Japan's MLIT stated (09-Sep-2011) it would commence aviation talks for an open skies agreement with Canada in Vancouver on 13/14-Sep-2011. With the exception of the US, this will be the first open skies negotiations with a country outside east Asia and the ASEAN group, with which MLIT has almost completed conclusion for agreements.
Japan to commence open skies talks with Canada
You may also be interested in the following articles...
Turkish Airlines in North America. Two new routes a year; geography favours it versus Gulf airlines
North America is Turkish Airlines' fastest growing passenger region. The region forms a relatively small proportion of its total network, but contributes five of the airline's top 10 international routes by ASKs (Istanbul to New York is the biggest). Turkish has a strong load factor on its North American operations, although this has slipped in 2015.
However, there is no sign that Turkish plans to ease back on the throttle. After launching services from Istanbul to Boston and Montreal in 2014, it started San Francisco this summer and will add Miami this winter to give a total of 10 North American destinations. In 2016, it will commence flights to Atlanta.
Turkish is the sole operator on all but one of its USA/Canada routes from Istanbul (and its only competitor, to Toronto, is also a codeshare partner). This clearly positions it strongly in the Turkey-North America O&D market. However, such a rapid expansion requires additional feed and the region is also part of Turkish Airlines' global connecting strategy. Its expansion brings increased competition with the much more highly publicised Gulf-based super-connectors in North America, but Turkish should not fear this.
CAPA's new CASK database allows global airline unit cost benchmarking and strategic mapping
One of the key competitive dynamics in the aviation industry is the relative cost efficiency of different airlines, as measured by cost per available seat kilometre (CASK). CAPA's new CASK Database plots CASK against average trip length, giving its members an important graphical tool for comparing competing airlines and highlighting broad differences between them.
A direct comparison of CASK, or unit cost, for different airlines is not straightforward as it varies with the average distance flown. In general, the cost of producing a seat kilometre falls as average trip length increases since fixed costs are amortised over more seat kilometres and variable costs, such as fuel, are more efficiently consumed in longer flights. Plotting CASK versus average trip length allows the relative cost efficiency of different airlines to be compared visually.