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A345_Leadership

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Everything posted by A345_Leadership

  1. Com quase metade da frota longhaul desativada, é de esperar o cancelamento para o Brasil. Se manter GRU 3x já está no lucro.
  2. E um site bem genérico, com endereço de uma sala em Orlando e as subsidiárias não existem.
  3. O que eu gostei da nova empresa é sua ambição de se tornar membro da Star Alliance.
  4. Sim, é a região Vicente de Carvalho. Não sei se é perigosíssimo, mas digamos que não agradável. E isto influenciará muito. De Campinas para Santos de carro leva 2h20 pelo Rodoanel e sistema Anchieta-Imigrantes, de ATR levaria uns 20 minutos? Porém para sair do aeroporto para Santos ou passa por Vicente de Carvalho e pega balsa ou faz via Piaçaguera, que dá uma volta imensa, mas ambos levam entre 50-60 minutos. Precisa chegar em Viracopos, mais x minutos, e fazer todos os procedimentos. No final fica a mesma coisa que d carro. E quem for de avião terá que pagar estacionamento, táxi ou uber nas duas pontas. Fora o custo. Portanto, a questão de sair do aeroporto é importante, se não houver uma proposta de lanchas ligando com Santos a capacidade de atrair pessoas é limitada. Agora, quem está fora da RMC e RMSP o voo fica atrativo, como RAO/PPB-VCP-SSZ, SDU-SSZ-CWB.
  5. Institucionalizado?! Caramba não sabia disso. Tenho certeza que alguns estavam "muito felizes" com tchu-tchu.
  6. Infraero realiza intervenções estruturais no Aeródromo Civil Metropolitano de Guarujá A Infraero deu início, nesta semana, as obras para a melhoria da estrutura do Aeródromo Civil Metropolitano de Guarujá. Os trabalhos são fruto um contrato firmado entre o órgão a a prefeitura, e visam colocar o espaço em pleno funcionamento. Na última segunda-feira (29), foram concluídas as manutenções do farol rotativo e da biruta. A concessionária já havia feito o serviço de roçada na lateral da pista principal, de taxiamento e no pátio de aeronaves. O próximo passo será a manutenção da alimentação do balizamento luminoso e suas bases, visando o funcionamento do aeródromo também no período da noite. Em seguida, será necessário colocar em testes o sistema de geradores de energia, que deve garantir o restabelecimento da comunicação e mantendo a operação normal, mesmo diante de uma queda de energia elétrica. Em conjunto, também está sendo providenciado o registro do aeródromo junto à Agência Nacional de Aviação Civil (Anac) e estão sendo feitas as consultas prévias para licenciamento ambiental por meio da Companhia de Meio Ambiente do Estado de São Paulo (Cetesb). Acordo O aeródromo fica sob controle do município e com a gestão e operação aos cuidados da Infraero, que será uma prestadora de serviços pelos próximos 12 meses. As tratativas entre Prefeitura e a empresa pública nacional começaram no início deste ano. A Infraero administra, atualmente, 55 aeroportos em todo o Brasil. O acordo prevê três etapas para colocar o aeródromo em funcionamento. A primeira, que está em andamento, consiste em registrar o espaço junto à Anac e as obras de recuperação da pista, para colocá-la em condições de receber os primeiros voos. Na segunda fase, será viável a operação de jatos particulares e voos executivos. Nesse período, também será solicitada uma licença para operação de aeronaves de médio porte, como os aviões modelo ATR. Já na terceira etapa, a Prefeitura e a Infraero buscarão recursos do Fundo Nacional de Aviação Civil (FNAC) para concretizar a operação comercial no local, com a construção de um terminal de passageiros, novos hangares e demais estruturas físicas, possibilitando a implantação de voos comerciais com grandes aeronaves como Airbus 319 e Boeing 737, para os principais destinos do Brasil
  7. Olhando as notícias, a forma de como estava sendo feito a modelagem da nacionalização da TAP, percebe-se que o ranço do governo era com o DN.
  8. July 3, 2020 IATA, via its May-2020 Air Passenger Analysis, stated (01-Jul-2020) Brazil was the only domestic market in May-2020 where the annual fall in capacity (-91.1%) broadly matched the contraction in demand (-93.1%). Its load factor was the highest amongst the key domestic routes (71.2%) and also fell less dramatically than in the other main domestic markets (down 11pp). https://blueswandaily.com/iata-brazil-only-domestic-market-where-capacity-and-demand-falls-were-matched/
  9. Não é simplesmente deixada lá sem nenhuma proteção. Os sistemas vitais são protegidos por capas, tem vistorias regulares e o clima seco do deserto é perfeito pela baixa umidade, protegendo mais a célula. Poderiam montar um aeroporto desse no Nordeste brasileiro, atendendo a América do Sul.
  10. American and 4 Other Airlines Reach Loan Agreements With US By The Associated Press July 2, 2020 Updated 11:25 a.m. ET DALLAS — American Airlines and four smaller carriers have reached agreement with the government for billions more in federal loans, a sign of the industry’s desperate fight to survive a downturn in air travel caused by the virus pandemic. The Treasury Department said Thursday that it had signed letters of intent for new loans to American, Spirit Airlines, Frontier Airlines, Hawaiian Airlines and SkyWest Airlines. All the leading U.S. airlines had previously accepted a combination of grants and loans to help cover payroll costs through Sept. 30. These five are the first carriers to accept loans from a separate $25 billion kitty that Congress set aside under a $2.2 billion measure to help companies hurt by the pandemic. American Airlines said it signed a term sheet with Treasury for a $4.75 billion loan, which would be in addition to $5.8 billion that Treasury has already agreed to extend to American. “We have to complete some legal work to reach a definitive credit agreement, but we expect to finalize that loan during the third quarter,” American CEO Doug Parker and President Robert Isom said in a note to employees. They said the additional loan would give American liquidity of about $15 billion. American is generally considered the financially weakest of the largest U.S. airlines, having entered the pandemic with the largest amount of debt. Isom said in May that the airline was considering using its AAdvantage frequent-flyer program as collateral for a federal loan. Details about terms of the new loans for American and others were not immediately clear. The Treasury Department said it would post documentation within 72 hours of the agreements becoming final — which, judging from American's comments, could be weeks from now. Analysts believed interest in the second batch of federal loans would be lower because of the terms — including giving the government a potential ownership stake — and the availability of money from private sources. Major carriers including American, United, Delta and Southwest have raised billions in available cash on the private credit market. Treasury Secretary Steven Mnuchin said his department was still talking with other airlines about loans and hopes to reach agreements as soon as possible. Air travel within the United States fell about 95% from March 1 through mid-April. It has recovered slowly since then, but the number of airline passengers is still about 75% below year-ago numbers. Investors gave a muted reaction to Treasury's announcement. Shares of American Airlines and its three closest competitors — Delta, United and Southwest — rose between 1% and 2% in morning trading. https://www.nytimes.com/aponline/2020/07/02/business/bc-us-virus-outbreak-airlines-loans.html?partner=IFTTT
  11. Tenho uma visão do DN em sobre a relação com os funcionários, mas aí é outra história. Mas do ponto de vista de estratégia, ele tinha uma proposta clara: transformar a TP e LIS em ponto de conexão entre EUA, Europa, Brasil e África. Hoje, com a nova geração de jatos narrow com alcance intercontinental e até mesmo a concessão de aeroportos no Brasil faz com que o projeto dele seja transferido para outro lugar. Os EUR 55 milhões significam nada diante do conhecimento que ele teve do mercado europeu e da dinâmica da TAP no seu maior mercado: Brasil. Isto lá para 2030, mas aos poucos as rotas podem ser lançadas. Em 2000 a Copa tinha 3 semanais para São Paulo, 10 anos depois eram 2 ou 3 diários. Vamos ver quem será o gestor. Se for alguém do setor e com experiência, beleza. Senão... Será que resgatarão Fernando Pinto?
  12. July 2, 2020 Azul CEO John Rodgerson commented on the use of technology to replace business travel (Folha, 25-Jun-2020). Mr Rodgerson stated: “It will have an impact… But do you think the guy in Cuiaba will do anything on Zoom? The guy from the agro-industry will seal business through Zoom? Travelling is part of the business”. https://blueswandaily.com/azul-technology-will-have-limited-impact-on-business-travel/
  13. Aeromexico fails to escape fate of its larger Latin peers Government support for airlines during the COVD-19 pandemic has been patchy, and the have and have nots are emerging as the crisis wears on. Latin America has been a laggard in offering financial packages to airlines as the virus spreads rapidly through the region, and as a result, two of the area’s largest airlines – Avianca and LATAM Airlines Group – have sought Chapter 11 bankruptcy protection. The government of Latin America’s second largest aviation market, Mexico, seems unlikely to offer support to the country’s airlines, and now Mexico’s only full service operator, Aeromexico, will seek to reorganise under Chapter 11. An analysis by IATA shows that Latin America has been the least supportive of airlines during the COVID-19 pandemic, which has created historical and unprecedented drops in demand. The virus struck Latin America later than other regions in the world and Brazil, Peru and Chile are battling cases numbers that are trending in the wrong direction. IATA has calculated that Latin governments have offered airlines in the region just 0.8% of 2019 revenues, compared with 14% globally and 25% in North America. In a matter of weeks, two of Latin America’s largest airline groups – Avianca and LATAM Airlines Group – have filed for Chapter 11 bankruptcy protection. LATAM was in better financial shape than Avianca before the crisis, but the sudden and unexpected cash burn that LATAM and other airlines have faced was too much for the airline to endure without government aid. Delta Air Lines, which has recently taken a 20% stake in LATAM Airlines Group and holds 49% of Aeromexico, has previously said that “while it was disappointing to see, none of the Latin American countries LATAM operates in was prepared to provide them government financial support to this point – which necessitated the decision to file”. Mexico's airlines have stressed the need for support from the government... During the COVID-19 crisis Mexico’s airlines have been stressing that they require financial support to create war chests of cash to withstand the vaporisation of demand created by COVID-19. Previously, Aeromexico CEO Andrés Conesa stated that the airline needed liquidity support due to financial markets being distorted. “It is very difficult to put a price on the renewals of debt in these very uncertain conditions…and it’s very difficult to price any debt issuance in the public markets”, he explained. See related report: COVID-19 Mexico’s airlines - government support and/or consolidation? Enrique Beltranena, the CEO of Mexico’s largest domestic airline, ULCC Volaris, previously told CAPA TV that “something that is important is that we are not envisioning the government coming to restructure or do a sabotage of our airlines”. “We are just requiring specific aid packages related to credit that can help us support the process of not having revenues in the following months. So we are not envisioning government subsidies in any way in the short term or the long run.” Volaris CEO update on CAPA TV in Apr-2020 Source: CAPA Mexico's government refuses aid to airlines; Aeromexico seeks Chapter 11 after failing to build liquidity Despite the rationale offered by Aeromexico and Volaris about the need for federal financial support, Mexico’s government seems unmoved by those arguments. Shortly after the outbreak, Mexico’s President Andres Obrador was quoted in La Política stating that the government would not assist Aeromexico, noting that he would not return to neo-liberal era politics. As recently as last week, Aeromexico had actively attempted to counter speculation that it would be forced to seek Chapter 11 bankruptcy protection, stating that it was examining options to improve its financial position and stressed that it had not initiated, nor taken the decision to initiate, a Chapter 11 restructuring process. At the end of Mar-2020 Aeromexico had approximately USD563 million in cash, which was 19.9% of the company’s total annual revenues. Moody’s had estimated that the company’s cash fell to approximately USD490 million at the beginning of May-2020. The ratings agency calculated that Aeromexico had USD400 million in maturities due through 31-Mar-2020, and USD260 million in estimated annual lease payments. Approximately USD180 million of those maturities are mandatory payments without flexibility to refinance or renegotiate, said Moody’s. Aeromexico was obviously trying to avoid becoming the third full service airline in Latin America to seek Chapter 11 bankruptcy protection. But the fall came quickly. On 30-Jun-2020 Aeromexico CEO Andres Conesa was forced to announce: "We expect to utilise the Chapter 11 process to strengthen our financial position, obtain new financing and increase our liquidity, and create a sustainable platform to succeed in an uncertain global economy". Aeromexico had followed United's lead in seeking to leverage its loyalty programme The airline had reached an agreement with its Club Premier loyalty programme (PLM) partner Aimia to raise some liquidity. Aeromexico owns 51% of the programme and Aimia holds the remaining stake. PLM has agreed to provide Aeromexico with a USD50 million loan and USD50 million in pre-purchases of award tickets. The company had taken steps to cut its monthly cash burn in half, and was working on a slew of initiatives to raise up to USD400 million in additional liquidity, including sale and leaseback transactions and financing from export credit agencies, but sadly nothing materialised. Demand had remained severely depressed – Aeromexico’s passenger levels plummeted by 92% year-on-year in May-2020 - and there was little obvious prospect of improvement. In its bankruptcy filing, Aeromexico stressed it implemented several initiatives to generate additional liquidity to protect its cash position, but the negative effects of COVID-19 on passenger demand were more "persistent than expected", and "these efforts have been insufficient to guarantee that the company can continue its operations without undergoing a major restructuring process in the benefit of all its stakeholders". Aeromexico could not escape the fate of its larger airline peers in Latin America There is no denying that airlines in Latin America face a disadvantage in working to build liquidity during the COVID-19 crisis. That lack of government support has resulted in large airlines in the region making the tough decision to seek Chapter 11 bankruptcy protection. Aeromexico was working to avoid making that tough decision, and despite feverish attempts to avoid the fate of its full service airline peers in Latin America, the mountain was just too hard to climb. https://centreforaviation.com/analysis/reports/aeromexico-fails-to-escape-fate-of-its-larger-latin-peers-528847
  14. Só falta revelar quem são os investidores árabes. Será que são os mesmos da Vasp? É melhor deixar uma Deskjet de prontidão.
  15. Quem vai gostar é a UA, forte nos dois mercados, sendo um deles hub da companhia.
  16. É incrível como em alguns países o Estado é omisso quando precisa e interfere quando não precisa. O caso da TAP é exemplo claro. As companhias aéreas estão perdendo dinheiro e fazendo de tudo para segurar a sangria, querem ter aportes do Estado como uma garantia, não significa que vai queimar os milhões ou bilhões emprestados. Diria que é uma carta de crédito. Agora chega Portugal e vai gastar o que não tem para comprar algo que não precisa e o pior, vai assumir uma bucha que não sei se eles terão fôlego para aguentar. Dito isto, é possível imaginar vários cenários para a TP+AD, afinal elas pretendem/assinaram uma joint-venture (todos os cenários pensados a partir de 2023 antes que alguém fale da COVID...): 1 - A JV continua e vão buscando sinergias, com a AD mantendo Portugal como mercado central na Europa, porém uma relação menos intensa do que pretendiam; 2 - Mantém o mínimo da JV e cada uma vai para seu canto. A Azul vai buscar outros mercados para entrar, como LON, MAD, PAR e FCO, convenhamos, são para onde os brasileiros mais vão na Europa. Não é loucura imaginar VCP-PAR, VCP-FCO e VCP-LON; 3 - Sem JV e a Azul tenta montar um hub em REC, se trazer A321LR consegue fazer LIS, MAD e BCN, e com os A332 fazer PAR e MAD. Pior, a AD pode querer pegar parte do tráfego EUA-África que a TAP tem. JFK-REC-JNB é pouco maior que JFK-LIS-JNB, com a vantagem do primeiro ser feito por A321LR; 4 - Neeleman e Cia. Ltda. teve acesso a caixa preta da TP, sabe quais os mercados a TP leva mais brasileiros; 5 - Se o code-share AD+LTM avançar, significará que toda a rede europeia poderá ser feita via GRU; 6 - De início, por causa da COVID, recessão, demora de recuperação, a TAP ficará em 5 mercados (GRU, GIG, FOR, REC e SSA), os outros dependerão de muitas variáveis e por que não surgir casos excepcionais (LIS-MCZ-NAT-LIS de A321LR, LIS-BSB-CNF-LIS, etc)? USD 55 mi não pode significar muita coisa para o DN, mas o conhecimento que adquiriu do mercado europeu, da TAP e por se livrado de uma dívida que pode virar impagável, pode ser que ele tenha feito o melhor negócio de sua vida.
  17. A El Al vem pleiteando ajuda estatal, porém parece que de um lado quer que a ajuda seja de empréstimo, o outro como aumento de capital.
  18. Branson Adds Funds into Virgin Atlantic July 01 by James Field LONDON – The Virgin Group, run by Sir Richard Branson, has placed a £200m package of immediate funding into its airline division, as part of its race to raise £1bn. It is understood that this is going to contribute towards the closing stages of its financial discovery mission. Around £400m of shareholder support has also been committed by Delta Air Lines (DL), which owns a 49% stake in the carrier. OTHER INVESTMENT FIRMS The £200m invested into Atlantic follows a commitment by Davidson Kempner Capital Management to provide around about the same amount as the Virgin Group into the carrier, too. On top of this, other investment firms such as Centerbridge Partners, who had previously dropped out of the financing of the carrier, have got back in touch with the airline and added a late proposal that could bring some more money into the carrier as well. According to Bloomberg, the Virgin Group Board of Directors are due to meet this Friday to discuss the funding agreement and to determine whether it will be approved or not. GOVERNMENT INVESTMENT On top of this, it is unclear if the UK Government will place any investment into the debt-stricken carrier as well. Previously, the Chancellor of the Exchequer, Rishi Sunak said in March that airlines should explore all options before turning to the government for support. “We would expect all companies to be pursuing all possible actions to preserve cash and maximise liquidity, including engaging with shareholders, lenders and the markets and utilising all available assets and facilities.” It is understood that most of the money raised by Branson has come from selling shares in his Virgin Galactic Holdings firm. Any private financing will not affect the structure of equity balances between the two sides, so the motion is expected to pass without any hindrances. REFINANCING NEGOTIATIONS Virgin Atlantic earlier this year announced plans to close its base at London Gatwick, and cut 3,150 jobs as well as retire the rest of its Boeing 747-400 fleet. At the moment, the airline is currently negotiating with creditors including aircraft lessors for the refinancing of certain financial asset deals, which could free up around £250 million in spare cash flow. It will ultimately be interesting to see how Friday will go for the airline, and whether such financing plans will be approved or whether the UK government may need to intervene on matters. https://airwaysmag.com/airlines/branson-adds-funds-into-virgin-atlantic/
  19. Aeromexico Files for Chapter 11 June 30 by Helwing Villamizar MIAMI – Aeromexico (AM) announced today it had begun restructuring under Chapter 11 proceedings, joining Chile’s LATAM Airlines (LA) and Colombia’s Avianca (AV) as the COVID-19 pandemic continues to take its toll on the industry. As the third Latin American airline to file for bankruptcy protection, AM says that it has done so voluntarily and expects to keep serving its customers and double the number of domestic flights and quadruple those of international ones as compared to June. The company does not expect “any changes to employees’ day-to-day job responsibilities, and employees will continue to be paid and receive benefits in the ordinary course of business.” BANKRUPTCY AFTER A BAILOUT AFTER A RUMORED BANKRUPTCY Back in April, the Mexican airline sought a state liquidity support line. But Latin American governments have refused to bail out airlines, and the Mexican state was no different in that regard. However, on June 29, Canadian investment company Aimia Inc. gave AM an additional US$50m advance from PLM through pre-purchases of award tickets, provided with the execution of the amendments to the commercial agreement PLM and AM came to, bringing the total support to US$100m. The deals came after rumors circulated that the Mexican airline was considering filing for Chapter 11 bankruptcy protection in the United States, which caused the airline’s stock to tank. At the time, the airline brushed off the rumors as just that. In hindsight, it now seems that reality does take the longest to realize. ADDITIONAL PREFERENTIAL FINANCING As part of the restructuring process known as “debtor-in-possession” or “DIP financing,” the Mexican carrier is also in talks to obtain new preferential financing. Aeromexico is optimistic that it will finalize formal DIP financing agreements that, together with the cash it now has and the approval by the Court, will provide the adequate liquidity to satisfy its obligations in the future. Delta Air Lines (DL) owns a 49% stake in AM and a 20% stake in LATAM; their combined bankruptcy proceedings put the investment of the U.S. airline at risk of value reductions that could go from bad to nill. https://airwaysmag.com/airlines/aeromexico-files-for-chapter-11/
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