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  1. Staff Writer May 7, 2020 6:12pm Delta Air Lines and LATAM Airlines Group and its affiliates have signed a trans-American Joint Venture Agreement that, once regulatory approvals where required are granted, will combine the carriers’ highly complementary route networks between North and South America, providing customers with a seamless travel experience and industry-leading connectivity. “Late last year, we set out to build the leading strategic alliance in Latin America together with LATAM, and while the industry landscape has changed, our commitment to this joint venture is as strong as ever,” said Delta CEO Ed Bastian. “Even as our carriers contend with the impact of COVID-19 on our business and take steps to protect the safety of our customers and employees, we are also building the airline alliance we know they’ll want to fly in the future.” “While we remain focused on navigating the COVID-19 crisis and protecting the safety and well-being of our passengers and employees, we also have to look to the future to ensure the best possible customer experience and support the long-term sustainability of the group,” said Roberto Alvo, CEO, LATAM Airlines Group. “Our bilateral strategic alliance with Delta remains a priority and we firmly believe that it still promises to offer customers the leading travel experience and connectivity in the Americas.” Since September 2019, Delta and LATAM have achieved various milestones in their framework agreement with customer benefits including: Codeshare agreements between Delta and LATAM’s affiliates in Peru, Ecuador, Colombia and Brazil that allow customers to purchase flights and access onward destinations in their respective networks and will be expanded to cover long-haul flights between the United States/Canada and South America, as well as regional flights. Delta and LATAM’s affiliates in Chile and Argentina also plan to sign codeshare agreements in the coming weeks. Frequent flyer benefits: Delta SkyMiles members can earn and use miles on LATAM flights, while LATAM Pass members can earn and use miles on Delta flights across their respective networks. Reciprocal top tier loyalty recognition is expected to be available during June 2020. Smoother connections at hub airports: Customers can easily connect between Delta and LATAM flights in hub airports where the carriers have collocated, including Terminal 4 at John F. Kennedy International Airport (New York City) and Terminal 3 at São Paulo’s Guarulhos Airport. Mutual lounge access: Eligible LATAM customers can access the Delta Sky Club in New York-JFK and eligible Delta customers can access LATAM’s lounge in Bogota/BOG. Expanded reciprocal lounge access at airports throughout the Americas is planned for June 2020. For more information, visit delta.com/us/en/airline-partners/latam or latam.com/en_us/about-us/latam-delta-alliance/
  2. Most airlines do not have a lot of time to focus on how the industry will be reshaped in a post-COVID-19 world. But there’s one overarching theme that emerges when they can take a step back and ponder how the industry will change after the crisis – markets will be smaller. The largest domestic airline in Brazil, GOL, believes that Latin America’s largest aviation market could potentially be smaller for some time after the pandemic ends, and that the crisis will force some airlines in the market to behave more rationally with capacity growth. For now, GOL is operating a skeleton schedule and has parked more than 100 aircraft. The airline also believes its planned international expansion will be delayed for some time. GOL’s competitor, Azul, which has also parked more than 100 aircraft, hopes to resume close to a normal operating schedule in Jul-2020, but as the crisis drags on it can only be speculated when any sense of normality will materialise. GOL and Azul join airlines worldwide in parking hundreds of aircraft Unlike some Latin American countries, Brazil has not totally shut down its domestic air routes. Instead, its airlines are operating bare bones schedules to keep an essential network in place. GOL and its rival Azul have both cut their capacity by 90%, and data from CAPA and OAG show that for the week of 20-Apr-2020, Brazil’s domestic ASKs will fall 89% year-on-year, before being planned to climb again in early May-2020. Brazil weekly domestic ASKs by year Jan-Jan: 2017-2020* Source: CAPA - Centre for Aviation and OAG. * These values are at least partly predictive up to 6 months from 13-Apr-2020 and may be subject to change. GOL is currently operating 50 daily flights from São Paulo Guarulhos International airport to the 26 state capitals in Brazil. In early March, before the effects of the COVID pandemic quickly wiped out air travel demand worldwide, GOL was operating approximately 750 flights per day. The airline has parked more than 100 of its Boeing narrowbodies, and CAPA’s fleet database shows that GOL is operating just 10 aircraft. GOL fleet summary as of mid-Mar-2020 Source: CAPA Fleet Database. GOL CEO Paulo Kakinoff recently stated that the airline is expecting to maintain that diminished schedule until early May. Recently, GOL’s domestic competitor Azul has cut its capacity by 90% from March 25 to April 30 and is operating 70 nonstop flights to 25 cities. Azul has stated that it hopes to resume close to a full operating schedule by July. CAPA’s fleet database shows that Azul has parked 124 aircraft and has just 30 in service. Azul fleet summary as of mid-Mar-2020 Source: CAPA Fleet Database. Azul executives have remarked that the company believes the COVID-19 crisis will be a “two-to-three month problem”, but they have also acknowledged that the crisis could last longer. However, Azul has also said: “We are actually starting to see governments kind of change tune a bit and realize that you can’t have a full shutdown for too long because it would be disastrous to the economy”. GOL close to a break even performance in its current network configuration GOL has essentially reduced its network to 10% of what it was before the crisis, and Mr Kakinoff explains that “automatically, we have also dropped our variable costs down to that same level”. The airline has also taken measures to slash its fixed costs, including a 50% reduction in its payroll and the deferral of lease payments. “The good news out of the essential network is that we are close to break even in cash related to that essential network operation”, Kakinoff said. “So we’ve brought down our cost to the level of our revenues. It means by operating this essential network, we are not burning cash.” GOL does not believe the COVID-19 crisis will trigger consolidation in Brazil Brazil lost one of its major airlines in 2019 when Avianca Brazil, which at one point had domestic passenger share of 15%, ceased operations. The country’s remaining airlines largely backfilled Avianca Brazil’s capacity. At one point in 2019 GOL expressed some concern about domestic capacity growth, but as the year came to an end the airline concluded that Brazil’s domestic growth in 2020 would be rational. Obviously the COVID-19 crisis has wiped out any previous projections for industry growth, and there is no certainty when – or if – demand will reach its pre-crisis levels. GOL, according to its company CFO Richard Lark, believes that Brazil’s market “on the other side of this” could potentially be smaller for a period of time. GOL does not believe that the COVID-19 pandemic will trigger any consolidation in Brazil’s market, but Mr Kakinoff has stated that a possible positive outcome of the crisis is that there could be “lessons learned by some players in the market...now you can see how toxic an overcapacity approach can be.” LATAM Airlines Brazil is the country’s second largest domestic airline behind GOL, and for Apr-2020 LATAM is continuing to operate to 39 destinations in the country, with reduced frequencies. Overall, LATAM Airlines Group is cutting its operation by 95% for Apr-2020. GOL is also adjusting its expectations for international expansion. At one point, the airline was planning to grow its international business to 25% of its total operations during the next couple of years. But obviously those plans will change; as stated, there continues to be uncertainty about when demand patterns will warrant the addition of new international routes. Brazil's economy slows to zero and the return of demand is unknown Brazil’s passenger growth was just 1.7% in 2019, after 3.3% growth in 2018. The country’s economy was starting to grow after a recession in the middle of the past decade. But now the country’s government has forecast zero economic growth for the country in 2020, and it is likely that a contraction could occur. Even if Brazil’s airlines do resume close to normal schedules in 1H2020, they will likely need to stimulate demand with much lower fares, because Brazilians will monitoring their discretionary spend due to a shaky economic environment. There is also the general and continuing apprehension about travel created by COVID-19, and it could take some time for the population to get comfortable travelling again. Airlines worldwide and in Brazil will need to resize in a post COVID-19 world Brazil is not the only market that will emerge smaller in a post COVID-19 world. There is little evidence that demand will reach any type of normal level until late 2021 or 2022, and the result will be that airlines will need to adapt to their new operating reality. Brazil’s market was largely rational prior to the onset of the crisis, but its airlines will need to resize their operations in order to maintain the ideal balance of supply and demand. https://centreforaviation.com/analysis/reports/draft-covid-19-brazils-aviation-market-will-shrink-after-the-pandemic-521177
  3. Latam registra dívida de US$ 8,91 bilhões, alta de 2,2% em 2019 Arthur Oliveira 18 horas atrás Latam registra dívida líquida de US$ 8,91 bilhões, alta de 2,2% em 2019 O Grupo Latam Airlines registrou uma dívida liquida US$ 8,91 bilhões. O montante representa um aumento de 2,2% em relação ao resultado no final do ano passado. O nível de endividamento da Latam chega a 4 vezes mais o valor do lucro antes de juros, impostos, depreciação e amortização (Ebitda, na sigla em inglês). No ano de 2019, o índice foi 3,9 vezes o valor. No resultado do quarto trimestre da empresa de linhas aéreas a dívida líquida atingiu R$ 7,2 bilhões, o que representa uma baixa de 3,9% em relação ao semestre anterior. No mesma comparação, o nível de alavancagem da Latam caiu caiu de 4,2 vezes para 4 vezes o Ebitda. A companhia resgatou US$ 262 milhões restantes do valor da principal das notas em circulação não garantidas Latam 2020, no último trimestre de 2019. A medida representa a redução de dos vencimentos da dívida de 2020 para cerca de US$ 1 bilhão. O saldo de caixa e equivalentes de caixa ficou em US$ 1,46 bilhão, valor 3,9% maior. Latam faz acordos para reduzir endividamento A companhia aérea vem tentando diminuir o nível de endividamento desde a fusão dos portfólios das empresas chilena LAN e da brasileira TAM. Para isso, ela apresentou alguns projetos para reduzir o valor da dívida. Nesse processo, a Latam fechou um acordo com a Delta Air Lines. A companhia americana adquiriu 20% da companhia por US$ 1,9 bilhão. Em troca, a empresa se comprometeu a assumir o pagamento de 14 aeronaves da Airbus 350 da Latam, com custo de US$ 2 bilhões. A Delta também assumiu a responsabilidade de arcar com os custos da implementação da parceria. No mesmo caminho, os núcleos da Latam na Colômbia, no Peru e no Equador fecharam acordos compartilhamentos de viagens aéreas. Ainda aguardando regulações, a subsidiária brasileira comunicou que começará a operar ainda neste semestre. É esperado que a sede chilena anuncie a medida ainda neste semestre. Em outro projeto, a Latam decidiu deixar a Oneworld no início de maio deste ano. A empresa começará a fazer acordos bilaterais com os membros do grupo. A Oneworld reuni entre as principais companhias: British Airways; Cathay Pacific; Finnair; Iberia; Japan Airlines; Malaysia Airlines; Qantas; Qatar Airways; Royal Jordanian; S7 Airlines; SriLankan Airlines. Fonte:https://www.sunoresearch.com.br/noticias/latam-divida-liquida-alta/amp/
  4. Ligação da Latam terá escala mensal no país vizinho, que teme endosso à soberania britânica das ilhas 18.nov.2019 às 2h00 SÃO PAULO Igor Gielow O governo argentino pediu que nenhuma autoridade federal brasileira comentasse ou prestigiasse o lançamento de novo voo ligando São Paulo às ilhas Falklands, conhecidas no país vizinho como Malvinas. O motivo é o temor de uma crise política decorrente do estabelecimento da rota, que terá duas escalas mensais, uma de ida e outra volta, na cidade argentina de Córdoba. Ele será feito pela chileno-brasileira Latam e começa a operar na próxima quarta (20) com um Boeing 767-300ER. O pedido, informal, chegou por meio de canais diplomáticos e foi aceito pelo Itamaraty. A preocupação de Buenos Aires é que a eventual presença de políticos em eventos relacionados à inauguração do serviço passasse a impressão de que o Brasil endossa a soberania do Reino Unido sobre as ilhas. O Brasil reconhece o pleito argentino sobre o arquipélago e chama as ilhas de Malvinas. As Falklands foram objeto de uma guerra entre argentinos e britânicos, em 1982. Em decadência política, a ditadura argentina liderada pelo general Leopoldo Galtieri invadiu o arquipélago. A então primeira-ministra britânica Margaret Thatcher decidiu enviar uma força naval para retomar o território, o que conseguiu 74 dias depois da invasão. Como resultado, morreram 649 argentinos, 255 britânicos e três ilhéus. A ditadura argentina entrou em colapso a seguir. Pessoas que acompanharam o caso na diplomacia brasileira dizem que não havia nenhuma perspectiva de tal endosso de políticos ao lançamento ou ao voo em si, o que mostra o quão sensível ainda é a questão das Falklands no vizinho, em especial neste momento —o governo de Mauricio Macri foi derrotado nas urnas pelo peronista Alberto Fernández em outubro. Ao responder ao cumprimento britânico pela vitória, o futuro presidente iniciou seu texto dizendo que não renunciaria ao desejo de governar as ilhas. A questão é que a rota, na prática, é uma ligação disfarçada entre a Argentina e as ilhas. Não é algo inédito: a Latam opera desde 1999 um voo semelhante, que sai de Punta Arenas (Chile) e faz a mesma escala dupla mensal na argentina Río Gallegos. À época, houve uma chuva de críticas sobre o que seria um reconhecimento indireto de que as ilhas são britânicas. As Falklands foram incorporadas ao Império Britânico em 1833, e são hoje um território ultramarino de Londres. E o são por opção de 99,8% de seus cerca de 3.400 habitantes, segundo plebiscito realizado sobre o tema em 2013. A reivindicação argentina vem do fato de que, antes de 1833, o país foi um dos que disputou a colonização das ilhas —o primeiro assentamento local foi francês, em 1764. A inauguração da rota paulistana foi duramente criticada, especialmente por políticos peronistas como Rosana Bertone, a governadora da Província da Terra do Fogo. O voo inaugurado em 1999 e o novo foram estabelecidos em governos de oposição ao peronismo —Carlos Menem antes e Macri agora—, mas os governos peronistas dominados pela família Kirchner entre eles nada fizeram para suspendê-los. Desde 2016, já sob Macri, a Argentina e o Reino Unido vinham tomando medidas de confiança mútua sobre as ilhas. No fim de outubro deste ano, Londres devolveu a pequena estátua de Nossa Senhora de Luján, tomada dos soldados invasores argentinos que levaram a imagem da padroeira de seu país para as ilhas em 1982. O papa Francisco, que é argentino e próximo do peronismo, abençoou o objeto no Vaticano. Além da questão histórica, há interesses econômicos. A prospecção de petróleo no entorno das Falklands está travada devido ao fato de a Argentina reivindicar também as águas territoriais da região. Hoje, as ilhas são autossuficientes. Têm um Produto Interno Bruto anual equivalente a R$ 540 milhões, oriundos da pesca, da lã de suas 500 mil ovelhas e do turismo, mas o petróleo é o que chama atenção: as reservas sob o mar estão estimadas em 1 bilhão de barris —hoje o Brasil todo tem 12 vezes isso. O voo da Latam sairá duas vezes por mês de São Paulo, uma delas com escala em Córdoba, rumo ao aeródromo de Mount Pleasant. O lugar abriga os mais avançados caças do Hemisfério Sul, usualmente operando quatro modelos Eurofighter Typhoon. https://www1.folha.uol.com.br/mundo/2019/11/argentina-pede-discricao-ao-brasil-sobre-voo-sp-malvinas.shtml
  5. É notícia já passada, mas que traz muita relevância para a aviação sulamericana: https://www.cnbc.com/2019/09/26/delta-is-buying-20percent-of-latam-latin-americas-largest-airline.html É importante a discussão. Pessoalmente a Delta mudou todo jogo de cartas do stablishment da região. A LATAM tem uma parceria de peso, conquistada via $$$, a Avianca nada muda - diria que até beneficiaria, mas a Gol fica em uma sinuca no curto prazo. American e IAG também ficam em situação delicada, principalmente em mercados secundários.
  6. LATAM Cancels Joint Venture Plans With IAG The LATAM Airlines Group has given up on its plans to form an association with the International Airlines Group (IAG) after having decided to leave the Oneworld alliance. The South American based Airline had decided on Wednesday, December 4th, 2019 to cancel the planned joint venture with the owners of British Airways and Iberia according to Aviation website FlightGlobal. [...] Santiago, Chile – December 6, 2019. “LATAM Airlines Group and International Airlines Group (IAG; the parent company of British Airways and Iberia) have decided that they will not implement their proposed joint business agreement (JBA). The decision was made for commercial reasons and in the context of changes in the aviation market since the JBA was first announced in January 2016. “Both airline groups are committed to maintaining their longstanding relationship as well as serving customers on both sides of the Atlantic. All existing bilateral interline, codeshare, lounge access and frequent flyer agreements between the carriers will remain in place, with no impact on customers. “LATAM has informed the relevant competition authorities about this decision.” Notícia completa em: https://simpleflying.com/latam-iag-jv-cancel/ Será que veremos alguma movimentação em direção a Air France-KLM e Virgin?
  7. 02-Dec-2019 7:37 PM Las filiales del Grupo LATAM en Perú, Colombia y Ecuador firmaron acuerdos de código compartido con Delta, con entrada en vigencia para el primer trimestre de 2020. LATAM pondrá fin formalmente a sus acuerdos de código compartido con American Airlines el 31 de enero de 2020. LATAM Airlines Group (“LATAM”) anunció hoy que sus filiales LATAM Airlines Perú, LATAM Airlines Colombia y LATAM Airlines Ecuador firmaron acuerdos de código compartido con Delta. Estos códigos compartidos brindarán mayor conectividad hacia Estados Unidos a partir del primer trimestre de 2020 (sujetos a las aprobaciones regulatorias según corresponda). Los nuevos códigos compartidos representan el primer paso del acuerdo entre LATAM y Delta, anunciado el 26 de septiembre de 2019, que combinará las redes de destinos altamente complementarias de los dos grupos, proporcionando a los clientes una experiencia de viaje líder con una mayor conectividad a destinos en todo el mundo. LATAM y Delta están trabajando en una transición fluida que incluye el fortalecimiento de su acuerdo interlínea ya existente, el establecimiento de acuerdos que permitan el acceso recíproco a sus salones VIP y beneficios mutuos de viajero frecuente, al igual que el desarrollo de nuevos acuerdos bilaterales de código compartido. Los tres acuerdos de código compartido firmados hoy (2 de diciembre de 2019) con Delta ofrecerán a los clientes de LATAM la posibilidad de acceder a hasta 74 destinos en Estados Unidos y Canadá, abriendo además hasta 51 destinos para los pasajeros de Delta en Sudamérica*. A partir del primer trimestre de 2020: El código "LA" de LATAM Airlines Perú será incorporado a los vuelos de Delta a hasta 74 destinos en Estados Unidos y Canadá más allá de sus puntos de origen en Nueva York (JFK), Miami (MIA), Los Ángeles (LAX) y Orlando (MCO). Asimismo, el código "DL" de Delta se agregará a los vuelos de LATAM Airlines Perú a hasta 34 destinos en Perú y Sudamérica más allá de Lima (LIM). El código "DL" de Delta se añadirá a los vuelos de LATAM Airlines Colombia a hasta 13 destinos en ese país más allá de Bogotá (BOG) y Cartagena (CTG). El código "LA" de LATAM Airlines Ecuador se incluirá en los vuelos de Delta a hasta 55 destinos en Estados Unidos y Canadá más allá de Nueva York (JFK). Del mismo modo, el código "DL" de Delta se agregará a los vuelos de LATAM Airlines Ecuador a hasta cuatro destinos en Ecuador más allá de Quito (UIO). “Estos códigos compartidos marcan un hito importante en el trayecto de LATAM hacia ofrecer la mejor conectividad y experiencia de cliente en las Américas. Pronto, nuestros pasajeros podrán acceder a hasta 74 destinos en Estados Unidos y Canadá, lo que es sólo un ejemplo de la naturaleza complementaria de nuestras redes y uno de los varios beneficios futuros que traerá el acuerdo estratégico con Delta", dijo Enrique Cueto, CEO de LATAM Airlines Group. LATAM también planea establecer acuerdos de código compartido entre Delta y sus filiales en Chile y Brasil en 2020*, ofreciendo aún más conectividad entre Sudamérica y Estados Unidos. Fin de los acuerdos de código compartido con American Airlines LATAM pondrá término formalmente a todos sus acuerdos de código compartido con American Airlines el 31 de enero de 2020. Los clientes que hayan comprado boletos de American Airlines a través de LATAM antes de esta fecha para vuelos desde el 1 de febrero de 2020 en adelante tendrán derecho a los mismos servicios, sin cambios a sus condiciones de viaje o pasajes. Los acuerdos entre LATAM y American Airlines de viajero frecuente y acceso recíproco a los salones VIP se mantendrán vigentes hasta que LATAM deje oneworld. Salida de la alianza oneworld LATAM informó en septiembre de 2019 a oneworld y a sus socios de la alianza que dejaría oneworld dentro de un año, en línea con el plazo de aviso estándar. La compañía está evaluando una fecha de salida anticipada y cualquier cambio se comunicará oportunamente. Luego de su salida de oneworld, LATAM mantendrá sus acuerdos bilaterales con la mayoría de las aerolíneas de oneworld. Antecedentes del acuerdo anunciado el 26 de septiembre de 2019: ● Delta invertirá US$1.9 mil millones por una participación del 20% de LATAM a través de una oferta pública con un precio de US$16 por acción. La oferta pública se lanzó el 27 de noviembre de 2019 y durará 30 días. ● Delta también invertirá US$350 millones para apoyar la creación de la alianza estratégica contemplada en este acuerdo. ● Delta adquirirá cuatro aeronaves Airbus A350 de LATAM y ha acordado asumir los compromisos de compra de LATAM por 10 A350 adicionales con fecha de entrega a partir de 2020 al 2025. ● Delta tendrá representación en el Directorio de LATAM. ● La alianza estratégica está sujeta a todas las aprobaciones gubernamentales y regulatorias necesarias. *Sujeto a las aprobaciones regulatorias según corresponda. This press release was sourced from LATAM on 01-Dec-2019. https://centreforaviation.com/members/direct-news/latam-anuncia-nuevos-acuerdos-de-cdigo-compartido-con-delta-504560
  8. https://blueswandaily.com/latam-ceo-i-dont-believe-the-government-is-willing-to-continue-subsidising-aerolineas-argentinas/ November 15, 2019 LATAM Airlines Group CEO Enrique Cueto commented on changes to the Argentina market with the incoming government, stating: “I do not believe there will be a hard shift in the aviation policy” (Aviacion News/Reportur, 04/08-Nov-2019). He added that he believes “that probably some LCCs will leave either way”. Mr Cueto stated that the main point in the aero commercial policy in Argentina will be Aerolineas Argenti
  9. 15-Nov-2019 1:11 AM https://centreforaviation.com/news/latam-airlines-describes-promising-pricing-environment-in-spite-of-currency-pressures-955105 LATAM Airlines Group commented (12-Nov-2019) on operations in 3Q2019, stating that even though currencies across the region remained devalued, capacity adjustments in international routes are improving the pricing environment of operations, especially Brazil-US. Domestic operations in both Brazil and Spanish-speaking markets contributed 10% more ASKs during the quarter. Brazil domestic RASK increased by 24% in BRL and 23% in USD, while in the Spanish-speaking domestic markets RASK showed a 10% decline in USD, mainly as a result of the year-over-year devaluation of local currencies
  10. A título de exceção comercial e para passageiros com bilhetes LATAM, está liberada a excepcional troca de destino de Santiago-CHI para Lima-PER, por conta da decisão da Conmebol de alterar a final da Libertadores deste ano, tendo em vista a situação no Chile. Passageiros com bilhetes emitidos até a data de ontem, 5 de novembro, têm direito à remarcação para Lima ou reembolso do bilhete ou dos trechos não-voados, para voos chegando à capita chilena entre 18 e 23 de novembro. Será exigida dos passageiros que queiram fazer a alteração, entretanto, a apresentação de comprovante de presença confirmada na final para a efetivação da alteração e o contato precisa ser feito no call center da empresa. Obviamente a exceção se estende aos acompanhantes, desde que no mesmo bilhete.
  11. 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
  12. Slot allocation at airports worldwide is often a complex process, but the divvying up of Avianca Brazil’s slots in the wake of the airline’s demise has been particularly labyrinthine. An auction of the carrier’s assets was initially called off and then held, with LATAM Airlines Group and GOL emerging as the winners. But now it seems Brazil’s government has deemed that auction invalid. That could possibly benefit Brazil’s third largest airline, Azul, which refused to participate in the auction process. Azul has also tapped social media to make its case for slots at São Paulo Congonhas, a strategic airport for all airlines in Brazil. But the outcome of the drawn-out process remains anyone’s guess as Brazil’s domestic market becomes more concentrated after Avianca Brazil’s exit. The race for Avianca Brazil's assets has had many twists and turns Avianca Brazil sought creditor protection near the end of 2018 and subsequently its fleet dwindled as some of the airline’s aircraft were repossessed and others were returned to lessors. In May-2019 Brazilian regulator suspended the airline’s operations. The carrier was the fourth largest domestic airline in Brazil behind its competitors GOL, LATAM Airlines Brazil and Azul, and its market share before it sought creditor protection was between 13% and 15%. The wind-down of Avianca Brazil’s assets – mainly coveted airport slots – has been anything but predictable. Earlier in 2019 Azul forged a non-binding agreement to acquire significant assets of Avianca Brazil, paying USD105 million for 30 Airbus 320 jets and 70 airport slots that included slots at São Paulo Congonhas. Congonhas is a key market for business travellers taking the air shuttle to Rio de Janeiro Santos Dumont airport. Azul’s service from Congonhas includes Porto Alegre, Curitiba, and Belo Horizonte. Its share of departing frequencies is just a fraction of those of LATAM Airlines Brazil and GOL. As of late Jul-2019, Azul had a total of 87 frequencies from Congonhas. São Paulo Congonhas Airport percentage of weekly departing frequencies by airline: as of mid-Jul-2019 Source: CAPA - Centre for Aviation and OAG. After Azul declared its intentions, Avianca Brazil’s largest creditor, the hedge fund Elliot Management, struck a deal with LATAM and GOL for each company to offer USD70 million for Avianca Brazil’s assets at an auction originally scheduled for early May-2019. Avianca Brazil was divided up into seven segments to be auctioned off. After a legal challenge from Swissport Brazil, a court temporarily suspended the auction. Swissport claimed that the transfer of slots was prohibited. Azul then submitted a new bid for of USD145 million for slots pairs, including the slot pairs for shuttle service from Congonhas to Rio Santos Dumont. Before submitting its latest bid for Avianca Brazil’s slots, Azul’s management declared that “Congonhas would have been an incredible cherry on top of the cake for us to show our product to the market”. Brazil's government appears to have taken over Avianca Brazil's slot allocation In Jul-2019 an auction of Avianca Brazil’s seven units occurred, but Azul refused to participate, “because it did not believe in the legitimacy of the procedure”, according to The Rio Times. Both GOL and LATAM Airlines Brazil secured slots at São Paulo Guarulhos, São Paulo Congonhas and Rio Santos Dumont. After the auction, Azul launched a campaign highlighting the duopoly on the air bridge between Santos Dumont and Congonhas, noting that 95% of slots at Congonhas are held by LATAM and GOL. Data from CAPA and OAG comparing seat shares on the air bridge from mid-Jul-2018 to mid-Jul-2019 show that in 2018 Avianca Brazil’s seat share between Santos Dumont and Congonhas was 18.1%, compared with GOL’s 38.6% seat share and LATAM’s share of 43.3%. In 2019 GOL’s share was 51.8% and LATAM’s share was 48.2%. Brazil’s aviation regulator ANAC has reportedly deemed the auction of Avianca Brazil’s asset as invalid and has resumed the process of distributing Avianca Brazil’s slots. How that process will work is somewhat up in the air. ANAC has held consultations with aviation stakeholders regarding the allocation, but the outcome is far from predictable. But ANAC’s assumption of responsibility for the slot allocation should provide Azul some hope that it can gain additional slots at Congonhas. Brazil's domestic market remains stable after Avianca Brazil's exit As ANAC works to allot Avianca Brazil’s slots at Congonhas and other airports, domestic capacity growth in the country’s domestic market for the 5 months ending May-2019 was just 0.3%, with traffic growth of 2.1%. Domestic passengers grew 2.6% year-on-year, to 37.7 million, and GOL, LATAM Airlines Brazil and Azul all grew their respective passenger shares, with Azul’s share jumping 12.9% year-on-year to 25.7%. GOL remained the market leader, with a 34.4% share of domestic passengers – an increase of 3.9% year-on-year. LATAM Airlines Brazil’s market share increased 1.5%, to 31%. Avianca Brazil’s share fell from 12.9% to 8.3% and in ensuing reports released by ANAC, Brazil’s three largest airlines should report even greater gains in passenger share now that Brazil’s fourth largest airline has officially ceased operations. Brazil's domestic market is becoming more concentrated among three airlines The latest statistics from Brazil’s government show that from Jan-2019 to May-2019 GOL, LATAM Airlines Brazil and Azul had a combined domestic passenger share of 91%. Avianca Brazil was still operating limited services during part of that period, and now that the airline has completely ceased operations, Brazil’s domestic passenger share will become even more concentrated among the country’s three largest airlines. Azul is attempting to inject competition into one of Brazil’s busiest and lucrative domestic routes, but for now its ambitions remain in the hands of the country’s regulators. Want More Analysis Like This?
  13. SÃO PAULO Joana Cunha O presidente da Latam, Jerome Cadier, disse que está preocupado com a reputação do setor aéreo no Brasil. A crise de imagem emergiu na esteira da recuperação judicial da Avianca, que virou alvo de disputa entre as três maiores empresas aéreas brasileiras, interessadas em adquirir o que sobrou da empresa, aeronaves e funcionários, mas principalmente os slots (autorizações para pousos e decolagens) em Congonhas, para voar o rentável trecho RioSP. Em entrevista à Folha na semana passada, o presidente da Azul, John Rodgerson, afirmou que Latam e Gol se uniram para acabar com a Avianca e impedir a entrada da Azul na ponte aérea. São declarações que Rodgerson não pode provar, segundo Cadier, e maculam a imagem de um setor que deve sempre inspirar segurança. "Todo o discurso dele está baseado em mentiras. Ele leva o setor todo ao descrédito. Fica parecendo que é um setor que não é sério, que não tem regras", diz Cadier. O que o sr. achou das mais recentes declarações do presidente da Azul, de que a Latam e a Gol se uniram para provocar o fim da Avianca? Uma inversão da realidade. O que de fato aconteceu: em dezembro se decreta a recuperação judicial da Avianca e em março a Azul faz uma proposta de um leilão em que só ela, e nenhuma outra companhia, poderia participar. Semanas depois, a Elliott, principal credor da Avianca, negocia com a Latam e com a Gol uma outra forma de leilão, do qual a Azul também poderia participar. Mas ela não seria a única, teria de concorrer com Gol e Latam. Essa proposta alternativa é apresentada pela Avianca, aprovada pela assembleia de credores. Mas a Azul fez tudo o possível para barrar essa solução. Ela faz outra proposta, de novo uma proposta em que só ela pode participar e os outros não podem concorrer, surpreendentemente elevando preço. Para mim, a Azul quer levar a Avianca sem pagar. Como levar sem pagar? Esse discurso de que a Azul não consegue participar da ponte aérea porque duas empresas [Latam e Gol] não deixam é uma cortina de fumaça. É óbvio que todo o mundo quer mais concorrência. Eu entendo que o Cade [Conselho Administrativo de Defesa Econômica] e o consumidor queiram mais concorrência em tudo, não só na ponte aérea. O que o John [Rodgerson] esconde é: ele já tem 13 slots em Congonhas. A Avianca tem 21 slots em Congonhas. Desses, ela usava 13 para operar na ponte aérea. Mas ele afirma que precisa desses 13 slots lá para fazer voos para os hubs da Azul, não? Então a discussão não é de ponte aérea. A discussão é de conexão com os hubs. Por que ele está alegando que quer entrar na ponte aérea? Isso ele já pode fazer hoje. Mas ele não pode querer ter as duas coisas: conectar com os hubs e também competir na ponte aérea? O objetivo dele é levar os slots pagando o mínimo possível. Sem concorrência. [se a Avianca acabar], existe uma regra de distribuição de slots [igualmente para todas as empresas]. Mas ele quer que a Anac [Agência Nacional de Aviação Civil] ou o Cade mude as regras de distribuição. Porque ele não quer participar do leilão, que é caro. Mas a Anac tem dito que precisa respeitar as regras atuais de distribuição de slots. Não tem de cumprir a lei? Ele quer que mude a lei. Ele está tentando montar essa cortina de fumaça, dar argumento de que a concorrência não deixa ele operar na ponte aérea. Ele já pode. Mas, se ele coloca os 13 slots dele na ponte aérea, ele fica sem a conexão dos hubs? O maior hub dele é Viracopos, em Campinas. Ele quer a ponte aérea, mas ele prefere usar os slots de Congonhas para conectar voos de Confins ou de Porto Alegre etc. Mas, se o passageiro vem de Porto Alegre para Congonhas, você acha que depois ele viaja para a ponte aérea? Não precisa. Ele pode usar Viracopos. O passageiro pode fazer Porto Alegre a Viracopos e depois Viracopos para o Rio. Isso é a cortina de fumaça? Que ele defenda os interesses da Azul. Mas sem acusar e mentir. Sem acusar as outras companhias como se tivesse duopólio ou alguma combinação, como se a gente tivesse feito a proposta da Elliott. Ele inverte o argumento. Ele fala que foram a Latam e a Gol que fizeram uma proposta na assembleia de credores. A Elliott liga para a Latam e fala que quer que a gente participe do leilão nessa condição em que eu divido. "Vocês estariam interessados?" Imagina que eu vou falar: "Não, obrigado, vou deixar a Azul porque ela está preocupada com os empregos". É óbvio que eu, defendendo os interesses da Latam, vou querer os slots. Quero conectar mais cidades e ter mais voos. Vocês também vão contratar funcionários da Avianca? A gente já contratou. Mais do que ele está falando que contratou e vai contratar. Nós já contratamos 320 tripulantes da Avianca. Já estão voando. Já temos dois aviões liberados pelo juiz em abril. Ele [Azul] parou de transportar passageiro [da Avianca] no evento do leilão. Ele está preocupado com o setor, mas para de transportar passageiros da Avianca? E somos nós que estamos forçando para a Avianca quebrar? Até agora transportamos 30 mil passageiros. De graça. Todo o discurso dele está baseado em mentiras. Ele leva o setor todo ao descrédito. Fica parecendo que é um setor que não é sério, que não tem regras. Para o setor aéreo, que precisa estar ligado à ideia de segurança, uma crise de credibilidade pesa mais? Ele pode defender os interesses da Azul. Mas que não minta nem faça acusações que não pode defender. Essas acusações que ele está fazendo não se sustentam. Vai ter de provar. Onde a gente tem uma ação que force a quebra da Avianca? É um momento em que o setor passa por uma crise brutal, com prejuízo acumulado das quatro companhias juntas no ano passado de R$ 1,9 bilhão, com uma das companhias falindo. Eu confio em que os órgãos reguladores Anac e Cade entendam o que tem por trás do posicionamento da Azul. Não tem evidência nenhuma. É um momento muito frustrante pelo comportamento. A Azul lidera em voos regionais, para aeroportos menores, sem a concorrência de vocês. E eles dizem que vocês são bem-vindos para ir competir nessas rotas. Por que não vão? A demanda lá é limitada? A Latam tem a restrição do tamanho dos aviões. Tem aeroportos em que eu não consigo pousar [com aeronaves muito grandes que compõem a frota da Latam]. A não ser que eu tenha aviões menores. Por que eles estão sozinhos nessas rotas hoje? Porque ele comprou a concorrente deles [em 2012]. A Trip foi comprada por eles, que se dizem próconcorrência, mas compraram o competidor. Hoje eu não entro [nas rotas regionais] ou porque eu não tenho um avião que cabe ou porque não tem demanda. Aí passa de uma situação em que alguém está ganhando e tendo operação sustentável para duas empresas terem uma operação não sustentável. Por isso ele tem o monopólio virtual hoje em muitas das rotas que ele opera. Em 70% das rotas que ele opera, ele está sozinho. Vocês também discordavam no tema da abertura do setor ao capital estrangeiro? Ele é contra. Por quê? Porque não quer concorrência. Se ele tem essa posição de que quer concorrência, por que é contra capital estrangeiro? E ele era tão contra que conseguiu influenciar para que a regra virasse: "Pode aprovar o capital estrangeiro, mas tem de voar 5% das rotas regionais". [Em abril, comissão mista do Congresso incluiu mudanças na medida provisória de abertura do mercado ao capital estrangeiro]. A quem interessa isso? Isso torna mais difícil a entrada de qualquer companhia de fora. Eles saíram da Abear, associação do setor. Como avaliaram isso? A Abear nunca tratou de temas comerciais. Isso, sim, seria cartel. Slot de Congonhas é um tema que nunca foi tratado. Ele está brigando por causa do leilão da Avianca, que é um tema comercial, e sai da Abear . Ela trata de questões relacionadas à segurança de voo, se pode ou não operar com brigada de incêndio, roteiro de navegação. https://www1.folha.uol.com.br/mercado/2019/06/acusacoes-da-azul-sao-mentiras-que-levam-setor-aereo-ao-descredito-diz-presidente-da-latam.shtml
  14. La CEO de Latam confirmó que si no se resuelve el conflicto podría dejar de volar a Miami 6 de julio de 2019 • 16:20 El conflicto aeronáutico que ayer terminó con miles de pasajeros varados y malhumorados tiene su epicentro en una estrategia de Latam Argentina. "Trabajamos desde el mes de enero en este proyecto que se llama Interchange. Si no sale, lamentablemente nos vamos a ver obligados a dejar de volar a Miami. Si eso sucede, se perderá la mano de obra argentina", dice Rosario Altgelt, CEO de la filial local de Latam, que, telefónicamente, habló con LA NACION. Ads by El mercado está movido. Ninguna empresa las tiene consigo en la Argentina. A las cuestiones gremiales, la baja del consumo y la devaluación, se le sumó Interchange. -¿Cómo lo definiría? -Tiene que ver con poder intercambiar matrículas de aviones Boeing 767, que son los que operamos a Miami, con otros países donde Latam opera. -¿Por qué ahora? -La urgencia tiene que ver con que Estados Unidos ha cambiado ciertas reglas para los aviones que entran al país. Y estos aviones que nosotros tenemos no cumplen con esas reglas, por requisitos de navegación. -¿Qué requisitos? -Principalmente comunicación y navegación. La mejor manera que tenemos de poder seguir operando a Miami es hacer una inversión importante en aviones 767, mucho más nuevos de los que hoy vuelan, y que sean regionales. -¿Qué tan nuevos son? -Los actuales tienen alrededor de 22 años; los nuevos, entre 10 y 12 años de antigüedad. Tienen cabinas muy renovadas porque hay un proyecto de inversión en cabinas. Para nosotros es muy importante y lo que requerimos es que podamos matricular en la Argentina aviones de matrícula chilena, para ser operados por Latam Argentina, bajo el certificado de explotador de Latam Argentina, con tripulantes argentinos, mecánicos argentinos y despachantes argentinas. Lo único que cambia es la matrícula del avión. -Ustedes explican que ya no se puede tener un avión parado todo el día en Miami. Ahora bien, American, por caso, lo puede hacer. Manda un avión de Miami a Buenos Aires y lo deja todo el día acá. -Lo que pasa es que American manda un avión a Ezeiza que está asociado a un pool de aeronaves que la empresa tiene en Estados Unidos. Es un avión más de muchos. Nosotros, en la Argentina, tenemos solo dos aviones que lo único que hacen es ir y venir de Miami. -¿Ese esquema ya no se sostiene más? -No, es necesario conectarlo a una red que lo vuelva mucho más flexible. Por ejemplo, ante una contingencia en el avión de Miami, American puede mandar otro. Cuando lográs hacer este intercambio de matrícula, en promedio, los aviones llegan a volar 16 horas en vez de 9. Es una enorme diferencia de rentabilidad. -¿Qué expectativa tienen? -Hemos hecho un trabajo enorme con las autoridades, con todos los gremios y con nuestros empleados. -¿Y cómo fue la recepción? -Nuestros empleados quieren el proyecto. Hacemos reuniones en todos los niveles y la gente pregunta '¿cuándo sale Interchange?'. Y lo hacen porque saben que la ruta a Miami corre riesgo. -¿Se podría cancelar? -Sí. Nuestra gente la defiende porque está defendiendo su trabajo. -Los pilotos de Latam le pidieron a sus colegas del gremio que les autoricen esta modalidad, además de reclamar cierta independencia... -Un grupo de pilotos fue el que hizo escuchar su voz. Lo que le están pidiendo al gremio, simplemente, es que los escuchen. Le repito, para nosotros este proyecto es vital. -¿Qué pasaría si no sale? -A partir del primero de enero, nuestros aviones matriculados en la Argentina no podrán entrar a Estados Unidos. Por lo tanto, nos veríamos obligados a tomar la terrible decisión de cancelar la ruta. Y si esa ruta la deja de volar un equipo argentino, el trabajo se pierde, porque no hay un operador en el país que tenga aviones para reemplazarlos. Esa frecuencia se la llevaría una empresa americana. -¿Es posible que se forme un gremio de empresa como pasó en Flybondi y en Norwegian? -Nosotros creemos en Interchange. Yo no promuevo una fractura gremial de ese tipo. A mí me parece que los pilotos le están pidiendo al gremio que los escuchen. -Si se autoriza, ¿podrían sumarse otros destinos? -La industria aeronáutica de la Argentina tiene enormes posibilidades por delante y cuando se la mira hacia el futuro, sólo se ve crecimiento. Lo que tenemos que ver en esta industria es si a esa expansión la va a tomar una empresa argentina, con empleos argentinos, o alguna empresa europea o americana. -¿Y qué se necesita? -Para canalizar la demanda hay que sentarse con los gremios, las empresas públicas y las privadas, y hablar sobre cómo lo haríamos. Hay que dar pequeños pasos. -¿Qué le diría a Pablo Biró si se lo encuentra ahora en un café? -Tengo relación con él y la verdad es que me he juntado un montón de veces a hablar. Y de hecho he hablado de este proyecto; es natural dialogar con Pablo. Estos días estamos hablando menos porque, obviamente, se notan la resistencia y las diferencias que tenemos. Pero tengo relación con todos los gremios aeronáuticos. Nosotros sabemos que nuestros empleados están agremiados y eligen a sus representantes. Tenemos que seguir trabajando. -¿Es optimista? -Sí. Porque sólo falta que los organismos de control aéreo de la Argentina y de Chile firmen el acuerdo para la revisión conjunta de los aviones. Lo demás está autorizado por el Código Aeronáutico. Por: Diego Cabot https://www.lanacion.com.ar/economia/la-ceo-latam-confirmo-si-no-se-nid2265332
  15. El dueño de Interjet anuncia que planea vender su aerolínea Miguel Alemán Velasco, presidente y propietario de Interjet, ha anunciado que planea vender su compañía aérea, informa crónica del poder. La venta de la aerolínea ayudaría a Interjet a liquidar su deuda, que es 7.9 veces su ebitdar, como ya informó REPORTUR.mx Pese a que el presidente ejecutivo, Miguel Alemán Magnani, indicara que la situación financiera de Interjet es buena tras la reestructuración iniciada hace un año, cabe destacar que el alza del crudo, los pagos aeroportuarios, los costes de los 22 Sukhoi Superjet 100, de los cuales solo mantiene 5 operando, y los problemas con los sobrecargos ha hecho que se cuestiona la viabilidad de la empresa. El gobierno de Andrés Manuel López Obrador ayudó a la compañía, otorgándole a través de Bancomext, un crédito de 150 millones de dólares a cinco años garantizado con bienes de la familia Alemán Algunos expertos ya anunciaron que Volaris o Viva Aerobús han querido comprar Interjet, aunque la familia Alemán no es tan partidaria de vender y menos tras verse como aliados de la 4T. Sin embargo, Miguel Alemán Magnani ha indicado recientemente que la compañía está en pláticas con aerolíneas internacionales evaluando posibles fusiones. La venta de Interjet no será un objetivo fácil de llevar a cabo, puesto que las aerolíneas actualmente sufren severas pérdidas debido a los costes a los que deben de hacer frente y la subida del combustible. En 2018, Interjet perdió más de 500 millones de pesos, Aeroméxico casi no tuvo utilidades el año pasado y Volaris perdió 881 millones. Por otro lado, cabe destacar que pese a la crisis financiera de la compañía aérea, Interjet registró un incremento en los primeros 5 meses del año del 26 por ciento respecto al mismo periodo del año anterior, luego de atender a un millón 813 mil 117 pasajeros en sus rutas internacionales. De esta forma, Interjet pasaría a liderar el mercado en el tráfico de pasajeros internacionales, pues fue la aerolínea de mayor crecimiento dentro de la aviación comercial en México https://www.reportur.com/mexico/2019/07/04/dueno-interjet-anuncia-planea-vender-aerolinea/ Talvez fosse uma boa oportunidade para a LATAM colocar o pé no México. Um possível "consórcio" com AA e IAG poderia ajudar a viabilizar o negócio.
  16. https://www.aeroin.net/latam-ira-tornar-diario-seu-voo-para-lisboa/ A LATAM Airlines Brasil informou que, a partir de 27 de outubro, passa operar o seu voo São Paulo-Lisboa diariamente. Até a data, a companhia opera a rota cinco vezes por semana. Esta é uma rota que se mostrou promissora desde o início, exatamente como imaginávamos, e queremos ainda mais oportunidades para crescer neste mercado, diz Jerome Cadier, CEO da LATAM Brasil. O voo para Portugal é nosso oitavo destino entre Brasil e Europa e buscamos aumentar a frequência de empresas nacionais para Lisboa, oferecendo cada vez mais possibilidades para o brasileiros que querem visitar a capital portuguesa, completa. O voo LA8146 está programado para decolar do aeroporto de São Paulo/Guarulhos às 17h35* às quartas e sábados e pousar em Lisboa às 6h35* dos dias seguintes, em uma viagem com 10 horas de duração. O voo de volta, LA8147, está programado para decolar de Lisboa às 8h35* às quintas e domingos e pousar em São Paulo/Guarulhos às 16h15* dos mesmos dias, em uma viagem com 10 horas e 40 minutos de duração. A rota é operada por um Boeing 767, que acomoda 191 clientes em classe Econômica e 30 em Premium Business. Lisboa é a capital portuguesa e a maior cidade de Portugal, localizada no estuário do rio Tejo, na costa atlântica europeia. É a capital mais ocidental da Europa, conhecida por suas riquezas históricas e culturais, atraindo turistas de todo o mundo para a sua região e arredores.
  17. There is no doubt that the shrinking of Avianca Brazil has altered market dynamics in Brazil’s domestic market, and the country’s three largest airlines believe Avianca Brazil’s bankruptcy will create opportunities for the country’s remaining carriers. GOL, LATAM Airlines Brazil and Azul have all been vying for Avianca Brazil’s assets but the government suspended an asset auction, including airport slots, and now the fate of Avianca Brazil is anyone’s guess. While the government drags its feet on rescheduling an auction or some other form of asset dispersal, Avianca Brazil continues to languish with Brazilian operators suspending the airline's operations. As the uncertainty over the fate of Avianca Brazil shows no signs of disappearing in the near future, Brazil’s airlines maintain a reasonably positive view of the domestic market, despite headwinds created by rising fuel prices and currency devaluation. Avianca Brazil's market share falls as its fleet shrinks Brazil’s domestic travel increased by 4.3% year-on-year in 1Q2019 on 3.4% capacity growth. GOL remain the domestic market share leader, with a 36% share. LATAM Airlines Brazil’s share slipped 2.8ppt year-on-year to 30.8%, and Avianca Brazil’s share plummeted 12.2% to 11.0% as its ASKs dropped 7.5%. Brazil domestic traffic share by airline for 1Q2019 Airline Domestic share GOL 36% LATAM Airlines Brazil 30.8% Azul 21% Avianca Brazil 11.9% Source: Brazil ANAC. Avianca Brazil sought creditor protection in Dec-2018, and since that time the airline has had some aircraft repossessed and has returned others to lessors. CAPA’s fleet database shows the airline has six aircraft in its operating fleet as of late May-2019 – down from an operating fleet of close to 50 aircraft. Avianca Brazil fleet summary as of mid-May-2019 Source: CAPA Fleet Database. The capacity reduction is in some ways strengthening an already rational domestic market in Brazil. Recently, executives from Azul remarked that at one point Avianca Brazil had approximately a 13% to 15% market share in Brazil, and “we believe that in all scenarios only about half that capacity will ever put back into the market, which I think is very healthy overall for Brazil”, said chief revenue officer Abhi Shah. LATAM Airlines ups 2019 Brazil domestic capacity as Avianca Brazil shrinks Citing a healthy demand environment and the “declines recently made by one of our competitors”, LATAM Airlines Brazil’s management have said that the airline is boosting its domestic capacity growth in Brazil in 2019 5% to 7%, from original projections of an increase of 2% to 4%. LATAM Airlines Group is shrinking its planned international growth to flat to a 2% increase, a reduction from previous estimates of a 3% to 5% expansion. The company’s overall capacity growth for 2019 is now projected at 3% to 5%, versus previous estimates of an increase of 4% to 6%. LATAM has agreed to forge leasing deals on 10 Airbus A320s that the lessor Aircastle reposed from Avianca Brazil and has not made a final decision about where those aircraft will be deployed. The company believes that opportunities exist in Brazil, as well as Chile, Peru and Colombia. Avianca Brazil's reorganisation has been mired in unpredictability Avianca Brazil’s bankruptcy protection has been complex and somewhat temperamental. Earlier in 2019 Azul forged a non-binding agreement to acquire significant assets of Avianca Brazil, paying USD105 million for 30 Airbus 320 jets and 70 airport slots that included slots at São Paulo Congonhas. Azul does not currently serve Congonhas, which is key market for business travellers taking the air shuttle to Rio de Janeiro Santos Dumont airport. See related report: Brazil aviation: positive outlook and Azul is still opportunistic Subsequently, Avianca Brazil’s largest creditor, the hedge fund Elliot Management, struck a deal with each of LATAM and GOL to offer USD70 million for Avianca Brazil’s assets at an auction originally scheduled for early May-2019. The company was divided up in seven segments to be auctioned off. After a legal challenge from Swissport Brazil, a court temporarily suspended the auction. Swissport claimed that the transfer of slots was prohibited. At the same time, Azul has submitted a new bid for of USD145 million for slots pairs, including the slot pairs for shuttle service from Congonhas to Rio. Prior to submitting its latest bid for Avianca Brazil’s slots, Azul’s management declared that “Congonhas would have been an incredible cherry on top of the cake for us to show our product to the market”. There has been no indication of a rescheduling of the auction, but Reuters is reporting that Elliot has opposed Azul’s latest bid, which further muddies the fate of Avianca Brazil. LATAM executives have stated that if there is no action for Avianca Brazil’s airport slots then the process would fall under current rules, which means they would be returned to a pool and distributed to the “current players”. As a result, Azul would lose out on an opportunity at Congonhas. Brazil's domestic market remains on solid ground, driven by sustained demand As the industry waits for the outcome of Avianca Brazil’s bankruptcy, the overall domestic market in Brazil remains solid despite rising fuel expense and currency pressure. LATAM has calculated that the BRL/USD average exchange rate for 1Q2019 was BRL3.77 per USD. Its Brazilian unit revenues denominated in the BRL grew 7.2% year-on-year in 1Q, but dropped by 7.2% measured in the USD. The company has seen fares increase and is forecasting double digit BRL unit revenue growth for its domestic operations in Brazil during 2Q2019. GOL’s year-on-year 2Q2019 unit revenue comps will be slightly inflated due to a trucker’s strike in Brazil during mid-May-2018 that pressured demand. But the airline is experiencing strong bookings and yields in Brazil’s domestic market. Azul has also commented it had experienced solid bookings in Apr-2019 and May-2019, noting a favourable balance between volumes and fares. Brazil's airlines should continue to maintain rational capacity growth Brazil’s domestic airlines have maintained a positive view of the domestic market over the past few months as the country slowly emerges from a recession. For now, it seems that those airlines are achieving a certain level of fare traction in the market as Avianca Brazil has now ceased operations. There is little doubt that at some point Avianca Brazil’s assets will be absorbed by the remaining airlines, and it appears those operators are aiming to maintain some degree of rational capacity growth in Brazil. https://centreforaviation.com/analysis/reports/brazilian-aviation-avianca-brazils-decline-assets-for-grabs-474772
  18. May 24, 2019 Chile‘s Supreme Court overruled the Court of Free Competition’s (TDLC) decision on the JBA between LATAM Airlines Group, American Airlines and IAG, and rejected the JBA proposal (La Tercera/Reuters, 23/24-May-2019). The court decided the combined market-share resulting from the alliance “would be hard to challenge”. The carriers have alternative plans to pursue the partnership in markets other than Chile. https://blueswandaily.com/chile-supreme-court-rejects-jba-between-latam-american-airlines-and-iag-as-hard-to-challenge/
  19. Changing market dynamics are driving several network adjustments at Latin America’s two largest airline groups – LATAM and Avianca Holdings. Those companies are navigating currency pressure and rising fuel costs, and as a result they are working to maximise the profitability of their respective networks. LATAM is opting to cut some long haul flights and service to Argentina, and instead will focus on regional international routes and growing service in Brazil’s domestic market as its competitor Avianca Brazil continues to shrink. Avianca’s adjustments include essentially exiting Peru’s domestic market and cutting some service to the US from its Bogotá hub. At the same time, the company is opting to add capacity from Bogotá to some larger domestic routes in Colombia and Chile. Airlines worldwide are constantly scrutinising their networks as demand patterns shift. For now, it appears that LATAM and Avianca see more opportunities within Latin America for fortifying their largest hubs. LATAM makes several route adjustments, including major cuts to Argentina LATAM Airlines Group is cutting eight routes in 2019 and adding nine new pairings. All the new routes are within South America and the cuts are largely focused on Argentina, along with some long haul markets that have weaker demand. LATAM executives recently explained that the company was cutting its international supply to Argentina by 20%. Argentina is in the midst of economic turmoil and its currency has plummeted, which has affected international inbound travel to the country. Government data show that international passenger levels fell year-on-year from Jun-2018 to Dec-2018, falling as much as 7% both in Oct-2018 and Nov-2018. Domestic passenger levels grew steadily in 2018, but there is little doubt that Argentina’s airlines battled weak yields. See related report: Argentina LCCs at risk if Ms Kirchner returns LATAM is cutting flights from its hubs in Santiago and São Paulo to Tucumán and Rosario. Data from CAPA and OAG show that it was the only operator on those flights. Chile’s Sky Airline ended service from Santiago to Rosario in Oct-2018. LATAM Airlines Group planned route changes in 2019 Source: LATAM Airlines Group. After LATAM ends flights from Rio de Janeiro to Miami its oneworld partner American will be the only airline operating on the route. Bogotá-Cancún is the most crowded route, with Avianca, Interjet and LATAM all offering flights on the pairing. Avianca also operates flights from Bogotá to Aruba. On the long haul routes that LATAM is eliminating, Lufthansa operates São Paulo-Munich and Alitalia offers service between São Paulo and Rome. LATAM increases Brazil capacity and adds new routes from Santiago and Lima LATAM believes opportunities exist to bolster connectivity within South America from its hubs in Santiago and Lima, its second and third largest bases measured by ASK deployment. LATAM Airlines Group system top ten hubs/bases/stations by ASKs, as of late May-2019 Source: CAPA - Centre for Aviation and OAG. Of the nine new routes LATAM is launching, it only has competition on three of those pairings. Avianca has a 66% seat share between Lima and Cali, and Amaszonas operates between Cuzco and La Paz. Avianca Brazil and GOL have a 50-50 split on seats from São Paulo to Navegantes. Avianca Brazil is in the process of a bankruptcy restructuring and is continuing to shrink its network, and as a result LATAM believes that process is creating opportunities in the Brazilian domestic market. LATAM is boosting domestic capacity growth in Brazil in 2019 to 5% to 7%, from original projections of an increase of 2% to 4%. LATAM Airlines Group is shrinking its planned international growth from flat to a 2% increase, a reduction from previous estimates of a 3% to 5% expansion. The company’s overall capacity growth for 2019 now projected at 3% to 5%, versus previous estimates of an increase of 4% to 6%. Avianca cuts back much of Peru and some US longer haul service Avianca is also undertaking several network adjustments in 2019, cutting domestic routes in Peru due to their underperformance. The company has also explained that Peru has been a challenging market for Avianca for many years, noting that it was “not very lucky” with some of the slots it received in its efforts to create a schedule that was attractive to business travellers. The company is focusing on international operations from its Lima hub, which is Avianca’s second largest after Bogotá measured by ASKs. Avianca is maintaining services on domestic flights between Lima and Cuzco, a major trunk route in Peru. Avianca Holdings system top ten hubs/bases/stations by ASKs, as of late May-2019 Source: CAPA - Centre for Aviation and OAG. Other routes that Avianca is cutting in 2019 include Lima-Mendoza, and Bogotá to Montreal, Boston and Chicago O’Hare. It is also eliminating service from Cartagena to Pereira and New York JFK. Of all the routes it is cutting in 2019, it only faces competition on two of the pairings – LATAM on flights from Lima to Mendoza, and Viva Air Peru and Aeropostal on services between Cartagena and Pereira. Overall, Avianca is suspending 16 routes but also stated that it was adding capacity on its routes from Bogotá, to Medellín, Cali and Santiago. Avianca is planning modest capacity expansion in 2019. Its current guidance shows a range of flat growth to a 2% increase. The company has faced a challenging start to 2019, and its CEO Hernán Rincón recently left Avianca. Additionally, it has adjusted its EBIT margin forecast downward from a range of 7% to 9%, to 5.5% and 7.5%. More changes could be on tap as demand patterns shift in Latin America Both LATAM and Avianca are making interesting network moves in 2019, cutting some longer haul services in favour of focusing on more promising flights within South America. The changes reflect each airline’s assessment in demand, and the conclusion that more profitable opportunities exist on regional international routes. There is no doubt that those airlines are studying more network adjustments as demand patterns continue to shift in 2019. https://centreforaviation.com/analysis/reports/avianca-and-latam-shift-focus-more-locally-475002
  20. https://blueswandaily.com/latam-to-launch-nonstop-santiago-sydney-service/ May 3, 2019 LATAM Airlines Chile plans to launch three times weekly Santiago-Sydney nonstop service in Nov-2019, replacing the direct service operating via Auckland on those days (ETB Travel News, 02-May-2019). LATAM Airlines Group CCO Roberto Alvo stated: “In recent years we have expanded our services significantly and today we offer unrivalled choice for passengers on both sides of the Pacific… More Australians than ever are visiting South America, wanting to discover the many unique destinations of the region and we have seen equally strong demand from passengers travelling in the other direction, forging ever greater tourism and business links”. According to OAG, LATAM Airlines Chile operates Santiago-Auckland-Sydney service daily.
  21. Com o desmantelamento das operações da Avianca Brasil, consequência da grave crise que afeta a empresa, o mercado aéreo brasileiro toma um rumo de consolidação forçada. As companhias aéreas mais imediatamente beneficiadas são Azul e a Latam, que receberão, juntas, 20 aeronaves ex-Avianca. A saída quase que total da Avianca do mercado aéreo representa uma péssima notícia para os passageiros; em reportagem recente, O Estado de São Paulo revelou que as passagens aéreas aumentaram de preço no Brasil em razão da crise na empresa, resultando num desembolso 14% maior e alguns trechos com até 140% de aumento. Nesse processo, e enquanto o leilão das UPIs da Avianca não ocorre, beneficiam-se mais rapidamente a Azul e a Latam. Por operarem frotas de aeronaves Airbus, as duas rapidamente assumiram uma boa parte da frota da Avianca. Ao todo, a Azul ficou com 10 A320 ex-Avianca, quase todos já voando com as novas cores, enquanto que a Latam recebeu 10, que estão aguardando a repintura em São Carlos, antes que sejam incorporadas na frota. A Avianca passa a ter apenas 5 aeronaves. A GOL se beneficia pelo aumento da procura bilhetes, mas sua frota de Boeing e o fato de os 737 MAX estarem parados, delimitam o poder de absorção da demanda. Fonte: https://www.aeroin.net/azul-ja-opera-8-aeronaves-ex-avianca/
  22. https://blueswandaily.com/sydney-south-america-options-for-corporates-improve-as-latam-airlines-adds-nonstop-services/ May 15, 2019 SANTIAGO SYDNEY LATAM Airlines has unveiled plans to launch three weekly nonstop flights from Santiago to Sydney in Nov-2019. The Chile-based airline group currently serves Sydney with a daily flight via Auckland and plans to continue to operate Santiago-Auckland-Sydney four times per week after the new nonstop option is launched. Highlights: LATAM Airlines plans to upgrade three of its seven weekly Sydney flights from one-stop via Auckland to nonstop from Nov-2019; Corporates will now have the flexibility of nonstop Sydney-Santiago flights every day of the week virtually year-round when also factoring in the existing nonstop service from LATAM partner Qantas; Santiago is the only nonstop destination in Latin America from Sydney – as well as from Melbourne – but connections are available throughout the region using LATAM’s hub. Qantas is currently the only airline operating nonstop services between Santiago and Sydney. It operates the route with three to five weekly flights depending on the time of year. As Qantas and LATAM are codeshare partners, the new LATAM-operated nonstop service will provide customers a daily product most of the year. This is particularly important for corporates, who appreciate the flexibility of a nonstop flight every day of the week. Sydney-Santiago is not a huge corporate market but Santiago can act as a gateway to rest of Latin America including economic powerhouse Brazil. Santiago is LATAM’s main hub, resulting in quick one-stop connections from Sydney to destinations throughout the region. LATAM has not yet set a launch date or begun tickets sales for Santiago-Sydney nonstops but has stated the new service will launch in Nov-2019. While the new nonstop Sydney flights will increase its nonstop seat capacity from Australia the increase will be relatively minor because the airline is reducing capacity to Melbourne. The airline is cutting Melbourne-Santiago from five to three weekly flights in Aug-2019. It is further reducing Melbourne-Santiago capacity in Oct-2019 as it downgauges the route from 313-seat 787-9s to 247-seat 787-8s. LATAM launched Melbourne in Oct-2017 and initially operated the service three times weekly with 787-9s. It added two 787-9 frequencies in Dec-2018, resulting in five frequencies and 1,565 weekly one-way seats. The new thrice weekly 787-8 schedule for Santiago-Melbourne will generate only 741 weekly one-way seats, representing a 53% reduction compared to the current schedule and a 21% reduction compared to the first year of the Melbourne-Santiago operation. LATAM uses a mix of the 787-8s and 787-9s on the Santiago-Auckland-Sydney route depending on the time of year. It currently deploys 787-8s (based on May-2019 schedules) and the last couple of years has deployed -8s in the off-peak southern winter months and -9s the rest of the year. Qantas currently uses 364-seat 747-400s on its Sydney-Santiago flights. However, Qantas is phasing out its 747 fleet in 2020 which will likely result in the route being downgauged to 236-seat 787-9s in the next year, but it could add frequencies to Santiago as it switches to the smaller twin-engined type. It would be sensible for Qantas to at least introduce a fourth weekly flights during the off-peak winter months of May, June, August and September instead of the current schedule of three frequencies during this period. The additional flight would give Qantas and LATAM a combined daily schedule for this period and hence a daily year-round product. However, LATAM’s launch of nonstop services on the Santiago-Sydney route could prompt Qantas to decide against adding a significant number of frequencies. A year-round 787-9 product of four weekly flights with a fifth frequency during peak periods would result in about a 30% reduction in Qantas capacity compared to the current schedule but Qantas-LATAM combined nonstop capacity would be up by over 20%. LATAM configures its 787-9s with 30 lie flat business seats and 283 economy seats, including 51 extra legroom economy seats. Its 787-8s also have 30 lie flat business class seats but only 247 economy seats. LATAM does not have a premium economy product. Its business product on the 787 is in a relatively tight 2x2x2 configuration while economy is in the standard 3x3x3 configuration. Qantas’ 787-9s have 42 lie flat business class seats in the more preferred 1x2x1 configuration. Its 787-9s also have 28 premium economy seats in a 2x3x2 configuration and 166 economy seats in 3x3x3 configuration. The 747-400 Qantas now uses on the Santiago route has 58 lie flat business class seats, 36 premium economy seats and 270 economy seats.
  23. http://www.aviacionnews.com/blog/2019/05/ignacio-cueto-preocupado-por-la-situacion-economica-en-argentina-y-sus-efectos-sobre-la-subsidiaria-local/ Por SGR - 05/02/2019 En medio de un balance global positivo de los resultados del 2018 y las perspectivas para este año, el presidente de Latam Airlines, Ignacio Cueto, manifestó sin embargo su preocupación por el mercado argentino. “Sin duda, Argentina es una gran preocupación, por su economía, por su tipo de cambio y por la vulnerabilidad política que pueda tener en un año de elecciones”, afirmó el directivo. Cueto destacó en la Junta de Accionistas el alto nivel de costos que enfrenta la compañía en Argentina, que convierte sus operaciones en las más caras que tienen en el mundo, destacando la incidencia que tienen factores estructurales como la legislación laboral y el modelo de contratos. “Ojalá podamos seguir creciendo, pero necesitamos condiciones favorables y no que sea la economía más cara. Creo que debemos hacer grandes esfuerzos y conversar con la autoridad para tener un país mucho más competitivo”, aseveró Cueto. “Vamos a seguir siendo una compañía eminentemente argentina. Todos los trabajadores que hay allá -unos 2.400- son argentinos y va a seguir siendo así, y todo lo que podamos hacer va a ayudar a crecer a la empresa para que tenga una estabilidad laboral importante”, expresó Cueto.
  24. Em cumprimento à decisão proferida pelo Conselho Administrativo de Defesa Econômica ("CADE"), no Ato de Concentração n. 08012.009497/2010-84, e à decisão do Tribunal de Defesa da Livre Concorrência do Chile ("TDLC"), na Resolução n. 37/2011 do TDLC (em conjunto, as "Resoluções") , LATAM Airlines Group S.A. ("LATAM") informa que permutará até 04 (quatro) slots de aterrisagem e até 04 (quatro) slots de decolagem no Aeroporto Internacional de São Paulo/Guarulhos - Governador André Franco Montoro, localizado na Cidade de Guarulhos, Estado de Sao Paulo, Brasil ("GRU") (adiante referida "Permuta"), obedecidas ao menos as seguintes condições: Somente serão permutados slots em GRU com empresas (a) interessadas em utilizá-los em vôos diretos, sem escala ou conexão ("non-stop") na rota São Paulo – Santiago – São Paulo; e (b) com as quais LATAM não tenha qualquer vínculo societário ou de outra natureza que lhe permita exercício de influência relevante. As empresas interesadas na Permuta deverão solicitá-la por escrito à LATAM, indicando os horários de sua preferência. Os slots entregues por LATAM em virtude da Permuta poderão ter uma diferença máxima de 30 (trinta) minutos do horário indicado pelas empresas interessadas em suas respectivas solicitações. Os slots permutados somente poderão ser utilizados pela empresa que os adquirir para operar a rota São Paulo – Santiago – São Paulo em vôos non-stop. Eventual descumprimento deste requisito, ou de outros aspectos relativos à legislação aplicável, poderá importar na reversão da Permuta. A Permuta não poderá envolver qualquer tipo de remuneração ou compensação em favor de LATAM.
  25. Quando a gente acha que já viu de tudo... Menino foge de casa, burla esquema de segurança e embarca em avião em São José dos Pinhais João Carlos Frigério | Publicado em 17 de abril de 2019 | 16h01 Um menino de 12 anos viveu uma história digna de um filme de aventura. O menino morador do Boqueirão em Curitiba bolou um plano mirabolante que quase deu certo. Nesta segunda-feira (15) o menino que queria fugir de casa por estar levando bronca dos pais, havia tirado nota vermelha na escola. Com medo dos pais verem as notas ruins, o menino fez uma falsa assinatura dos pais no boletim e entregou na escola que estuda, como se os pais tivessem visto o boletim. O problema que quando ele entregou foi descoberto e acabou suspenso. Após conseguir sair da escola devido a suspensão, o menino foi até o Aeroporto Afonso Pena. Aproveitando a desatenção de funcionários do aeroporto, o menino conseguiu passar pelo esquema de segurança que dá acesso aos salões de embarque e se infiltrou em meio a uma família com 3 crianças onde conseguiu embarcar em no vôo 3012 da Latam com destino a São Paulo sem que ninguém percebesse. Ele conseguiu chegar sem documentos e sem passagem em São Paulo no início da noite desta segunda-feira onde foi descoberto. Se você acha que o destino dele era esse está enganado. Escrito em sua mão estavam os destinos Espanha e Paris, porém a aventura ousada acabou na noite segunda-feira. A empresa aérea providenciou o retorno em segurança do menino. Nota oficial LATAM A LATAM Airlines Brasil informa que está apurando o ocorrido. A companhia ressalta que esteve em contato tanto com as autoridades quanto com os responsáveis do menor, e prestou assistência para o seu retorno imediato de Congonhas a Curitiba no mesmo dia (15 de abril). https://massanews.com/blogs/policial/plantao-190/menino-foge-de-casa-burla-esquema-de-seguranca-e-embarca-em-aviao-em-sao-jose-dos-pinhais-D8Pyk.html
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