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Found 9 results

  1. As the bond rate inversion curve appeared on 14-Aug-2019 in the US and the UK, Wall Street headed rapidly south. A number of other countries have already this experienced inversion for a while. And in Germany, the world’s fourth largest economy, GDP growth rate went into reverse in 2Q2019. Does this mean recession is coming, or even imminent? Air freight numbers have been steadily falling for nearly a year. They used to be good forward indicators of where the world economy is headed, but not so much in recent years. Passenger traffic growth too has slowed markedly in the past year. Global trade conflict is creating uncertainty and aviation is inevitably caught up in that. So are we heading for trouble, and if so, when? Air Freight is not only an economic indicator, but a large revenue earner Especially for airlines in Asia Pacific, freight contributes considerably to overall revenues. And, since late-2018, the freight downturn has hit almost all regions, as this IATA chart shows. Freight tonne kilometres (FTKs) fell nearly 5% y-o-y in Jun-2019, the eighth consecutive month for negative annual growth. FTK growth by region, Jan-2016 to Jun2019 Source: IATA Economics The aggregated figure shows this emerging trend clearly, as the seasonally adjusted line tracked down since late 2018. Freight Tonne Kilometre growth 2014-2019 Source: IATA Economics Uncertainty is the killer ingredient for trade and investment There are conceivably two factors involved in this air freight trend: a broad slowing in many economies, cooling imports and exports, and the flow on impact of the accelerating trade dispute. In this mix, uncertainty is the common and increasingly dominant feature. Uncertainty leads to reluctance to invest and that, simply and predictably, flows down the line. President Trump’s recent threat to impose higher duties on a range of Chinese exports can be imagined as having a similar effect to that in a three mile long freight train, when the driver slams on the breaks. All down the train there is a thud-thud-thud as each truck hits the one in front of it, each creating disruption. Then, when the driver suddenly pushes the train back into fast forward, the process is repeated in reverse, thud-thud-thud, with each impact creating repercussions for every part of the supply chain. Those repercussions translate to bankruptcy for some in the supply chain, as payments and commitments become more unpredictable. Strong passenger growth of recent years is slowing fast Passenger number growth has slowed in most markets, notably Europe; 5.4% is still healthy growth but it is trending downwards. Only Latin America, Africa and Asia Pacific were up, month over month. International passenger traffic growth, year to May-2019, by region* *by airline region of registration Source: IATA Economics World markets have been skittish for some time Most of the world’s stock markets take their lead from Wall Street, which in turn is a fair reflection of the world’s most powerful economy. And, fuelled by tax reductions and low interest rates, that economy has been growing strongly for over a year. More recently, as the trade war has escalated, direct and collateral damage has spread through the world economy. The 14-Aug-2019 800-point fall in the Dow was the worst single day drop of the year, although the second worst fall, of 768 points had occurred the previous week. Recent behaviour has been for a quick recovery on the following day. And the index is still well above where it started the year and happily in front of the mini-slump in Jun-2019. The Dow Jones Index performance 1-Jan-2019 to 14-Aug- 2019 Source: google But some US airline stocks have had a less positive year Despite a solid profit performance in recent years, and professed expectations that high profitability would continue indefinitely, investors have been less kind to the US majors. American notably has borne the brunt of negative sentiment. American Airlines Group share price performance 1-Jan-2019 to 14-Aug- 2019 United Airlines share price performance 1-Jan-2019 to 14-Aug- 2019 Delta has been a standout, and even when the overall market came down 3%, managed to sustain a slightly smaller fall. Delta Air Lines share price performance 1-Jan-2019 to 14-Aug- 2019 And JetBlue too has been a strong performer, caught in the day's downdraft. JetBlue share price performance 1-Jan-2019 to 14-Aug- 2019 Globally, the airline share price picture is somewhat gloomier When viewed against generally strong overall share markets, the airline sector has clearly come off its highs of 2017 and 2018, when oil prices were low and traffic was stimulated by lower fares. Lufthansa has disappointed, down over 25% since Jan-2019. Meanwhile, by contrast, the DAX Index is up nearly 10% over 2019. Lufthansa share price performance 1-Jan-2019 to 14-Aug- 2019 Battered by Brexit, the International Airlines Group share price is down by one third for the year. There may be more to come, as B-Day looms. IAG share price performance 1-Jan-2019 to 14-Aug- 2019 Oddly enough, despite its weak marketplace performance, Air France-KLM's stock has performed relatively well, compared with its European airline neighbours. Air France-KLM share price performance 1-Jan-2019 to 14-Aug- 2019 In Asia, steep competition and recent trade insecurity have taken their toll on airline share prices Although performing sluggishly in 2019, Singapore Airlines has been relatively unaffected by the US uncertainty of the night before. Singapore Airlines share price performance 1-Jan-2019 to 15-Aug- 2019 Cathay however has other problems in the short term, as well as being a victim of the freight downturn, a significant earner for the airline. Its share price is down nearly 6% on the day following the Dow’s 3% fall. Cathay Pacific share price performance 1-Jan-2019 to 15-Aug- 2019 Asia’s largest international airline by passenger numbers is being affected by stern competition in the marketplace. AirAsia share price performance 1-Jan-2019 to 15-Aug- 2019 Meanwhile, China’s major airlines are being impacted by slowing overall economic growth in the country. They have however not been greatly affected by the overnight falls on Wall St. Air China share price performance 1-Jan-2019 to 15-Aug- 2019 China Eastern share price performance 1-Jan-2019 to 15-Aug- 2019 The major airline in the South Pacific, Qantas, dominates its domestic market and until now economic conditions have held up well. But here again, investor fragility in the face of growing uncertainty is evident with its post-Wall Street performance, on 15-Aug-2019. Qantas share price performance 1-Jan-2019 to 15-Aug- 2019 LATAM is spread across several Latin American countries and tends to reflect not only the growing level of competition, but also the strength of the region’s economy. Argentina’s rapid slump manages to pollute some of its neighbours too, notably Brazil, its largest trading partner. The size of the airline’s share price fall on 14-Aug-2019, more than twice the Dow’s drop, illustrates the sensitivity of investors towards the region’s airline market. LATAM share price performance 1-Jan-2019 to 14-Aug-2019 Preparing for stormy weather It may be that the markets will rebound quickly. Recent performance would suggest something of a rebound on Wall Street. But the volatility of the share market and a growing degree of pessimism, especially outside the US, means that any prudent airline will be looking to create a buffer in the event of a slowing in demand. https://centreforaviation.com/analysis/reports/whats-going-on-in-the-world-economy-and-where-is-aviation-heading-488084
  2. The Executive Board of Deutsche Lufthansa AG is informing investors and analysts today about the further development of its airline strategy. The planned actions should sustainably enhance Lufthansa Group’s value creation. A key element is a comprehensive set of measures to turn around Eurowings, which should be returned to profit as swiftly as possible and sustainably generate value for shareholders. To enable shareholders to participate more substantially in the Group’s results, the current dividend policy shall be changed. In future, 20 to 40% of the Group’s net income should be regularly distributed to shareholders. In the medium term, the Group aims to raise its free cash flow to at least EUR 1 billion a year. Various planned actions will be presented to analysts and investors today. These include: Eurowings turnaround: a clear focus on short-haul point-to-point operations Eurowings long-haul: transfer of commercial responsibility to the Network Organization Eurowings flight operations: less complexity and higher productivity through a reduction to one AOC in Germany Eurowings fleet: standardization on the Airbus A320 family Eurowings costs: a 15% reduction in unit costs (CASK) by 2022 Brussels Airlines: no integration into Eurowings and closer alignment to the Network Airlines (further details in the third quarter of 2019) Brussels Airlines: turnaround plan in the third quarter of 2019 Network Airlines: innovations in sales and distribution to make a structural growth contribution to raising unit revenues by 3% by 2022 Network Airlines: continuous 1 to 2% annual reduction of unit costs. “With the airlines in our Group we are excellently positioned in our home markets, which are among the strongest in the world,” says Carsten Spohr, Chairman of the Executive Board & CEO of Deutsche Lufthansa AG. “Our Group’s service companies are also world leaders in their fields. We want to translate this market strength even more consistently into sustainable profitability and value creation. And it is to this end that we are presenting concrete actions today which will enhance our efficiency and generate value for our shareholders. Because we don’t just want to be Number One for our customers and our employees: we want to be the first choice for our shareholders, too.” The presentations of today’s Capital Markets Day will be available online here today from 10:30 CEST onwards. https://newsroom.lufthansagroup.com/English/Newsroom/lufthansa-group-informs-investors-and-analysts-at-its-capital-markets-day/s/a51c5ddf-768a-419f-b562-db4c3fbd9fef
  3. A Lufthansa concluiu a operação comercial de seu mais antigo Airbus A320 Autor: avianews.com - 29/05/2019 1491 Em 29 de maio, a Lufthansa concluiu a operação comercial de seu mais antigo Airbus A320 com o registro do D-AIPA. Voo LH1005 aeronave levou os últimos passageiros de Bruxelas para Frankfurt. Um dia antes, o avião, apelidado de Papa Alpha nas duas últimas cartas de seu registro, fez um vôo de despedida de 2 horas sobre a Alemanha, fazendo passes baixos sobre o aeroporto de Hamburgo e o aeródromo da Airbus em Hamburgo. A320 D-AIPA lançado em 1989 na fábrica da Airbus em Toulouse. Tornou-se a 69ª aeronave produzida deste tipo e a primeira aeronave com registro alemão, que usava a tecnologia fly-by-wire, quando era controlada não por cabos enviando comandos aos aviões, mas por fios na forma de sinais elétricos. A aeronave é de propriedade da Lufthansa e todo o tempo desde a transferência de 13 de outubro de 1989 continuamente voado apenas na companhia aérea. Na frota da companhia aérea alemã, recebeu o nome de "Buxtehude" - em homenagem à cidade alemã de Buxtehude, na Baixa Saxônia. Na Lufthansa, observa-se que a história de quase 30 anos de voos faz desse A320 a força motriz mais fiel da companhia aérea e um símbolo de competência em voo e engenharia. Ao longo das décadas, este A320 tornou-se próximo do coração de muitos trabalhadores e passageiros, disse a Lufthansa. A partir de 28 de maio, a aeronave realizou 56.979 voos com uma duração de 71.397 horas. 30 de maio, o avião realizará seu último vôo - será um vôo técnico para a Bulgária. Com base na Lufthansa Technik Sofia, a aeronave extrairá peças que podem ser usadas no futuro. Aproximadamente em meados de junho, o processo de transferência de propriedade será completado com a conclusão correspondente da carreira de voo do Papa Alpha como um avião.
  4. May 22, 2019 There has been a lot of talk recently about airlines investing in airports. Is it a new trend? Is it even manageable? Well, the CAPA – Centre for Aviation Global Airport Investors Database highlights that it is a not a new phenomena and lists some 40 airlines worldwide that are investors in airports, or have been, or (have) aspire(d) to be; including the likes of Lufthansa. Lufthansa is probably the most notable of all, as well as being the largest, having a 5% stake in Fraport, one of the world’s leading airport operators and investors, which at least permits it some influence over Fraport’s decisions made in respect of Frankfurt International airport, its home base. Other than Lufthansa there are two other large airlines currently making the news for their efforts to take control of airports, in their own country or abroad. The first is Kenya Airways, which last year launched an audacious attempt to operate Nairobi Jomo Kenyatta International airport, by establishing a holding company, under the terms of a 30-year concession contract with Kenya Airports Authority. Following stiff opposition it became a proposal for a public-private-partnership instead but the Parliamentary Transport Committee rejected the takeover all the same. The airport argues the airline has neither the money nor the resources to run it while the airline warned of defective infrastructure at the airport which would risk Kenya losing its position as Africa’s aviation hub if unattended to. The other is Qatar Airways. The Gulf giant has been talking since 2018 to Russian authorities with regard to signing a concession agreement for Moscow Vnukovo Airport. It could be completed in 1H2019. At the other end of the scale are airlines such as Bangkok Airways of Thailand, a regional carrier that built and manages its own airports at Koh Samui, Sukhothai, and Trat. It isn’t finished yet. Its president Puttipong Prasarttong-Osoth has said the carrier aims to construct one new airport in Thailand and one in a neighbouring country, entering a JV with local investors for the project outside Thailand. The airports are necessary given the congestion of air traffic and the potential for routes that, “other competitors are yet to realise.” The European equivalent is Eastern Airways, a regional carrier which invested heavily in Humberside Airport in the UK several years ago when Manchester Airports Group quit that facility. There is no single region of the world where such practices are more popular than others but it does seem to have caught on in Southeast Asia, where VietJet Air, Vietnam Airlines, Jetstar Pacific (all Vietnam) Lao Central Airlines, AirAsia, Garuda Indonesia, Pacific Pearl Airways (as a start-up airline), and Thai Airways have at one time or another applied for the rights to operate one or more airports, in their own country or abroad, and either alone or in consortium with airport operators and investors. They are actually everywhere. Argentinean budget start-up FlyBondi for example presented a 15-year concession proposal for El Palomar Airport, a military facility in the Buenos Aires suburbs, outlining a USD30 million investment for the construction of a new terminal at the airport. It opted to use the airport as its main base anyway, irrespective of the fact that only three flights a day were permitted. El Palomar is currently operated by Aeropuertos Argentina 2000. At the other end of the scale in Brazil, Azul Airlines went after a 1% share in Campinas Viracopos airport, the maximum holding it was allowed as an airline under Brazilian law. Meanwhile, in Africa, Comair tried to save the old Durban Airport by taking it over, but failed to do so. There is no common theme as to why so many airlines have sought to enter the airport business, and still do so today. In most cases it is because they want to protect themselves where decision-making is concerned. Airlines and airports operate in different time zones, the former generally having a shorter-term outlook than the latter. Alternatively (and sometimes additionally) it is because they do not have faith in either the government or the airport operators in their own countries in particular to invest in new or upgraded airports, to match their expansion. That is particularly true in Southeast Asia where governments have also found it difficult to attract foreign investors. https://blueswandaily.com/airlines-investing-in-airports-theres-actually-more-than-youd-think/
  5. 07 MARCH, 2019 SOURCE: FLIGHT DASHBOARD BY: LEWIS HARPER BRUSSELS https://www.flightglobal.com/news/articles/oleary-joins-klm-europes-airline-chiefs-pick-fant-456435/ Many a true word is spoken in jest, they say. That phrase was perhaps pertinent during the closing chief executive panel at the A4E Summit on 6 March. "Imagine you could take over the airline of one of your co-panellists for one week. Which one and why?" asked moderator Richard Quest, to laughter from an expectant audience. Lufthansa chief executive Carsten Spohr was first to respond. "I would take Willie's job because I am jealous of his home market in London," he replies in reference to IAG's British Airways, playing it relatively safe. IAG chief Willie Walsh did not chose such a safe answer, however, instead picking a topic that his often been the subject of industry rumours. "I would take KLM and spend that week convincing them that they should be part of IAG," he says. But Walsh won't be doing a job swap with KLM chief executive Pieter Elbers. Instead, the latter says he fancies the idea of running a low-cost competitor. "I would take Ryanair and I would show customers that they could really have an enjoyable journey if they pay a few pounds more," he states. This prompts Ryanair chief Michael O’Leary to rethink his answer. "I’ve changed my mind in the last few seconds. I was originally going to say Carsten so I could [experience] what it feels like to own Germany, Austria and Switzerland," O’Leary says. "[but] I’ve changed [to KLM], so that I can encourage the Dutch government to buy more of Air France," he continues, in reference to earlier comments that state investment in an airline is bad for the respective business and therefore benefits Ryanair. And what of EasyJet’s chief executive, Johan Lundgren? "I’d take all of them," he says, to more laughs from the audience. "I noticed that nobody wanted to take [EasyJet]," he then observes, adding that he had decided to take that as "a massive compliment". https://www.flightglobal.com/news/articles/oleary-joins-klm-europes-airline-chiefs-pick-fant-456435/ _____________________________________________ E trazendo para cá, qual empresa você comandaria por uma semana?
  6. Deutsche Lufthansa AG is exploring options including a sale for LSG Sky Chefs, the catering arm that serves planes, trains and the International Space Station, according to people with knowledge of the matter. The German airline is working with advisers to review the business, according to the people, who asked not to be identified because the information is private. Other possibilities include a combination with a competitor or selling a stake to a partner, they said. Airline catering is growing more slowly than overall air traffic, as short-haul flying outpaces longer routes and budget carriers gain market share. With travelers increasingly unwilling to pay for food on shorter hops and airlines pressuring suppliers on costs, caterers have been branching out into supplying trains and supermarkets to make up for lost business. Deliberations are at an early stage, and Lufthansa isn’t running a formal sale process, according to the people. It could still opt to retain its ownership of LSG Sky Chefs, the people said. A representative for Lufthansa declined to comment. MEETING TARGETS Lufthansa shares rose 0.8 percent to 19.10 euros at 2:09 p.m. in Frankfurt trading after earlier gaining as much as 3 percent, the biggest intraday jump since July. LSG Group’s sales were little changed last year at 3.2 billion euros and earnings before interest and taxes fell to 45 million euros from 60 million euros in 2016, according to the company’s annual report. The group, based in Neu-Isenburg near Frankfurt, produced 696 million meals in 2017, according to its website. Lufthansa told investors in July that cost cuts and higher fares would help it reach full-year targets, after disruption from storms and air-traffic-control strikes hurt second-quarter earnings. The carrier has struggled to integrate aircraft it took over from failed rival Air Berlin Plc, while higher fuel costs have been a source of concern. SPACE FOOD Sky Chefs was founded by American Airlines in the 1940s and merged with Lufthansa’s own LSG division in a series of transactions through 2001. The combined business grew to become the world’s largest airline caterer, before later being overtaken by Swiss rival Gategroup Holding AG. The firm has also developed specialized food for astronauts on the International Space Station designed to minimize potentially hazardous crumbs, taste good in space and have a long shelf life, LSG Sky Chefs said in a May blog post. Deal activity has been heating up among firms providing support services to the aviation industry. Temasek Holdings Pte agreed in July to invest in HNA Group Co.’s Gategroup. Brookfield Asset Management Inc. is in advanced talks to buy Swissport International, the baggage handler also owned by HNA, Bloomberg News reported this month. Lufthansa previously sought a buyer for LSG Sky Chefs, hiring an investment bank in late 2012 to solicit interest, people with knowledge of the matter said at the time. That search, which came at a time when the carrier was shedding ancillary businesses, didn’t result in a transaction. It has also previously weighed an initial public offering of the unit. –With assistance from Elisabeth Behrmann, Christopher Jasper and Eyk Henning. ©2018 Bloomberg L.P. This article was written by Aaron Kirchfeld, Joyce Koh, Manuel Baigorri and Richard Weiss from Bloomberg and was legally licensed through the NewsCred publisher network. Please direct all licensing questions to legal@newscred.com. https://skift.com/2018/10/17/lufthansa-group-may-sell-its-catering-arm-as-in-flight-food-demand-dwindles/
  7. Antes de começar, vale notar que quando escrevi esse FR o C-Series da Bombardier ainda não se chamava Airbus A220, portanto, me referi ao avião com sua designação original durante todo o FR, afinal, à época da viagem, sequer se falava em A220. Feita a breve introdução, vamos ao reporte! Voar pela primeira vez num modelo é uma experiência e tanto para nós entusiastas, não é mesmo? Fazia algum tempo que eu não vivia um momento desses tendo em vista a miríade de 737s e A32S que voam mundo afora. Talvez até em razão disso, eu já vinha querendo experimentar algo novo pelos ares, especialmente pela viagem que eu faria para a fábrica da Boeing, como vocês podem ver no FR que postei sobre o voo com a Alaska Airlines (que ocorreu pouco mais de um mês antes deste aqui relatado). A oportunidade surgiu assim: três amigos meus marcaram uma espécie de mochilão pela Europa, passando pela Holanda, Bélgica e finalizando em Berlim. Fiquei empolgadíssimo com a ideia, mas eu não poderia ficar tanto tempo quanto eles, então resolvi encontra-los na última etapa da aventura, em Berlim, cidade inédita no meu log. Meus amigos voaram somente de KLM, mas eu queria algo novo e diferente, algo que eu nunca tinha feito. Analisando as possibilidades de chegar e sair de Berlim, tendo em vista que uma conexão seria necessária nos dois sentidos, fechei o seguinte itinerário: 21/12/2017 GRU-ZRH Swiss A340-300 HB-JMH 22/12/2017- ZRH-TXL Swiss CS300/A220-300 HB-JCB 29/12 TXL-FRA Lufthansa A321 D-AISF 29/12 FRA-GRU Lufthansa 747-8 D-ABYJ O voo até Zurique foi tranquilo, com excelente serviço e conforto extremo, vou colocar algumas fotos desse voo e um pouco de GRU também, só pra ilustrar, e depois vamos dar um fast forward até o desembarque e como foi a conexão em Kloten. O tempo total de conexão era de 50 minutos e desde o início isso já me angustiava um pouco. Desembarquei em ZRH na manhã de 22 de dezembro e rapidamente passei pela imigração que, amém, estava vazia. Por sinal, foi a imigração mais fácil e cordial que já passei, inclusive com o agente da imigração falando um ótimo português lusitano comigo. O caminho dos portões internacionais para o terminal A, de onde partiria meu voo para Berlim, é um pouco longo, mas o aeroporto é muito bem sinalizado, tendo sido realmente muito fácil encontrar o portão do meu voo. Bônus para o trem subterrâneo que tem umas telas com imagens meio que em 3D (talvez não seja 3D, mas tive a impressão de ser diferente de um 2D normal) de paisagens típicas suíças, bem como um mugido ao final da viagem. Sim, um mugido de vaca. Bem engraçado. Quando cheguei no portão, uma grata surpresa: embarcaríamos em uma remota e minha ansiedade, que já estava à mil, foi a um milhão. Eu queria muito voar no C-Series e nos dias anteriores esse voo tinha sido operado por Fokker 100 e Embraer 190 da Helvetic, e CS100, CS300, A319/20/21 da Swiss. Tudo ótimo e maravilhoso a bordo do busão da remota, enquanto passávamos por todos esses modelos que citei acima. A cada um que passava eu pensava UFA!!. kkk Quando finalmente paramos ao lado de um avião foi que a empolgação tomou conta. Nem o frio e nem o vento seriam capazes de ofuscar o brilhantismo do meu primeiro encontro face to face com o belíssimo C-Series da Swiss, matrícula HB-JCB. Como cheguei de uma conexão apertada, creio que fui um dos últimos a embarcar. Fui saudado por um comissário extremamente simpático, que me chamou pelo meu sobrenome, e disse We were waiting for you, sir. How was your flight from São Paulo? estávamos esperando por você, senhor. Como foi o seu voo de São Paulo?. Uau, ótima recepção! O comissário então me levou ao meu assento, perguntando se eu aceitaria o café da manhã que seria oferecido logo após a decolagem. O prato servido, conforme a explicação do comissário, seria um salmão defumado a uma maneira tipicamente suíça, preparado nos vapores de algum geyser ou coisa do tipo, sei lá eu, além de queijos e uma sobremesa. Não sei vocês, mas eu não dispenso esse tipo de oferta, então prontamente disse que OF COURSE que eu quero esse café da manhã!! Fiquei bem surpreso com a atitude do tripulante, nem no voo internacional, que já foi um show de mimos, recebi tanta atenção. Mas ainda ia melhorar. Aboletado em meu assento, prendi minha GoPro na janela para captar a decolagem, que segue abaixo: https://youtu.be/x07S8OqIKck Mesmo estando na primeira fileira do CS300, achei o espaço muito bom, bins extremamente largos e, estando em executiva, o assento ao meu lado era bloqueado. Como a configuração dessa aeronave é 2-3, tive bastante espaço para tirar minhas fotos, fazer os vídeos e ser um avgeek feliz, sem nenhum olhar desconfiado por perto. Pouco tempo depois da decolagem, chegou a hora do serviço de bordo, com o tão exaltado salmão. Nessas de ficar tirando foto de tudo, o comissário me perguntou se eu era algum aficionado por aviação, então contei pra ele que sim, amo aviação, e estava muito animado por estar voando pela primeira vez num C-Series. And how do you like it so far? I love it!! eu realmente estava gostando muito de toda a experiência. Foi nesse momento que ele foi até a galley e voltou com um pacote de cartões postais, provavelmente colecionáveis, do C-Series da Swiss. Acho que nem num jato particular o atendimento seria tão VIP! Kkkk Alguns meses depois dessa viagem, a Herpa lançou justamente o HB-JCB em escala 1:400, a que coleciono, não pude deixar de comprá-lo!! Depois da ótima refeição, resolvi dar uma caminhada pela aeronave e ver como era a coisa lá pra trás. As poltronas são exatamente iguais no avião todo, então creio que seja uma viagem confortável para todos os passageiros, estando no serviço o verdadeiro diferencial entre as cabines. De volta ao meu assento, passei a observar a beleza dos céus naquela fria manhã, bem como o movimento aéreo nas redondezas: Assim, passadas pouco menos de 2 horas em voo, chegamos ao aeroporto Tegel, em Berlim e é um contraste absurdo descer nesse aeroporto arcaico depois de voar numa aeronave tão moderna, mas isso é outra história. Vídeo do pouso: https://youtu.be/N_BaVOqEwO8 BÔNUS: Algumas fotos do voo de volta, a bordo do 747-8 da Lufthansa, no upper deck: Esse voo no C-Series 300, agora Airbus A220-300 (ainda vou me acostumar com o novo nome, mas não soa tão bem quanto o original), da Swiss foi espetacular e creio tenha sido o melhor short-haul da minha vida. Fiquei muito impressionado com absolutamente tudo, com um destaque para o comissário que fez de tudo para o voo se tornar agradável e especial. Acho que nunca na vida fui tão bem servido. Fiquei, e ainda estou, impressionadíssimo com o nível do pessoal da Swiss. No final, o serviço de bordo ofuscou o ineditismo da aeronave, mas o conjunto todo leva uma nota 1000. É isso pessoal, espero que tenham gostado desse reporte e, se tiverem qualquer dúvida ou comentário a fazer, fiquem à vontade, inclusive para mandar mp. Muito obrigado pela atenção!! Até o nosso próximo voo!!
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