Pakistan International Airlines (PIA) resumed international operations on 12-Feb-2011 following a four-day strike last week which has resulted in a loss of more than PKR2 billion (USD24 million) for the carrier and the cancellation of 500 services (APP/Saudi Gazette/The Nation/Reuters/AP/AFP, 12-Feb-2011). The strike was ended on 11-Feb-2011 after the Pakistan Government accepted the demands of the Pakistan Airline Pilots' Association (PALPA). As part of this, the government announced plans to remove MD Aijaz Haroon, halt plans for codeshare services with Turkish Airlines and reinstate sacked employees. A new MD will be appointed "soon" according to the nation's Defence Minister Ahmed Mukhtar. The carrier operated 45 domestic and 35 international services, handling 15,000 passengers, on 12-Feb-2011, with spokesman Mashood Tajwar stating its top priority is to clear a backlog of 50,000 passengers. Mr Tajwar confirmed the Turkish Airlines' codeshare agreement is no longer on the table stating that "no such agreement will be signed in the future". The carrier reported losses of PRK11.7 billion (USD138 million) in the nine months to 30-Sep-2010.
PIA employees end strike; Turkish Airlines codeshare off
You may also be interested in the following articles...
Europe summer 2017 airline capacity outlook: fifth successive summer of above trend seat growth
Airline seat growth from Europe in summer 2017 is set to stay at almost 6% for the third successive summer, according to data from OAG. This rate had not previously been reached since 2010, although this will be the fifth straight summer of growth ahead of its 10 year average rate. The summer 2017 season started on 26-Mar-2017 and, although always subject to further change, the data give a fairly clear picture.
Seat capacity on routes from Europe to Africa will grow the fastest, as the region recovers from a terrorism related drop in demand in North Africa. There will also be above trend growth in almost every other region from Europe (including intra Europe). The only exception is Europe-Middle East, where the newly cautious Gulf airlines' growth is slowing this summer.
On the North Atlantic, always important for the profitability of Europe's leading legacy airlines, growth will be faster than its 10 year trend, but it will at least be a little slower than in the past summer. The loss of market share from the immunised North Atlantic JVs to newer and smaller competitors, including LCCs, is set to continue. As ever, the OAG capacity data provide a window into the changing structure of the airline markets from Europe.
Mongolia aviation: liberalisation, end of MIAT protection needed to drive growth at new airport
Mongolia’s stagnant aviation market is at an important juncture as the country prepares to open a new airport at the capital Ulaanbaatar in May-2018. In order to drive growth and ensure the new airport does not turn into a white elephant, the government needs to adopt a new more liberal aviation policy and stop protecting its flag carrier.
Mongolia’s international market has not grown in the past four years due, in part, to protective policies. In the latest examples of protectionism, Mongolia has refused to allow Kazakhstan’s Air Astana to launch flights and has not approved more capacity for Turkish Airways that is needed for new nonstop flights from Istanbul.
The Mongolian market has huge potential, and increased tourism would have an overall economic benefit far greater than the negative impact on the government owned MIAT Mongolian Airlines from increased competition. With the new airport about to open, it is even more crucial for Mongolia to liberalise – not only by opening up to all interested foreign airlines, but also by ending MIAT’s monopoly on ground handling services and making sure the airport’s charges are low enough to support new flights.