes 2006), regional economic development (Papatheodorou and Arvanitis 2009), emergence and consolidation of airport hierarchy (Thompson 2002) and impacts on tourism (Costa et al., 2010), among others. Research in this domain encompasses, to a varying degree, the cause-effect relations between aviation policy (especially deregulation) and the spatial evolution of air transport. In regards to the spatial effects of aviation policy, differential experiences across geographic contexts are expected as the political and operating environments vary for airlines in different countries (e.g., Huber 2009, Shaw et al. 2009). Deregulation policy is formulated and implemented differentially in various countries, and this difference in contexts complicates the analysis of the spatial effects. One key contextual difference is volatility in aviation policy – defined here as the rapidity in which policy change from one direction to another (such as from deregulation to re- regulation). For example, Hooper (1998) shows that the Indian government often changed its regulatory guidelines at short notice, and partially contributed towards creating an environment that required continuous intervention after deregulation. 13th WCTR, July 2013 Rio de Jeneiro, Brazil 1 The spatial effects of domestic aviation deregulation: A comparative study of Australian and Brazilian seat capacity, 1986-2010 KOO, Tay; LOHMANN, Gui Developing nations where issues such as low air traffic density, infrastructure shortages, governmental financial constraints and lack of private investments are preponderant (Fayed and Westlake 2002) might expect greater policy uncertainty and volatility. This is supported by studies from other developing regions of the world, including countries in Africa (Akpoghomeh, 1999; Pirie, 2006), South America (Lipovich, 2012) and Southeast Asia (Rimmer, 2000). Against this background, this paper aims to examine the link between policy volatility and the spatial evolution of air transport supply. In the absence of an experimental design, the study focuses on two comparative cases, each representing contrasting levels of policy volatility. This paper provides an interpretative account of correlative evidence based on generalized entropy indices and the Gini index. Additionally, the paper adds to the existing body of research by introducing Australia and Brazil as comparative cases – two neglected regions in the study of the spatial effects of deregulation. 2. Domestic aviation in Australia and Brazil Comparative analyses have been widely employed in air transport studies, addressing airlines (Barbot et al., 2008), airports (Nijkamp and Yim, 2001; Oum et al., 2003; Wang et al., 2004), networks (Reynolds-Feighan, 2010) or countries as a whole (Lohmann et al., 2009). The similarities and differences between Australia and Brazil provide an opportunity to explore the reality of domestic aviation in two similarly large countries with respect to their geographic size as measured by their surface areas. The World Economic Forum Tourism and Travel Report (2009) shows that Australia exhibits the characteristics of a developed economy given its high GDP per capita, a population with a relatively high propensity to fly and a higher ranking in air transport infrastructure quality, among other indicators (Table 1). Both nations commenced deregulation of the domestic aviation sector around the same time period (Australia in 1990 and Brazil in 1992), which is useful for comparative purposes. However, in the years following deregulation, the two nations developed very different domestic aviation policy trajectories. These are briefly described below. Table 1 Key indicators: Australia and Brazil (source: compiled from World Economic Forum 2009). Australia Brazil Population (million) 20.6 191.3 GDP/Capita (US$) 36,225 9,703 Surface area (1,000 square km) 7,741 8,514 Quality of air transport infrastructure (world rank)* 19th 101st Airport density (airport per million people, world rank) 7.3 (4th) 0.6 (78th) Departures per 1,000 population (world rank) 17 (22nd) 3 (62nd) Domestic ASK (world rank) 1,388m (5th) 1,354m (6th) Note: *Based on Executive opinion survey (2007‐2008) (WEF 2009) In order to provide a systematic comparison of domestic aviation environments between Australia and Brazil, the following subsections discuss key considerations such as deregulation, competition, airport policies and safety issues in the period 1986-2010. 13th WCTR, July 2013 Rio de Jeneiro, Brazil 2 The spatial effects of domestic aviation deregulation: A comparative study of Australian and Brazilian seat capacity, 1986-2010 KOO, Tay; LOHMANN, Gui 2.1 Australia 2.1.1 Deregulation and re-regulation In October 1990, the Australian government-enforced duopoly on inter-state domestic aviation terminated. Constraints were removed from control of aircraft imports, the capacity allowed and supplied on trunk routes by airlines, the abolishment of the Independent Air Fares Committee in setting fare levels, and the entry/exit barriers to domestic trunk routes (BTCE 1991). 2.1.2 Competition During the period analyzed, domestic air transport competition in Australia can be divided into four main stages: • First wave of entry: 1990-1993 (Compass I and Compass II entry and exit within one year of operation); • Duopoly: 1994-1999 (Ansett and Trans-Australian, acquired by Qantas in 1996). It is argued that despite the failure of two new entrants, their effect on competition perpetuated because it fostered greater competition between the two incumbents (Sinha 2001); • Second wave: Impulse (1994-2000) and Virgin Blue (inaugurated in 2000) entered with a low-cost model. Impulse was absorbed by Qantas in 2000, while Virgin Blue was successful in cementing a position in the domestic aviation market, partly helped by the collapse of Ansett in 2001; • Third Wave: three more carriers entered the market (OzJet, Jetstar and Tiger) of which Jetstar (in 2004, as a subsidiary of Qantas) and Tiger (in 2007) cemented positions in the domestic market alongside Qantas and Virgin Blue. Forsyth (2001) has shown that Australian domestic airlines have improved in productivity during the 1990s and argued that the gains have been passed onto consumers, despite limited competition. While the same cannot be said for the years 2000-2010 due to data limitations, the combination of strong competition and the proliferation of low-cost carrier services (and the longevity of their presence in the market) may be indicative of improvements in airline efficiency. 2.1.3 Airport policies As part of a series of microeconomic reforms in many sectors of the economy, the Federal Airports Corporation (FAC) was established by the Australian federal government in 1988, administering 22 airports in the country (Hooper et al., 2000). All major airports managed by the FAC were eventually privatized in 1997 and 1998; Sydney airport, in 2002 (Kain and Webb 2003). Pricing caps were removed on aeronautical charges in most airports in 2002, while pricing reforms also took place in the air traffic control and airspace management services provided by Airservices Australia, which involved shifts toward user-based and cost-reflective pricing strategies (Kain and Webb 2003). 2.1.4 Safety Between 1999 and 2008, accidents (both fatal and non-fatal) fluctuated between
Load more

Recommended publications
  • Aviation in the Pacific International Aviation Services Are Crucial to Trade, Growth, and Development in the Pacific Region
    Pacific Studies Series About Oceanic Voyages: Aviation in the Pacific International aviation services are crucial to trade, growth, and development in the Pacific region. Improved access provided by international aviation from every other region in the world to an increasing number of islands is opening new opportunities. Tourism contributes substantially to income and employment in many Pacific countries, usually in areas outside of the main urban centers, and enables air freight services for valuable but perishable commodities that would otherwise not be marketable. Although some features of the Pacific region make provision of international aviation services a challenge, there have also been some notable successes that offer key lessons for future development. Case studies of national aviation sector experience show the value of operating on commercial principles, attracting international and OCEANIC V private-sector capital investment, assigning risk where it can best be managed, and liberalizing market access. Integration of the regional market for transport services, combined with harmonized but less restrictive regulations, would facilitate a greater range of services at more competitive prices. Pacific island country governments have the ability to create effective operating environments. When they do so, experience O shows that operators will respond with efficient service provision. YAGES: About the Asian Development Bank Av ADB aims to improve the welfare of the people in the Asia and Pacific region, IATI particularly the nearly 1.9 billion who live on less than $2 a day. Despite many success stories, the region remains home to two thirds of the world’s poor. ADB is O N IN THE PACIFIC a multilateral development finance institution owned by 67 members, 48 from the region and 19 from other parts of the globe.
    [Show full text]
  • U.S. Department of Transportation Federal
    U.S. DEPARTMENT OF ORDER TRANSPORTATION JO 7340.2E FEDERAL AVIATION Effective Date: ADMINISTRATION July 24, 2014 Air Traffic Organization Policy Subject: Contractions Includes Change 1 dated 11/13/14 https://www.faa.gov/air_traffic/publications/atpubs/CNT/3-3.HTM A 3- Company Country Telephony Ltr AAA AVICON AVIATION CONSULTANTS & AGENTS PAKISTAN AAB ABELAG AVIATION BELGIUM ABG AAC ARMY AIR CORPS UNITED KINGDOM ARMYAIR AAD MANN AIR LTD (T/A AMBASSADOR) UNITED KINGDOM AMBASSADOR AAE EXPRESS AIR, INC. (PHOENIX, AZ) UNITED STATES ARIZONA AAF AIGLE AZUR FRANCE AIGLE AZUR AAG ATLANTIC FLIGHT TRAINING LTD. UNITED KINGDOM ATLANTIC AAH AEKO KULA, INC D/B/A ALOHA AIR CARGO (HONOLULU, UNITED STATES ALOHA HI) AAI AIR AURORA, INC. (SUGAR GROVE, IL) UNITED STATES BOREALIS AAJ ALFA AIRLINES CO., LTD SUDAN ALFA SUDAN AAK ALASKA ISLAND AIR, INC. (ANCHORAGE, AK) UNITED STATES ALASKA ISLAND AAL AMERICAN AIRLINES INC. UNITED STATES AMERICAN AAM AIM AIR REPUBLIC OF MOLDOVA AIM AIR AAN AMSTERDAM AIRLINES B.V. NETHERLANDS AMSTEL AAO ADMINISTRACION AERONAUTICA INTERNACIONAL, S.A. MEXICO AEROINTER DE C.V. AAP ARABASCO AIR SERVICES SAUDI ARABIA ARABASCO AAQ ASIA ATLANTIC AIRLINES CO., LTD THAILAND ASIA ATLANTIC AAR ASIANA AIRLINES REPUBLIC OF KOREA ASIANA AAS ASKARI AVIATION (PVT) LTD PAKISTAN AL-AAS AAT AIR CENTRAL ASIA KYRGYZSTAN AAU AEROPA S.R.L. ITALY AAV ASTRO AIR INTERNATIONAL, INC. PHILIPPINES ASTRO-PHIL AAW AFRICAN AIRLINES CORPORATION LIBYA AFRIQIYAH AAX ADVANCE AVIATION CO., LTD THAILAND ADVANCE AVIATION AAY ALLEGIANT AIR, INC. (FRESNO, CA) UNITED STATES ALLEGIANT AAZ AEOLUS AIR LIMITED GAMBIA AEOLUS ABA AERO-BETA GMBH & CO., STUTTGART GERMANY AEROBETA ABB AFRICAN BUSINESS AND TRANSPORTATIONS DEMOCRATIC REPUBLIC OF AFRICAN BUSINESS THE CONGO ABC ABC WORLD AIRWAYS GUIDE ABD AIR ATLANTA ICELANDIC ICELAND ATLANTA ABE ABAN AIR IRAN (ISLAMIC REPUBLIC ABAN OF) ABF SCANWINGS OY, FINLAND FINLAND SKYWINGS ABG ABAKAN-AVIA RUSSIAN FEDERATION ABAKAN-AVIA ABH HOKURIKU-KOUKUU CO., LTD JAPAN ABI ALBA-AIR AVIACION, S.L.
    [Show full text]
  • Defendants European Aviation, Ltd. and European Skybus Ltd
    -CHE Capital Airline Engine Leasing LLC v. European Aviation Air Charter Ltd et al Doc. 19 E-FILED Monday, 18 October, 2010 10:08:43 AM Clerk, U.S. District Court, ILCD IN THE UNITED STATES DISTRICT COURT FOR THE CENTRAL DISTRICT OF ILLINOIS SPRINGFIELD DIVISION CAPITAL AIRLINE ENGINE ) LEASING, LLC., ) ) Plaintiff, ) ) v. ) No. 10-3105 ) EUROPEAN AVIATION AIR ) CHARTER LTD., EUROPEAN ) AVIATION, LTD., and ) EUROPEAN SKYBUS LTD., ) ) Defendants. ) OPINION This matter comes before the Court on Defendants European Aviation, Ltd. (Aviation) and European Skybus Ltd.’s (Skybus) Motion to Dismiss Plaintiff’s Complaint (d/e 13). For the reasons set forth below, the Motion is ALLOWED in part and DENIED in part. The claims against Aviation are dismissed for lack of jurisdiction, but Skybus’ Motion to Dismiss is denied. STATEMENT OF FACTS Aviation and Skybus move to dismiss for failure to state a claim and for lack of personal jurisdiction. For purposes of the Motion to Dismiss for failure to state a claim, the Court must accept as true all well-pleaded factual allegations contained in the Complaint (d/e 1) and draw all inferences in the light most favorable to Plaintiff Capital Airline Engine Leasing, LLC (Capital). Hager v. City of West Peoria, 84 F.3d 1 Dockets.Justia.com 865, 868-69 (7th Cir. 1996); Covington Court, Ltd. v. Village of Oak Brook, 77 F.3d 177, 178 (7th Cir. 1996). For purposes of the Motion to Dismiss for lack of personal jurisdiction, the Court must accept the jurisdictional allegations in the Complaint because Aviation and Skybus have not submitted any contravening affidavits.
    [Show full text]
  • 16325/09 ADD 1 GW/Ay 1 DG C III COUNCIL of the EUROPEAN
    COUNCIL OF Brussels, 19 November 2009 THE EUROPEAN UNION 16325/09 ADD 1 AVIATION 191 COVER NOTE from: Secretary-General of the European Commission, signed by Mr Jordi AYET PUIGARNAU, Director date of receipt: 18 November 2009 to: Mr Javier SOLANA, Secretary-General/High Representative Subject: Commission staff working document accompanying the report from the Commission to the European Parliament and the Council European Community SAFA Programme Aggregated information report (01 january 2008 to 31 december 2008) Delegations will find attached Commission document SEC(2009) 1576 final. ________________________ Encl.: SEC(2009) 1576 final 16325/09 ADD 1 GW/ay 1 DG C III EN COMMISSION OF THE EUROPEAN COMMUNITIES Brussels, 18.11.2009 SEC(2009) 1576 final COMMISSION STAFF WORKING DOCUMENT accompanying the REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT AND THE COUNCIL EUROPEAN COMMUNITY SAFA PROGRAMME AGGREGATED INFORMATION REPORT (01 January 2008 to 31 December 2008) [COM(2009) 627 final] EN EN COMMISSION STAFF WORKING DOCUMENT AGGREGATED INFORMATION REPORT (01 January 2008 to 31 December 2008) Appendix A – Data Collection by SAFA Programme Participating States (January-December 2008) EU Member States No. No. Average no. of inspected No. Member State Inspections Findings items/inspection 1 Austria 310 429 41.37 2 Belgium 113 125 28.25 29.60 3 Bulgaria 10 18 4 Cyprus 20 11 42.50 5 Czech Republic 29 19 32.00 6 Denmark 60 16 39.60 7 Estonia 0 0 0 8 Finland 120 95 41.93 9 France 2,594 3,572 33.61 10 Germany 1,152 1,012 40.80 11 Greece 974 103 18.85 12 Hungary 7 9 26.57 13 Ireland 25 10 48.80 14 Italy 873 820 31.42 15 Latvia 30 34 30.20 16 Lithuania 12 9 48.08 17 Luxembourg 26 24 29.08 18 Malta 13 6 36.54 19 Netherlands 258 819 36.91 EN 2 EN 20 Poland 227 34 39.59 21 Portugal 53 98 46.51 22 Romania 171 80 28.37 23 Slovak Republic 13 5 23.69 24 Slovenia 19 8 27.00 25 Spain 1,230 2,227 39.51 26 Sweden 91 120 44.81 27 United Kingdom 610 445 39.65 Total 9,040 10,148 34.63 Non-EU ECAC SAFA Participating States No.
    [Show full text]
  • JBM First Gen Boutiques
    MARKS AVIATION LLC PREMIUM AIRLINE SYNOPSES REVISED SEPTEMBER 2008 First Generation Regional Independent Boutiques The first pioneers in the boutique segment were Air One and Midway Metrolink. Both started service in 1983 and introduced the concept of affordable premium service that appealed to cost-conscious business and affluent leisure passengers. Both were ultimately unsuccessful but lay the foundation for Midwest Express, the boutique airline that started operations in 1984 and continues today. Air One (1983-1984) Air One pioneered the boutique model of first-class service for coach prices. Its Boeing 727-100 aircraft were configured with 76 seats instead of the 119 typically found on the aircraft type, offering wide seats but not significantly more legroom than coach on other airlines. Air One emphasized cabin service, with four flight attendants serving hot meals. Air One started operations on April 1, 1983 with service from St. Louis, using a fleet of four aircraft to serve Newark, Washington, Dallas and Kansas City. Because Air One started its operation with service from St. Louis, a critical hub for TWA, competitive response was immediate. TWA cut its First Class fares from $385 to $202 and its Economy Class fare from $242 to $182 round-trip. While Air One reported requiring a 42% load factor to break even, the airline struggled to achieve both yield and load factor targets. In the first months of service the airline averaged 30% occupancy. Unlike TWA, Air One offered limited flight frequency, a factor that impacted its ability to capture business traffic. Air One's operational strategy previewed later entrants in the boutique segment.
    [Show full text]
  • LDWC Perth Visitor Information
    VISITOR INFORMATION VISITOR INFORMATION BOOKLET CONTENTS GENERAL FACTS 2 GETTING HERE 4 ON ARRIVAL 5 PERTH TRANSPORT 6 PERTH SERVICES 7 MEDICAL INFORMATION & PLACES TO EAT 8 TRAINING FACILITIES 9 BIKE HIRE 10 CITY OF PERTH MAP 11 1 GENERAL FACTS Language The official language of Australia is English. Population Located in the southwest corner of Australia, Perth is the capital city of Western Australia, Australia’s largest state, with a population of approximately 1 million people. Climate With more hours of sunshine than any other Australian capital city, Perth enjoys a true Mediterranean climate. This means that for most of the year, the weather is fine and sunny, and even during the short mild winter the sun is often shining. It is because of these endless summers that many Perth activities revolve around the outdoors. Seasonal average temperatures are Months Average max temp Average min temp Average rain °C °C (days/mth) Summer Dec, Jan, Feb 30 17 1.5 Autumn Mar, Apr, May 26 14 5.5 Winter June, July, Aug 19 8 14 Spring Sept, Oct, Nov 23 12 6.5 Regardless of whether it is warm or a little on the chilly side in Perth, strong UV rays means that spending time outdoors without wearing sunscreen can lead to sunburn. If you are planning a day of outdoor activities, it is recommended you wear a hat and apply a high factor sunscreen. Currency The Australian Dollar ($ AUD) is the official currency in Australia and is standard across all Australian states. Click here for current conversion rates.
    [Show full text]
  • Travel Guidelines
    National Evolutionary Synthesis Center 2024 W. Main St., Suite A200 Durham, NC 27705 USA http://www.nescent.org 919-668-4551 11 Jan 2012 dw NESCent Travel Guidelines The following information is an overview of your travel plans for your trip to NESCent. Please also see our NSF/NESCent Travel Policies section. 1. Federal Employees Please contact your NESCent Logistics Coordinator (Danielle Wilson at [email protected] or 919-668-4545 or Stephanie Risbon at [email protected] or 919-668-4551) immediately if you are a Federal employee. 2. Travel Arrangements Your airfare will be billed directly to NESCent. As a condition of your invitation to participate in any NESCent event, we ask that your travel plans be ticketed two months prior of your arrival. Any travel booked within one month of your arrival must be approved by the Director of NESCent. In some circumstances, particularly for international travel, we may request that you extend your stay to include a Saturday night. In addition, our travel agent has been instructed to search for lower-cost airfares for all attendees. NESCent cannot guarantee the reimbursement of any travel arrangements made through a non- NESCent travel agent. Attendees wishing to make their own travel plans should seek approval prior to making any financial commitments. In addition, the National Science Foundation requires that we use U.S. air carriers and coach class. If you are a Federal employee, please contact your NESCent Logistics Coordinator immediately before arranging your airline travel. 3. Hotel Information NESCent will pay for your room and tax only.
    [Show full text]
  • Use CTL/F to Search for INACTIVE Airlines on This Page - Airlinehistory.Co.Uk
    The World's Airlines Use CTL/F to search for INACTIVE airlines on this page - airlinehistory.co.uk site search by freefind search Airline 1Time (1 Time) Dates Country A&A Holding 2004 - 2012 South_Africa A.T. & T (Aircraft Transport & Travel) 1981* - 1983 USA A.V. Roe 1919* - 1920 UK A/S Aero 1919 - 1920 UK A2B 1920 - 1920* Norway AAA Air Enterprises 2005 - 2006 UK AAC (African Air Carriers) 1979* - 1987 USA AAC (African Air Charter) 1983*- 1984 South_Africa AAI (Alaska Aeronautical Industries) 1976 - 1988 Zaire AAR Airlines 1954 - 1987 USA Aaron Airlines 1998* - 2005* Ukraine AAS (Atlantic Aviation Services) **** - **** Australia AB Airlines 2005* - 2006 Liberia ABA Air 1996 - 1999 UK AbaBeel Aviation 1996 - 2004 Czech_Republic Abaroa Airlines (Aerolineas Abaroa) 2004 - 2008 Sudan Abavia 1960^ - 1972 Bolivia Abbe Air Cargo 1996* - 2004 Georgia ABC Air Hungary 2001 - 2003 USA A-B-C Airlines 2005 - 2012 Hungary Aberdeen Airways 1965* - 1966 USA Aberdeen London Express 1989 - 1992 UK Aboriginal Air Services 1994 - 1995* UK Absaroka Airways 2000* - 2006 Australia ACA (Ancargo Air) 1994^ - 2012* USA AccessAir 2000 - 2000 Angola ACE (Aryan Cargo Express) 1999 - 2001 USA Ace Air Cargo Express 2010 - 2010 India Ace Air Cargo Express 1976 - 1982 USA ACE Freighters (Aviation Charter Enterprises) 1982 - 1989 USA ACE Scotland 1964 - 1966 UK ACE Transvalair (Air Charter Express & Air Executive) 1966 - 1966 UK ACEF Cargo 1984 - 1994 France ACES (Aerolineas Centrales de Colombia) 1998 - 2004* Portugal ACG (Air Cargo Germany) 1972 - 2003 Colombia ACI
    [Show full text]
  • Annual Report 2006
    Qantas Annual Report attention to detail 2006 annual report 2006 our big picture is all about the detail Over the past 85 years, Qantas has grown from a small outback fl ying operation to one of the world’s most successful airlines. The Qantas story is one of technical innovation, commercial achievement and community contribution. This success, and our reputation for safety and world-class service, are due in no small part to the passion and dedication of generations of Qantas people for whom no detail is too small. page 3 Report from the Chairman and Chief Executive Officer page 11 Qantas page 19 Jetstar page 22 Fleet page 25 Qantas Engineering page 26 Associated Businesses page 33 Community page 36 Board of Directors page 41 Corporate Governance Statement page 45 Performance Summary page 68 Financial Report 2 report from the chairman and chief executive officer Qantas was named one of the world’s top airlines in the prestigious Skytrax World Airline Awards, the world’s largest airline passenger survey. We have held the number two ranking in 2005 and 2006 while some strong competitors experienced a fall in their survey ratings – an impressive achievement that demonstrates Qantas is well established amongst the world’s top quality airlines. To our fellow shareholders Running an airline business presents enduring challenges. One of our major goals in 2006/07 will be to progress the Segmentation process, transitioning our businesses from cost At the time of Qantas’ Jubilee in 1970, Qantas was dealing with centres to profi t centres to establish a platform upon which 42 unions, costs were rising – including huge oil price increases – they will compete internally for capital, based on their competition was fi erce, there were security concerns following performance and returns.
    [Show full text]
  • My Personal Callsign List This List Was Not Designed for Publication However Due to Several Requests I Have Decided to Make It Downloadable
    - www.egxwinfogroup.co.uk - The EGXWinfo Group of Twitter Accounts - @EGXWinfoGroup on Twitter - My Personal Callsign List This list was not designed for publication however due to several requests I have decided to make it downloadable. It is a mixture of listed callsigns and logged callsigns so some have numbers after the callsign as they were heard. Use CTL+F in Adobe Reader to search for your callsign Callsign ICAO/PRI IATA Unit Type Based Country Type AASCO KAA Asia Aero Survey and Consulting Engineers Republic of Korea Civil ABAIR BOI Aboitiz Air Philippines Civil ABAKAN AIR NKP Abakan Air Russian Federation Civil ABAKAN-AVIA ABG Abakan-Avia Russia Civil ABAN ABE Aban Air Iran Civil ABAS MRP Abas Czech Republic Civil ABC AEROLINEAS AIJ ABC Aerolíneas Mexico Civil ABC Aerolineas AIJ 4O Interjet Mexico Civil ABC HUNGARY AHU ABC Air Hungary Hungary Civil ABERDAV BDV Aberdair Aviation Kenya Civil ABEX ABX GB ABX Air United States Civil ABEX ABX GB Airborne Express United States Civil ABG AAB W9 Abelag Aviation Belgium Civil ABSOLUTE AKZ AK Navigator LLC Kazakhstan Civil ACADEMY ACD Academy Airlines United States Civil ACCESS CMS Commercial Aviation Canada Civil ACE AIR AER KO Alaska Central Express United States Civil ACE TAXI ATZ Ace Air South Korea Civil ACEF CFM ACEF Portugal Civil ACEFORCE ALF Allied Command Europe (Mobile Force) Belgium Civil ACERO ARO Acero Taxi Mexico Civil ACEY ASQ EV Atlantic Southeast Airlines United States Civil ACEY ASQ EV ExpressJet United States Civil ACID 9(B)Sqn | RAF Panavia Tornado GR4 RAF Marham United Kingdom Military ACK AIR ACK DV Nantucket Airlines United States Civil ACLA QCL QD Air Class Líneas Aéreas Uruguay Civil ACOM ALC Southern Jersey Airways, Inc.
    [Show full text]
  • Fl.!A 300 Seraices Inthe Queensland Outback Ii 1920
    flldort Founded by Weshrind Avialjon, and tvro Firsr Nations. 14 x Bombardler CRJ70G701ER Ak Pacific (46.3%),o€rge star (45.04%), letstar pacitic Dalton (DAY) .ln b.s lnlemationa (18%), QaftasLink(%), Arink (100%), Jerslar A r*€F P€sldeirt & Chiei Execliive,.,,.,,,,,,.,.............-..-.Dennis co[ (100%), Ausrrariai Airlines (100%). Jetoonnecr (1oo%), VPFinance...........................-.........-...........RickPhitipenko Easten Australia Air ines (100%), Sunstaie An ines (1OO%), 3 x ATR 42-300 Cdb lvl.hotrL 2, Edm.b Po?Bco, Ptaitr 5, Canlo d6 te! E\press Frcighte6 Alstratia (100%) 2lo4il Madn4 &rcbE, sr.ttr Alllanc.. Oneworld, Aer Lingus, Aero Tmpics A r Seftices, An 4 x BeechcBft KirE Air 200 Iol +34 91 418 8700 F'I +34 91 418 8769 Caln, Ai.Chlna, Air France, An Niugin,An pacifc, A r Iahiti 1 x Cessna 560 Citation U tra Enall pulifi ar uEi@pullrontu€iicm Nui, Air vanuatu, Aimorth, Ataska Airt nes, Asiana Anti.es, il.ln b.s $skatoor John c. Diefenbaker tnternationa W.btb. ww.pullmantu€iicnm Ch na Eastem Anlines, EVA Aii Horizon Ai( Japa. Airiines (YXE) Servlco.Chartei passenger i.rematlonal, lntemational, Jet Ain4"ys, letstar Ai$€ys, lMaiev, l4exicana, ltu! Regiia (YQR) hrtnl ord.nl..tlon/.h.rohol.i.r3 Roy?l Caribbean Oret Airli.es, South Afi can AiMsys, SunstaG Antines, cruises {100%) D'lo op€Ellor! d.n d./une 2003 Drt€ opoEtloll. drn€d 3 December 1922 PO lor 290:10, H.ng.f St ,tohrb tnt rnattoMt 4 AtrFn, D€*rlDllor Longhaul chads operatoi serving Caribbean D€*rlptloo Pr.nc p€ ALrrahan atr rne sefrrng ove 40 4djor St JohB, tl.rbudto.t & Labr.don 585, pnmailyfeediig Ar C.md.
    [Show full text]
  • Section 1: Introduction
    PERTH AIRPORT MASTER PLAN 2020 PERTH AIRPORT MASTER Master Plan 2020 APRIL 2020 12 Section 1: Introduction Perth Airport is Australia’s western hub linking Western Australia to the rest of the state, country and world. Perth Airport is a vital infrastructure asset for Western Australia. PERTH AIRPORT MASTER PLAN 2020 13 SECTION 1: INTRODUCTION Every five years, Perth Airport develops a Perth’s metropolitan community is inextricably linked to its master plan to comply with the Commonwealth airport. The distances between major population centres make Airports Act 1996. The master plan outlines air travel, and Perth Airport, indispensable to the people of Perth Airport’s development plans for a 20-year Western Australia and to the State’s economic, social and planning period. cultural development. The growth of Perth is driven by Western Australia’s emergence as a global resources centre. This has spurred Perth’s 1.1 Perth Airport population growth to just over two million in 2017. The Western Perth Airport is Australia’s western hub and is Western Australia’s Australian Government’s strategic planning documents primary link to the rest of Australia and the world. It operates anticipate that the population in the Perth and Peel region will 24 hours a day, seven days a week, and is a vital public transport reach 3.5 million by 2050. infrastructure facility. This growth has driven significant infrastructure development in As the fourth-largest domestic and international airport in Perth, particularly new road and rail transport infrastructure. Australia by passenger volume, Perth Airport is currently Additional transport infrastructure is under construction by the serviced by more than 30 international, intrastate and interstate State Government, including the Forrestfield-Airport Link (FAL).
    [Show full text]