European Union transport commissioner, Siim Kallas, stated airlines should receive compensation from airports when they fail to operate at acceptable standards (The Financial Times, 2011). Mr Kallas stated the EU was considering passing legislation that would require airports to upgrade weather systems and infrastructure.
Brussels eyes damages plan for snow-stricken airlines
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Brexit and aviation Part 1: Open Pandora's box and anything can happen. But status quo is likely
The 23-Jun-2016 UK vote in favour of British exit from the EU came as an enormous shock to observers, despite strong warnings from pollsters. The first implication is for an unwelcome period of uncertainty. But, as with any major shock of this sort, the immediate warnings of disaster and market collapse normally dissipate as thinking adjusts. Having passed the political silliness of leaving such a major and complex decision effectively to chance, the bureaucrats will now begin to pick up the pieces and work around the complexities.
There are numerous potential implications for the aviation sector - the most serious being that the withdrawal of the UK from EU decision making will allow the protectionist forces in Germany and France to become more influential in formulating EU policy directions. Otherwise, many of the potentials can probably be worked around, over time. Meanwhile, uncertainty remains the order of the day, while the lengthy unravelling occurs.
For consumers, the single aviation market and the US-EU Multilateral open skies agreement are the most immediate issues. For European services, the likely outcome is for the UK to negotiate single market access, as Norway and others have, through the ECAA, despite not being EU members. This would broadly maintain the status quo from a consumer perspective and the UK's airlines would retain full market access. Ironically though, they would have to comply with associated EU regulations, despite having no say in their formulation - the opposite of Brexit's supposed objective in giving the UK greater independence. And the North Atlantic agreement has become so important, for liberals and protectionists alike, that a UK disappearance is most unlikely.
Air France-KLM: long haul low cost airline could be part of new CEO's vision as French Blue enters
Air France-KLM chairman and CEO, Jean-Marc Janaillac, who took charge in Jul-2016, has talked about the possibility of launching long haul low cost operations (Bloomberg/luchtvaartnieuws.nl, 20-Sep-2016).
If Air France-KLM were to enter this segment it would be the second of Europe's big three legacy airline groups to do so, after the Lufthansa Group. Ironically, there is no long haul low cost competition to Lufthansa in Germany. By contrast, IAG faces more such competitors in the UK than either of its two major rival groups in their largest home market, but currently has no plan for such an operator.
Air France-KLM management told analysts on a conference call in May-2016 that it was sceptical about the sustainability of year-round profits for long haul low cost. However, new competition has prompted Mr Janaillac to look more closely at this market segment. Since Jul-2016 Norwegian has commenced trans-Atlantic long haul operations from Paris CDG. In addition, since Sep-2016, the new-start long haul LCC French Blue now flies on routes to the Caribbean. Mr Janaillac is expected to report on his strategic vision for Air France-KLM in early Nov-2016. Labour relations will be crucial to the group's development – not least in the area of long haul low cost.