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The month of March is known in US basketball as "March Madness." This month has also been a month of madness around the world, not in sport, but rather in political upheavals. March of 2011 saw the Japanese earthquake, followed by a pacific-wide tsunami and nuclear power crisis, by riots in the streets of London, by the fall of the Portuguese coalition government, by union protests throughout the world, from Madison, Wisconsin to Europe, from revolutions in much of the Arab world, to renewed bus bombing and rocket attacks against Israel, to a no-fly zone imposed over Libya.
To add to the confusion neither government spokespeople nor the media have been very clear as to what these political undulations mean. From the perspective of the tourism industry, these momentous changes present a major challenge and may have long-term industrial consequences. In fact tourism risk has never been higher and tourism officials must change the way they do risk management. Here are a few factors to consider when seeing the new world of tourism risk management.
Food prices are rising at alarming rates. There is no one factor to account for the rapid increase in the rise of food prices. These price rises are the result of a number of factors: irregular rainfall in much of the world including a major Texas draught, the high cost of fuel resulting in higher transportation costs, political disturbances in the Middle East, the need to ration food in a post earthquake/tsunami Japan have all contributed to "food sticker shock" and political tension. It may well be hypothesized that much of the world's political upheavals have less to do with a desire for democracy and as has occurred throughout history, more to do with the cost of food. The impact of tourism being caught in the crossfire is already manifesting itself. Restaurants have had to raise prices or lower their service. Transportation companies have been (and will continue to be) hard hit. The airline industry is especially vulnerable. Airlines depend on both the food industry (at least in first class or executive class) and the fuel industry. Already on the margin, airlines can do nothing more than cut services and raise prices. The result of such a policy may create an economic tsunami as the leisure traveler may well decide that travel is simply too expensive and thus the "staycation" (or stay-at-home-vacation) once again becomes a reality impacting hotels and attractions throughout the world.
Furthermore, from a tourism security perspective, the world's security situation has deteriorated. There are few nations today that are not suffering from either political or economically motivated violence. From Mexico's drug wars to most of Latin America's express kidnappings, from street violence from England to the Middle East, the tourism world must face the fact that there is an increase both in the potential for crime and for acts of terrorism. Indeed the current Libyan government, with a great deal of blood on its hands, is not above "punishing" the West by further acts of terrorism.
The international tourism industry must also face the reality that world currencies are no longer stable. It is impossible to predict the value of the US dollar or euro over the next twelve months. This inability to know the value of a currency means that long-range tourism prices are especially hard to predict and the fallout from this monetary instability is already impacting multiple tourism support systems. For example, tourism experts are now noting that hospitals are turning people away (despite their nation's laws) who do not have local insurance or a well-backed credit card.
The tourism industry must also recognize that despite what the politicians may tell us the world's economy has multiple challenges. Among these challenges is the fact that retirement accounts, throughout the Western world, are no longer sustainable. Well-healed unions may protest, but there is no way that a diminishing working population can afford to allow people to retire at full or three quarter wages for periods of 20 or thirty years or more. What this means is that the group of people who often travel the most, the young retirees, may have to make major lifestyle changes and these changes may have a great impact on the world of tourism.
Despite these numerous challenges it would be a mistake to predict the demise of the travel and tourism industry. Instead this is the time when thoughtful tourism professionals need to be creative and well aware of the multiple disciplinary character of their profession. Tourism officials need much more than simply marketers, that model is soon to die. Instead tourism professionals must take into account a wide range of disciplines that include knowledge of: economic factors, political factors, the price of commodities, the impact of security on their industry, and how front-line customer service interacts with demographic changes, and how weather patterns may impact their industry.
The tourism industry can no longer ignore the issue of total tourism security, what is often called "tourism surety." As such the industry must view the interaction and overlapping of tourism economics, with locale reputation factors and combine these with tourism safety and security. Tourism cannot afford a medical crisis or a food crisis, a natural disaster or a political disaster, conventional wars or acts of terrorism, crime and gang violence and narco-trafficking. Each of these threats is interconnected and in a world connected by both the internet and rapid transportation nothing stays for long in any one place. Instead what impacts one part of the tourism industry in the end will impact the entire industry.
Mar 29, 2011 (FIND, Inc. via COMTEX) -- SUMMARY: In this document, the Federal Communications Commission (Commission or FCC) addresses a number of important issues pertaining to the Aviation Radio Services, amending its rules in the interest of accommodating the communications needs of the aviation community to the greatest possible extent, and ensuring that aeronautical spectrum is used efficiently to enhance the safety of flight.
DATES: Effective May 31, 2011.
FOR FURTHER INFORMATION CONTACT: Jeffrey Tobias, Jeff.Tobias@FCC.gov, Mobility Division, Wireless Telecommunications Bureau, (202) 418-1617, or TTY (202) 418-7233.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
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Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
SUPPLEMENTARY INFORMATION: This is a summary of the Federal Communications Commission's Third Report and Order (Third R&O), in WT Docket No. 01-289, FCC 10-103, adopted on June 1, 2010, and released on June 15, 2010. Contemporaneous with this document, the Commission issues an Order that stays a rule that was adopted in the Third R&O (published elsewhere in this publication). The full text of this document is available for inspection and copying during normal business hours in the FCC Reference Center, 445 12th Street, SW., Washington, DC 20554. The complete text may be purchased from the Commission's copy contractor, Best Copy and Printing, Inc., 445 12th Street, SW., Room CY-B402, [Page Number 17348] Washington, DC 20554. The full text may also be downloaded at: http://www.fcc.gov. Alternative formats are available to persons with disabilities by sending an e-mail to fcc504@fcc.gov or by calling the Consumer & Governmental Affairs Bureau at 202-418-0530 (voice), 202-418-0432 (tty).
1. The Third Report and Order addresses issues raised in the Second Further Notice of Proposed Rule Making (Second FNPRM) in this WT Docket No. 01-289 proceeding. The Commission takes the following significant actions in the Third R&O: (i) Deletes the secondary allocation of the 117.975-136 MHz aeronautical frequency band for Aeronautical Mobile Satellite (Route) Service (AMS(R)S); (ii) permits the use of 8.33 kHz channel spacing in the aeronautical enroute service and by flight test stations; (iii) removes one of the four frequencies designated for Flight Information Services--Broadcast (FIS-B); (iv) permits the use of specified frequencies for air-to-air communications in Hawaii; (v) permits the use of specified frequencies for air-to-air communications in the Los Angeles area; (vi) clarifies the applicability of the one-unicom-per-airport rule; and (vii) permits the filing of applications to assign or transfer control of aircraft station licenses. In addition in this Third R&O, the Commission adopts a rule prohibiting the certification, manufacture, importation, sale, or continued use of 121.5 MHz emergency locator transmitters (ELTs) other than the Breitling Emergency Watch ELT, but, in a separate order, the Commission stays the effective date of this rule indefinitely.
I. Procedural Matters A. Paperwork Reduction Act Analysis 2. The Third R&O does not contain any new or modified information collection requirements subject to the Paperwork Reduction Act of 1995 (PRA), Public Law 104-13. Neither, does it contain any new or modified "information collection burden for small business concerns with fewer than 25 employees," pursuant to the Small Business Paperwork Relief Act of 2002, Public Law 107- 198, See 44 U.S.C. 3506(c)(4).
B. Report to Congress 3. The Commission will send a copy of this Third R&O in a report to Congress and the Government Accountability Office pursuant to the Congressional Review Act, See 5 U.S.C. 801(a)(1)(A).
C. Final Regulatory Flexibility Analysis 4. As required by the Regulatory Flexibility Act of 1980, as amended (RFA), an Initial Regulatory Flexibility Analysis (IRFA) was incorporated in the Second FNPRM in this proceeding. The Commission sought written public comment on the proposals in the Second FNPRM, including comment on the IRFA. This present Final Regulatory Flexibility Analysis (FRFA) conforms to the RFA.
Need for, and Objectives of, the Third Report and Order 5. The rules adopted in the Third R&O are intended to ensure that the Commission's part 87 rules governing the Aviation Radio Service remain up-to- date and continue to further the Commission's goals of accommodating new technologies, facilitating the efficient and effective use of the aeronautical spectrum, avoiding unnecessary regulation, and, above all, enhancing the safety of flight. Specifically, in the Third R&O, the Commission (a) deletes the secondary allocation of the 117.975-136 MHz aeronautical frequency band for Aeronautical Mobile Satellite (Route) Service (AMS(R)S); (b) permits the use of 8.33 kHz channel spacing in the aeronautical enroute service and by flight test stations; (c) removes one of the four frequencies designated for Flight Information Services--Broadcast (FIS-B); (d) permits the use of specified frequencies for air-to-air communications in Hawaii; (e) permits the use of specified frequencies for air-to-air communications in the Los Angeles area; (f) clarifies the applicability on the one-unicom-per-airport rule; (g) permits the filing of applications to assign or transfer aircraft station licenses; and (h) prohibits the certification, manufacture, importation, sale, or continued use of 121.5 MHz emergency locator transmitters (ELTs) other than the Breitling Emergency Watch ELT. In a separate order, the Commission stays the effective date of the rule prohibiting the certification, manufacture, importation, sale, or continued use of 121.5 MHz ELTs.
Summary of Significant Issues Raised by Public Comments in Response to the IRFA 6. No comments were submitted specifically in response to the IRFA. Nonetheless, we have considered the potential economic impact on small entities of the rules discussed in the IRFA, and we have considered alternatives that would reduce the potential economic impact on small entities of the rules enacted herein.
Description and Estimate of the Number of Small Entities to Which Rules Will Apply 7. The RFA directs agencies to provide a description of and, where feasible, an estimate of the number of small entities that may be affected by the rules adopted herein. The RFA defines the term "small entity" as having the same meaning as the terms "small business," "small organization," and "small governmental jurisdiction." In addition, the term "small business" has the same meaning as the term "small business concern" under the Small Business Act.. A small business concern is one which: (1) Is independently owned and operated; (2) is not dominant in its field of operation; and (3) satisfies any additional criteria established by the Small Business Administration (SBA).
8. Small businesses in the aviation and marine radio services use a marine very high frequency (VHF), medium frequency (MF), or high frequency (HF) radio, any type of emergency position indicating radio beacon (EPIRB) and/or radar, an aircraft radio, and/or any type of emergency locator transmitter (ELT). The Commission has not developed a definition of small entities specifically applicable to these small businesses. For purposes of this FRFA, therefore, the applicable definition of small entity is the definition under the SBA rules applicable to wireless service providers. Since 2007, the Census Bureau has placed wireless firms within this new, broad, economic census category. Prior to that time, such firms were within the now-superseded categories of "Paging" and "Cellular and Other Wireless Telecommunications." Under the present and prior categories, the SBA has deemed a wireless business to be small if it has 1,500 or fewer employees. Because Census Bureau data are not yet available for the new category, we will estimate small business prevalence using the prior categories and associated data. For the category of Paging, data for 2002 show that there were 807 firms that operated for the entire year. Of this total, 804 firms had employment of 999 or fewer employees, and three firms had employment of 1,000 employees or more. For the category of Cellular and Other Wireless Telecommunications, data for 2002 show that there were 1,397 firms that operated for the entire year. Of this total, 1,378 firms had employment of 999 or fewer employees, and 19 firms had employment of 1,000 employees or more. Thus, we estimate [Page Number 17349] that the majority of wireless firms are small.
9. Some of the rules adopted herein may also affect small businesses that manufacture aviation radio equipment. The Commission has not developed a definition of small entities applicable to aviation radio equipment manufacturers. Therefore, the applicable definition is that for Radio and Television Broadcasting and Wireless Communications Equipment Manufacturers. The Census Bureau defines this category as follows: "This industry comprises establishments primarily engaged in manufacturing radio and television broadcast and wireless communications equipment. Examples of products made by these establishments are: transmitting and receiving antennas, cable television equipment, GPS equipment, pagers, cellular phones, mobile communications equipment, and radio and television studio and broadcasting equipment." The SBA has developed a small business size standard for Radio and Television Broadcasting and Wireless Communications Equipment Manufacturing, which is: All such firms having 750 or fewer employees. According to Census Bureau data for 2002, there were a total of 1,041 establishments in this category that operated for the entire year. Of this total, 1,010 had employment of under 500, and an additional 13 had employment of 500 to 999. Thus, under this size standard, the majority of firms can be considered small.
Description of Projected Reporting, Recordkeeping, and Other Compliance Requirements for Small Entities 10. The Third R&O does not impose any additional reporting, recordkeeping, or other compliance requirements on small entities.
Steps Taken To Minimize the Significant Economic Impact on Small Entities, and Significant Alternatives Considered 11. The RFA requires an agency to describe any significant alternatives that it has considered in developing its approach, which may include the following four alternatives (among others): "(1) The establishment of differing compliance or reporting requirements or timetables that take into account the resources available to small entities; (2) the clarification, consolidation, or simplification of compliance and reporting requirements under the rule for such small entities; (3) the use of performance rather than design standards; and (4) an exemption from coverage of the rule, or any part thereof, for such small entities." 12. As explained in section D of this FRFA, above, the Third R&O does not impose any additional reporting, recordkeeping, or other compliance requirements on small entities. In the IRFA accompanying the Second FNPRM, the Commission identified two measures that it was considering that might conceivably impose significant new compliance burdens on small entities: (1) The adoption of rules requiring that mobile satellite systems accord priority and preemptive access to AMS(R)S communications in additional frequency bands, including the 1.6 MHz, 2 MHz, and 5 MHz frequency bands, and (2) the adoption of rules mandating a transition to 8.33 kHz channel spacing in the aeronautical enroute service. In the Third R&O, however, the Commission does not adopt either of these requirements. The Commission has determined to defer addressing the possibility of requiring MSS licensees to accord priority and preemptive access to AMS(R)S communications in additional frequency bands until other matters pertaining to MSS licensees are addressed in other proceedings. In addition, the Commission has decided not to mandate that the aeronautical enroute service transition to 8.33 kHz channel spacing, but only to allow such a transition to 8.33 kHz channel spacing in the aeronautical enroute (and flight test station) service on a permissive basis. Finally, as noted, the Commission determined in the IRFA accompanying the Second FNPRM that none of the other rule changes under consideration would impose any new compliance burden on any entity, and there is nothing in the record to undermine that conclusion. In sum, none of the rule changes adopted in the Third R&O imposes a new compliance burden on any entity.
F. Report to Congress 13. The Commission will send a copy of this Third R&O in WT Docket No. 01- 289, including the Final Regulatory Flexibility Analysis, in a report to be sent to Congress pursuant to the Congressional Review Act. In addition, the Commission will send a copy of the Third R&O, including the Final Regulatory Flexibility Analysis, to the Chief Counsel for Advocacy of the SBA. A copy of the Third R&O and the Final Regulatory Flexibility Analysis (or summaries thereof) will also be published in the Federal Register List of Subjects 47 CFR Part 1 Administrative practice and procedure, Radio.
47 CFR Part 2 Radio.
47 CFR Part 87 Air transportation, Communications equipment, Radio.
Federal Communications Commission.
Marlene H. Dortch, Secretary.
Rule Changes For the reasons discussed in the preamble, the Federal Communications Commission amends 47 CFR parts 1, 2 and 87 as follows: PART 1--PRACTICE AND PROCEDURE 1. The authority citation for part 1 continues to read as follows: Authority: 15 U.S.C. 79 et seq.; 47 U.S.C. 151, 154(i), 154(j), 155, 157, 225, 303(r), and 309.
2. Amend [Section] 1.948 by revising paragraph (b)(5) to read as follows: [Section] 1.948 Assignment of authorization or transfer of control, notification of consummation.
* * * * * (b)(5) Licenses, permits, and authorizations for stations in the Amateur, Ship, Commercial Operator and Personal Radio Services (except 218-219 MHz Service) may not be assigned or transferred, unless otherwise stated.
* * * * * PART 2--FREQUENCY ALLOCATIONS AND RADIO TREATY MATTERS; GENERAL RULES AND REGULATIONS 3. The authority citation for part 2 continues to read as follows: Authority: 47 U.S.C. 154, 302a, 303, and 336, unless otherwise noted.
4. Amend [Section] 2.106, by revising page 20 of the Table of Frequency Allocations, and by adding footnote US36 to the list of United States (U.S.) Footnotes to read as follows.
[Section] 2.106 Table of frequency allocations.
* * * * * BILLING CODE 6712-01-P Vol. 76, No. 060 [Page Number 17350] See Illustration in Original Document.
BILLING CODE 6712-01-C United States (U.S.) Footnotes * * * * * US36 In Hawaii, the bands 120.647-120.653 MHz and 127.047-127.053 MHz are also allocated to the aeronautical mobile service on a primary basis for non- Federal aircraft air-to-air communications on 120.65 MHz (Maui) and 127.05 MHz (Hawaii and Kauai) as specified in 47 CFR 87.187.
* * * * * PART 87--AVIATION SERVICES 5. The authority citation for part 87 continues to read as follows: Authority: 47 U.S.C. 154, 303 and 307(e), unless otherwise noted.
6. Amend [Section] 87.133 by revising paragraph (a) introductory text and by adding paragraph (g) to read as follows: [Section] 87.133 Frequency stability.
(a) Except as provided in paragraphs (c), (d), (f), and (g) of this section, the carrier frequency of each station must be maintained within these tolerances: * * * * * [Page Number 17351] (g) Any aeronautical enroute service transmitter operating in U.S. controlled airspace with 8.33 kHz channel spacing (except equipment being tested by avionics equipment manufacturers and flight test stations prior to delivery to their customers for use outside U.S. controlled airspace) must achieve 0.0005% frequency stability when operating in that mode.
7. Amend [Section] 87.137 by revising footnote 17 in paragraph (a) to read as follows: [Section] 87.137 Types of emission.
(a) * * * 17 In the band 117.975-137 MHz, the Commission will not authorize any 8.33 kHz channel spaced transmissions or the use of their associated emission designator within the U.S. National Airspace System, except, on an optional basis, by Aeronautical Enroute Stations and Flight Test Stations, or by avionics equipment manufacturers which are required to perform installation and checkout of such radio systems prior to delivery to their customers. For transmitters certificated to tune to 8.33 kHz channel spacing as well as 25 kHz channel spacing, the authorized bandwidth is 8.33 kHz when tuned to an 8.33 kHz channel.
* * * * * [Section] 87.171 [Amended] 8. Amend [Section] 87.171 by removing the entry "FAP-Civil Air Patrol." 9. Amend [Section] 87.173 by removing the entry for "72.020-75.980 MHz," adding entries for "72.02-72.98 MHz" and "75.42-75.98 MHz," revising the entries for "118.00-121.400," "121.500 MHz," "121.975 MHz," "122.025 MHz," "122.075 MHz," "123.6-128.8 MHz," "128.825-132.000 MHz," "132.025-135.975 MHz," "136.500-136.875 MHz," and "406.0-406.1 MHz" in the table in paragraph (b) to read as follows: [Section] 87.173 Frequencies.
* * * * * (b) Frequency table: Frequency or Subpart Class of station Remarks frequency band 72.02-72.98 MHz P FA, AXO Operational fixed.
75.42-75.98 MHz P FA, AXO Operational fixed.
* * * * * * * 118.000-121.400 O, S MA, FAC, FAW, GCO 25 kHz channel MHz RCO, RPC spacing * * * * * * * 121.500 MHz G, H, I, J, K, M, MA, FAU, FAE, FAT, Emergency and O FAS, FAC, FAM distress.
* * * * * * * 121.975 MHz F, S MA2, FAW, FAC, MOU Air traffic control operations.
* * * * * * * 122.025 MHz F, S MA2, FAW, FAC, MOU Air traffic control operations.
* * * * * * * 122.075 MHz F, S MA2, FAW, FAC, MOU Air traffic control operations.
MHz * * * * * * * 406.0-406.1 MHz F, G, H, I, J, K, MA, FAU, FAE, FAT, Emergency and M, O FAS, FAC, FAM distress.
* * * * * * * * * * * * 10. Amend [Section] 87.187 by revising paragraphs (cc) and (dd), and by adding new paragraphs (gg) and (hh) to read as follows: [Section] 87.187 Frequencies.
* * * * * (cc) The frequency 120.650 MHz 1 is authorized for air-to-air use for aircraft up to and including 3 km (10,000 ft) mean sea level within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 35-59-44.9 N. Lat; 114-51-48.0 W. Long.
36-09-29.9 N. Lat; 114-50-3.0 W. Long.
36-09-29.9 N. Lat; 114-02-57.9 W. Long.
35-54-45.0 N. Lat; 113-48-47.8 W. Long.
(dd) The frequencies 136.425, 136.450, and 136.475 MHz are designated for flight information services--broadcast (FIS-B) and may not be used by aircraft for transmission.
* * * * * (gg) (1) The frequency 120.650 MHz is authorized for air-to-air communications for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Maui.
(2) The frequency 121.950 MHz is authorized for air-to-air use for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Molokai.
[Page Number 17352] (3) The frequency 122.850 MHz is authorized for air-to-air use for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Oahu.
(4) The frequency 122.850 MHz is authorized for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Hawaii when aircraft are south and east of the 215 degree radial of very high frequency omni-directional radio range of Hilo International Airport.
(5) The frequency 127.050 MHz is authorized for air-to-air use for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Hawaii when aircraft are north and west of the 215 degree radial of very high frequency omni-directional radio range of Hilo International Airport.
(6) The frequency 127.050 MHz is authorized for air-to-air use for aircraft over and within five nautical miles of the Hawaiian Island of Kauai.
(hh) (1) The frequency 121.95 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 33-46-00 N. Lat.; 118-27-00 W. Long.
33-47-00 N. Lat.; 118-12-00 W. Long.
33-40-00 N. Lat.; 118-00-00 W. Long.
33-35-00 N. Lat.; 118-08-00 W. Long.
34-00-00 N. Lat.; 118-26-00 W. Long.
(2) The frequency 122.775 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 34-22-00 N. Lat.; 118-30-00 W. Long.
34-35-00 N. Lat.; 118-15-00 W. Long.
34-27-00 N. Lat.; 118-15-00 W. Long.
34-16-00 N. Lat.; 118-35-00 W. Long.
34-06-00 N. Lat.; 118-35-00 W. Long.
34-05-00 N. Lat.; 118-50-00 W. Long.
(3) The frequency 123.30 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 34-08-00 N. Lat.; 118-00-00 W. Long.
34-10-00 N. Lat.; 117-08-00 W. Long.
34-00-00 N. Lat.; 117-08-00 W. Long.
33-53-00 N. Lat.; 117-42-00 W. Long.
33-58-00 N. Lat.; 118-00-00 W. Long.
(4) The frequency 123.50 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 33-53-00 N. Lat.; 117-37-00 W. Long.
34-00-00 N. Lat.; 117-15-00 W. Long.
34-00-00 N. Lat.; 117-07-00 W. Long.
33-28-00 N. Lat.; 116-55-00 W. Long.
33-27-00 N. Lat.; 117-12-00 W. Long.
(5) The frequency 123.50 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 33-50-00 N. Lat.; 117-48-00 W. Long.
33-51-00 N. Lat.; 117-41-00 W. Long.
33-38-00 N. Lat.; 117-30-00 W. Long.
33-30-00 N. Lat.; 117-30-00 W. Long.
33-30-00 N. Lat.; 117-49-00 W. Long.
11. Amend [Section] 87.195 by revising the section heading, and by adding introductory text to read as follows: [Section] 87.195 Prohibition of 121.5 MHz ELTs.
The manufacture, importation, sale or use of 121.5 MHz ELTs is prohibited.
* * * * * 12. Amend [Section] 87.199 by revising paragraph (a) to read as follows: [Section] 87.199 Special requirements for 406.0-406.1 MHz ELTs.
(a) 406.0-406.1 ELTs use G1D emission. Except for the spurious emission limits specified in [Section] 87.139(h), 406.0-406.1 MHz ELTs must meet all the technical and performance standards contained in the Radio Technical Commission for Aeronautics document titled "Minimum Operational Performance Standards 406 MHz Emergency Locator Transmitters (ELT)" Document No. RTCA/DO- 204 dated September 29, 1989. The Director of the Federal Register approves this incorporation by reference in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies of this standard can be inspected at the Federal Communications Commission, 445 12th Street, SW., Washington, DC (Reference Information Center) or at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locat ions.html. Copies of the RTCA standards also may be obtained from the Radio Technical Commission of Aeronautics, One McPherson Square, 1425 K Street, NW., Washington, DC 20005.
* * * * * 13. Amend [Section] 87.215 by revising paragraphs (b) and (f) to read as follows: [Section] 87.215 Supplemental eligibility.
* * * * * (b) Only one unicom will be authorized to operate at an airport which does not have a control tower, RCO or FAA flight service station that operates on the published common traffic advisory frequency. At any other airport, the one unicom limitation does not apply, and the airport operator and all aviation services organizations may be licensed to operate a unicom on the assigned frequency.
* * * * * (f) At an airport where only one unicom may be licensed, when the Commission believes that the unicom has been abandoned or has ceased operation, another unicom may be licensed on an interim basis pending final determination of the status of the original unicom. An applicant for an interim license must notify the present licensee and must comply with the notice requirements of paragraph (g) of this section.
* * * * * 14. Amend [Section] 87.263 by revising paragraphs (a)(1) and (c) to read as follows: [Section] 87.263 Frequencies.
(a) * * * (1) Frequencies in the 128.8125-132.125 MHz and 136.4875-137.00 MHz bands are available to serve domestic routes, except that the frequency 136.750 MHz is available only to aeronautical enroute stations located at least 288 kilometers (180 miles) from the Gulf of Mexico shoreline (outside the Gulf of Mexico region). The frequencies 136.900 MHz, 136.925 MHz, 136.950 MHz and 136.975 MHz are available to serve domestic and international routes. Frequency assignments may be based on either 8.33 kHz or 25 kHz spacing. Use of these frequencies must be compatible with existing operations and must be in accordance with pertinent international treaties and agreements.
* * * * * (c) International VHF service. Frequencies in the 128.825-132.000 and 136.000-137.000 MHz bands are available to enroute stations serving international flight operations. Frequency assignments are based on either 8.33 kHz or 25 kHz channel spacing. Proposed operations must be compatible with existing operations in the band.
* * * * * 15. In 87.303, revise paragraph (b) and add a new paragraph (f) to read as follows: [Page Number 17353] [Section] 87.303 Frequencies.
* * * * * (b) These additional frequencies are available for assignment only to flight test stations of aircraft manufacturers: MHz MHz MHz MHz 123.125 *2 123.275 *3 123.425 *3 123.550 *3 123.150 *2 123.325 *3 123.475 *3 123.575 *2 123.250 *3 123.350 *3 123.525 *3 *1 When R3E, H3E or J3E emission is used, the assigned frequency will be 3282.4 kHz (3281.0 kHz carrier frequency).
*2 This frequency is available only to itinerant stations that have a requirement to be periodically transferred to various locations.
*3 Mobile station operations on these frequencies are limited to an area within 320 km (200 mi) of an associated flight test land station.
* * * * * (f) Frequency assignments for Flight Test VHF Stations may be based on either 8.33 kHz or 25 kHz spacing. Assignable frequencies include the interstitial frequencies 8.33 kHz from the VHF frequencies listed in paragraphs (a) and (b) of this section. Each 8.33 kHz interstitial frequency is subject to the same eligibility criteria and limitations as the nearest frequency listed in paragraphs (a) and (b) of this section.
KLM Royal Dutch Airlines celebrated the launch of its new Miami/Amsterdam route on March 21st, 2011 with a "music festival" theme. Aboard the flight were DJ's and dance fans, as well as a large group of bloggers, tweeters, journalists, travel industry professionals, clients and KLM executives.
KLM advanced this unique inaugural flight from March 27th to March 21st because of a communication on Twitter. When KLM announced the upcoming service, members of the Dutch music community tweeted KLM asking to advance its non-stop flight in order to attend the Miami Ultra Music Festival starting March 25th. KLM responded with a challenge; if the Dutch music community could fill up the flight, KLM would agree to advance its non-stop flight from Amsterdam to Miami. The flight was filled within a few hours. This was unique as it was the first time KLM, or any airline, deployed an aircraft following a request on Twitter.
"This flight is a historic one for us. Not only does it mark a milestone in terms of the launch of an additional route for KLM in the U.S., but it also set a Guinness World Record for the highest Altitude Dance Party; 10,000 km above sea level." said Patrick Roux, Senior Vice President Air France and KLM for the Americas.
A water cannon salute, provided by Miami-Dade Fire Rescue, welcomed the flight as it touched down in Miami. Following the airport festivities, there was a ribbon-cutting ceremony to launch the first nonstop Miami to Amsterdam outbound flight.
The evening was topped off with a gala musical reception at the Mondrian Hotel, co-hosted by KLM and its joint venture partner, Delta Air Lines. Delta, in cooperation with KLM, will be launching its Miami/London-Heathrow nonstop service on March 26th as well as its new nonstop intra-Florida service (Miami to Orlando, Jacksonville, and Tampa).
KLM’s new non-stop flights, operating four times a week in collaboration with Delta, will depart Miami on Mondays, Wednesdays, Fridays and Sundays at 9:30 pm and arrive in Amsterdam the next day at 12:20 pm local time. The return flights will depart from Amsterdam on Mondays, Wednesdays, Fridays and Sundays at 3:10 pm, arriving in Miami at 7:10 pm local time.
The joint venture partners Delta, KLM, Air France and Alitalia will now serve five nonstop destinations in Europe (Amsterdam, London Heathrow, Paris-CDG, Rome and Milan) and offer more than 200 flights a week from Miami and more than 550 flights a week from Miami, Fort Lauderdale and West Palm Beach combined.
OLATHE, Kan.--(BUSINESS WIRE)--Garmin International Inc., a unit of Garmin Ltd. (NASDAQ: GRMN), the global leader in satellite navigation, announced today the Garmin G2000, a premium touchscreen-controlled integrated flight deck designed for high performance piston aircraft. With this advanced system, pilots will have many of the same advantages found on systems like the Garmin G3000™, which is designed for Part 23 turbine aircraft, or the Garmin G5000™ that is being designed for the crew-flown business jet market.
“Pilots of high performance piston aircraft value speed and capability, and we’ve designed the G2000 to meet their needs”
“Pilots of high performance piston aircraft value speed and capability, and we’ve designed the G2000 to meet their needs,” said Gary Kelley, Garmin’s vice president of marketing. “This new integrated flight deck gives pilots rapid and intuitive access to vast amounts of flight, system, and sensor information, and also gives the pilot the ability to tailor how that information is presented. The G2000 will provide a premium option for high performance piston aircraft and is an excellent complement to our G1000® integrated flight deck.”
The G2000 system
The G2000 is designed to allow pilots to tailor the information presented to them. It features WXGA high resolution, wide aspect ratio displays (12-inch or 14-inch diagonal). The landscape oriented MFD has multi-pane display capability that allows multiple pages to be viewed side-by-side on the screen. Therefore, pilots can simultaneously view maps, charts, aircraft systems synoptics, TAWS, traffic systems, flight planning, datalink weather, on-board video and more.
As with the G3000 and G5000, the G2000 utilizes the GTC™ 570 vehicle management system, a 5.7-inch diagonal touchscreen controller that uses a desktop-like menu interface with intuitive icons. The GTC 570 allows for full control for radio management, audio management, flight management, weather systems management, synoptics, and other vehicle systems. The touchscreen also enhances ease of use through common sense functions like “back” and “home” that let pilots quickly retrace their steps or return to the home screen. The GTC 570 vehicle management system uses patent pending, infrared touchscreen technology, audio and visual feedback, and animation to help pilots know exactly how the system is responding to their input.
The GTC 570 also incorporates three conventional knobs at the bottom of the display: a volume control knob, joystick knob and dual concentric knob for data entry. Pilots may choose to use the knobs instead of the touchscreen to enter information.
The G2000 in the air
The G2000 has industry leading features that pilots have come to expect from Garmin such as a world class digital, dual channel, fail passive auto flight system. The autopilot includes features such as coupled wide area augmentation system (WAAS) approaches, vertical navigation, and flight level change (FLC). The G2000 also offers a multitude of standard and optional features including Garmin’s Electronic Stability and Protection (Garmin ESP™), 3D audio, global connectivity and weather through Garmin’s GSR 56 Iridium transceiver, and many new systems integration capabilities.
Garmin’s SVT™ is also available and presents near life-like 3D depictions of terrain, obstacles, traffic and the runway environment so that the image on the display replicates what pilots would see outside the cockpit on a clear day. SVT works seamlessly to alert pilots of potential ground hazards by displaying terrain and obstacles which pose a threat to the aircraft with appropriate TAWS alert coloring, as well as voice alerts. SVT also includes pathways (or Highway-In-The-Sky) that are depicted as 3D “flying rectangles” and help pilots stay on course when flying en route legs, VNAV legs, GPS/WAAS vertical approach procedures, ILS approach procedures, and arrival and departure procedures.
The G2000 avionics suite has the capability to incorporate synoptics (graphical systems displays), Garmin’s SafeTaxi®, and electronic charts like FliteCharts® and ChartView, which simplify operation, enhance situational awareness, and increase safety during flight and when taxiing. Garmin SafeTaxi includes over 950 U.S. airports and helps pilots navigate unfamiliar airports while taxiing by identifying runways, taxiways, runway incursion hotspots, and hangars, as well as the aircraft’s exact location on the field. Garmin FliteCharts is an electronic version of the AeroNav Charts (formerly known as the NACO U.S. Terminal Procedures Publication) and lets pilots quickly find and view Departure Procedures (DP), Standard Terminal Arrival Routes (STARs), approach charts, and airport diagrams on the MFD. Garmin ChartView is an electronic version of Jeppesen’s extensive library of charts and airport diagrams are displayed directly on the G2000’s MFD.
Garmin expects to receive certification of the G2000 in 2011, and it is currently planned to be offered directly from aircraft manufacturers on new aircraft models.
About Garmin International Inc.
Garmin International Inc. is a subsidiary of Garmin Ltd. (NASDAQ: GRMN), the global leader in satellite navigation. Since 1989, this group of companies has designed, manufactured, marketed and sold navigation, communication and information devices and applications – most of which are enabled by GPS technology. Garmin’s products serve automotive, mobile, wireless, outdoor recreation, marine, aviation, and OEM applications. Garmin Ltd. is incorporated in Switzerland, and its principal subsidiaries are located in the United States, Taiwan and the United Kingdom. For more information, visit Garmin's virtual pressroom at www.garmin.com/pressroom or contact the Media Relations department at 913-397-8200. Garmin, G1000, SafeTaxi and FliteCharts are registered trademarks, and SVT, GTC, ESP, G2000, G3000 and G5000 are trademarks of Garmin Ltd. or its subsidiaries.
All other brands, product names, company names, trademarks and service marks are the properties of their respective owners. All rights reserved.
Notice on Forward-Looking Statements:
This release includes forward-looking statements regarding Garmin Ltd. and its business. Such statements are based on management’s current expectations. The forward-looking events and circumstances discussed in this release may not occur and actual results could differ materially as a result of known and unknown risk factors and uncertainties affecting Garmin, including, but not limited to, the risk factors listed in the Annual Report on Form 10-K for the year ended December 25, 2010, filed by Garmin with the Securities and Exchange Commission (Commission file number 0-31983). A copy of such Form 10-K is available at www.garmin.com/aboutGarmin/invRelations/finReports.html. No forward-looking statement can be guaranteed. Forward-looking statements speak only as of the date on which they are made and Garmin undertakes no obligation to publicly update or revise any forward-looking statement, whether as a result of new information, future events, or otherwise.
Recently the student body was informed that Virginia Tech might abandon its webmail in exchange for e-mail offered by companies like Google, Yahoo and Microsoft. In the article, which appeared in the Collegiate Times, “Tech may outsource webmail service by fall 2011,” SGA President Bo Hart and systems engineer Ron Jarrell explained why moving to another vendor makes sense.
Although it is not set in stone which vendor Tech would outsource its e-mail to, it appears as though Google’s Gmail is more popular with students. Because of this, and the fact that the company has come under scrutiny in recent months, most criticisms in this article will be pointed at Google.
According to Hart and Jarrell, the change is being considered for three reasons: lack of space, cost and length of storage. Is there a single student who has run out of space for their e-mails? One can only imagine how many e-mails it would actually take to exceed webmail’s quota.
In regard to cost, the number is almost insignificant. Jarrell said Tech spends about $150,000 per year for webmail. Tech spends more than that on some professors. Surely the same price can be paid for the management and maintenance of the e-mails of tens of thousands of students.
Yes, the fact that old e-mails are deleted off the server after 90 days is a minor nuisance. But there are easy ways around this, such as forwarding the message to yourself at a later date, forwarding the message to a non-webmail address or saving the message to your computer.
Most students will agree that Gmail is superior to Tech’s current webmail setup in these three areas. But there is one key area in which many of the vendors, especially Google, have a horrible track record: privacy. There may be a reason why the aforementioned Collegiate Times article failed to mention outside vendors’ stance on privacy — for if privacy was the No. 1 concern when making this decision, there is a good chance Tech would not consider allowing Google, Microsoft or Yahoo to manage its e-mails.
Five months ago, then-Google CEO Eric Schmidt stated, “The Google policy on a lot of things is to get right up to the creepy line and not cross it.” Creepy is one way to put it, perhaps “privacy protection challenged” would be another.
Putting Google in charge of students’ privacy is akin to having a fox guard the henhouse. The company poses such a threat to privacy that members from both major political parties are starting to take notice. Just this past weekend Rep. Joe Barton, Sen. Mike Lee and Sen. Herb Kohl called for investigations into the company’s shenanigans.
Much of the latest controversy arises from the fact that Google collected private data from millions of users’ wireless networks. You know those cars that traversed the roadways and took pictures that make Google Maps look so cool? Well those cars were fitted with equipment that allowed them to collect personal information from your home wireless router. Information collected included Web pages users visited and pieces of e-mail, video, audio and document files.
The fact Google patrols the streets and collects private data should come as no surprise. The company, after all, joined with Microsoft and Yahoo in the enforcement of the “Great Firewall of China.” According to U.S. and British media, this means the companies helped the communist government block “politically sensitive content” to the country’s billion plus citizens — you know, sensitive subjects like the Tiananmen Square massacre, Taiwanese independence, criticism of government, democratic reform, human rights and religious beliefs outside of those sanctioned by the state.
Investigators trying to piece together the cause of a plane crash in the UAE that killed four people are facing delays over a lack of any data recording device on the plane.
The news emerged yesterday as the UAE General Civil Aviation Authority (GCAA) released details of a preliminary report into the fatal accident.
All four people on board were killed when the American Grumman G-21 amphibious aircraft crashed on February 17 at Al Ain Airport about 4pm.
The report said that shortly after take-off, the aircraft veered to the left and crashed at taxiway K, which is parallel to the runway.
“The marks that were left by the aircraft at the taxiway exhibited that it had impacted the ground in nose down and left bank attitude,” the GCAA said in a statement. “No signs of inflight break-up or pre-impact fire were observed in the vicinity of the accident site.” It said that the aircraft had been modified some time before entering the UAE last August, however investigators are trying to get more details on the modifications from the American National Transport Safety Board.
The GCAA added that the investigation was being slowed down as, under Federal Aviation Regulations of the United States, the aircraft was not required to be equipped with flight recorders.
The aviation body said it is using alternative methods to unravel what happened, such as forensic examinations of the wreckage.
Full Year 2010 Revenues of $1.3 million; more than double prior year.
Gross Margin close to breakeven in the fourth quarter 2010.
DELRAY BEACH, Fla., March 28, 2011 /PRNewswire/ -- Pet Airways, Inc. (OTCQB: PAWS), the world's only airline designed specifically for the comfortable and safe transportation of pets, reported results for its fourth quarter and the year ended December 31, 2010.
Andrew Warner, President and CFO said, "We are pleased that we generated record revenues in the fourth quarter and that our gross margin was close to breakeven. We continued to show significant revenue growth both year over year and sequentially reflecting continuing strong demand for our services and ended the year with over $1.5 million in cash and cash equivalents."
Dan Wiesel, Chairman and CEO of Pet Airways, Inc. said, "2010 was an outstanding year that gives us a solid base for 2011. The growth in full year revenues illustrates the demand we are seeing and we look forward to continuing to grow the markets we serve and opening Pet Lounges in more cities in 2011."
Highlights for the Fourth Quarter Ended December 31, 2010
* Revenue for the fourth quarter of 2010 was $476,000, compared to $382,000 in the fourth quarter of 2009, an increase of approximately 25 percent.
* Gross loss decreased approximately 90 percent to $(5,500) for the fourth quarter of 2010 compared to$(57,000) in the fourth quarter of 2009.
* Net loss for the fourth quarter of 2010 was $(1,419,000) or $(0.04) per share, compared to net loss of $(432,000), or $(0.02) per share in the fourth quarter of 2009. Net loss for the fourth quarter of 2010 included $54,000 of non-cash stock based compensation expense to a non-employee.
Highlights for the Year Ended December 31, 2010
* Revenue increased approximately 114 percent to $1,348,000, compared to $629,000 in 2009.
* Net loss for 2010 was $(4,056,000) or $(0.13) per share, compared to a net loss of $(1,219,000), or $(0.05) per share for 2009.
* Net loss for 2010 included approximately $1,261,000 or $0.04 per share of non-cash stock based compensation expenses, $362,000 in one-time cost related to completing our reverse acquisition and $141,000 in initial public company reporting costs. No non-cash stock based compensation expense was recorded in 2009.
Guidance
Based on our ability to raise significant additional capital during the first quarter of 2011 to fund our growth and other operating assumptions detailed in the Form 8-K filed with the SEC on March 8, 2011, the Company expects 2011 revenues to be more than double 2010 revenues and we expect to record positive gross margins by the fourth quarter of 2011. The Company expects continued revenue growth and positive gross margins in 2012 and to be breakeven on a cash basis in the fourth quarter of 2012.
Forward-Looking Statements
This press release includes statements that may constitute "forward-looking" statements within the meaning of the Private Securities Litigation Reform Act of 1995. All statements other than statements of historical facts, including, without limitation, statements regarding future financial position, business strategy, budgets, projected sales, projected costs, and management objectives, are forward-looking statements. Terminology such as "may," "will," "expects," "intends," "plans," "projects," "estimates," "anticipates," "illustrates", or "believes" or the negative thereof, any variation thereon or similar terminology are intended to identify forward-looking statements. These forward-looking statements are subject to risks and uncertainties that could cause actual results to differ materially and adversely from the results proposed in such statements. Important factors that could cause actual results to differ from our expectations include, but are not limited to: the costs and availability of financing; our ability to maintain adequate liquidity; our ability to execute our business plan; our ability to control costs; our ability to attract and retain customers; transportation demand; general economic conditions; costs of aviation fuel; competitive pricing pressures; governmental regulation; weather conditions; and statements of assumption underlying any of the foregoing, as well as other factors set forth under the caption "Risk Factors" in the Form 8-K filed with the Securities and Exchange Commission ("SEC") on March 8, 2011 and other filings with the SEC. Readers are cautioned not to place undue reliance on these forward-looking statements which speak only as of the date of this press release. All forward-looking statements are qualified in their entirety by the foregoing cautionary statements. We assume no duty to update or revise our forward-looking statements based on changes in our expectations or events after the date hereof.
About Pet Airways, Inc.
Pet Airways Inc. is the first airline specifically designed for the safe and comfortable transportation of pets. Pet Airways' Pawsengers™ travel in the specially equipped main cabin of its planes - where pets are continuously monitored by an In-Flight Pet Attendant and the climate is controlled for maximum pet comfort. With Pet Airways Inc., Pet Parents can be assured their animals will be treated with tender, loving care throughout the journey. The airline launched flight operations in 2009 and currently serves coast-to-coast destinations across the U.S., including Los Angeles, Phoenix, Denver, Omaha, Chicago, Baltimore, New York, Atlanta and Ft. Lauderdale. It recently announced its expansion into Orlando.
The Lindbergh Foundation Day at Sun `n Fun on March 31 features top leaders from general aviation talking about the pressing issues facing the industry. Forums run from 9 a.m. through 2 p.m. in the cafeteria at the Central Florida Aerospace Academy on the Sun ’n Fun campus.
* New German aerobat gets EASA certification
* Diamond offers deal to stimulate sales
* Combs to share tips on flight planning
* Lindbergh Foundation to emphasize green aviation at Sun `n Fun
Topics include new initiatives to address environmental concerns challenging GA, such as alternative fuels. There are also sessions on electric airplanes. Officials from Cessna Aircraft, Lopresti Aviation, electric aircraft manufacturers, Embry Riddle Aeronautical University, engine companies, and developers of alternative fuels such as Swift Enterprises, will participate in the forums.
“Last month, the Lindbergh Foundation launched the Aviation Green Alliance to support aviation-related companies and individuals who are committed to proactively addressing aviation and environmental challenges,” said Foundation Chairman, President and CEO Larry Williams. “One of the objectives of this program is to offer informational programs that are focused on the industry’s progress in addressing aviation’s environmental footprint. Lindbergh Foundation Day at Sun ’n Fun is the perfect venue for us to present our first in a series of forums being planned at key aviation venues throughout the year. We thank Sun ’n Fun for their support of our efforts.”
The Aviation Green Alliance was established to create multiple platforms for members to share strategies, findings, progress, and ideas related to aviation’s environmental challenges.
“This program is just the beginning of our efforts to let the world to know how manufacturers, operators, service companies, and individuals in aviation are actively involved in making measurable, scalable, and sustainable environmental progress,” said Williams. “These outstanding presentations will provide proof of their initiative and commitment to this important subject.”
EasyJet Plc (EZJ) Chief Executive Officer Carolyn McCall is targeting Europe’s legacy carriers in a bid to boost the low-cost airline’s share of the business travel market.
EasyJet is increasing daily flights on routes from key bases in London, Paris and Geneva, the CEO said yesterday in an interview on the carrier’s inaugural flight to Amman, Jordan. The airline is also rolling out flexible tickets, which it started testing in November, across its network in an effort to make the airline more attractive to business passengers.
“We do leisure and we do it really well,” said McCall, who took over in July. “The business traveler proposition is another kind of product. It’s quite a different thing. For the first time ever, EasyJet has two product propositions.”
The airline has also put together a 15-strong sales team that will target businesses and travel bookers in its U.K. home market, as well as continental Europe, and is aiming to offer flexible fares for sale via its website by the summer.
With 60 percent of EasyJet’s passengers embarking in continental Europe, McCall said the discount airline plans to take on full-service carriers such as Air France-KLM (AF) Group, as well as U.K. rival International Consolidate Airline Group SA’s British Airways.
Europe Competition
“We are not so UK-centric to think that we only compete with BA,” she said. “We compete with Air France out of France, we compete with KLM out of Amsterdam, so we compete with all of those carriers.”
McCall estimates that business passengers make up about 18 percent of EasyJet’s total and said she wants to boost that to 21 percent. Yields, a measure of fares, are as high as 20 percent for some business customers as they tend to book later and pay for Easyjet options such as priority boarding.
McCall in November began selling tickets offering flexibility to switch flights up to two hours before departure.
EasyJet, founded in 1995 as a two-plane airline offering flights from London to Scotland, still has a long way to go in catching up to the legacy carriers in terms of offering same-day frequencies, said Gert Zonneveld, an analyst at Panmure Gordon in London with a “buy” recommendation on the stock.
“You have to ramp up frequencies,” said the analyst, who reckons EasyJet has five or more daily flights on just 2 percent of its network, compared with 53 percent at British Airways, the biggest U.K. carrier. “I don’t think that other things are going to have a massive impact on demand for business passengers.”
Share Slump
EasyJet has slumped 26 percent this year after saying Jan. 20 that its loss in the first half ending March 31 would double to as much as 160 million pounds as fuel costs rose and snow and strikes caused flights to be canceled.
The share performance, the worst on the seven-member Bloomberg EMEA Airlines Index, has cut the carrier’s market value to 1.39 billion pounds ($1.39 billion). Ryanair Holdings Plc (RYA), Europe’s biggest discount carrier, is down 13 percent for a value of 4.86 billion euros ($6.8 billion), while International Consolidated Airlines Group SA, formed in January from a merger of BA and Madrid-based Iberia, is worth 4.25 billion pounds.
“There should be further growth for EasyJet in the business segment,” said Jonathan Wober, an analyst at Societe Generale SA in London who recommends buying the stock. “With each recession people have moved out of the premium cabin to the economy cabin and from full-service carriers to low-cost carriers, and while some move back with each recovery there has been a structural decline in short-haul premium travel.”
EasyJet will start paying dividends in 2012 so long as it’s profitable, McCall said in November following pressure from founder Stelios Haji-Ioannou
FORMER British prime minister Gordon Brown and his entourage were involved in a mile-high argument after passengers, including a pregnant woman, were bumped out of business class on a flight from the Middle East.
FORMER British prime minister Gordon Brown and his entourage were involved in a mile-high argument after passengers, including a pregnant woman, were bumped out of business class on a flight from the Middle East, UK newspaper The Mail on Sunday reported.
Passengers on the British Airways flight from Oman to London lost their seats before Brown's entourage boarded during a stopover in Abu Dhabi.
Passengers were told there was a sudden "overbooking" problem, meaning that some would move to inferior seats and a few would not be able to travel at all.
When they saw Brown's six-strong entourage board the plane, some passengers became infuriated because they believed they lost their seats because of him - something denied by the airline and Brown's office.
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The pregnant woman tried to take a photo of Brown to use in a complaint to the airline, prompting a furious response from his aide, Kirsty McNeill.
"I blame BA more than Brown, but Ms McNeill was seriously unpleasant," said the woman, who did not want to give her name.
A spokeswoman for the airline said Brown's arrival on the flight was a coincidence and that he was unfairly blamed by the mutinous passengers.
"The situation had absolutely nothing to do with Gordon Brown," she said. "We have apologised to (the complainant), and we have offered to pay compensation. It is very rare for a customer not to be able to travel in the cabin that they have booked, and we are extremely sorry that this happened on this flight. Gordon Brown and his party were booked in advance and were not involved in any way."
A spokeswoman for Brown said that "as BA has made clear, the arrangements were nothing to do with Mr Brown, who had booked his flight and seats well in advance and made no requests for - nor received - any special treatment."
