Airfares expected to spike due to soaring fuel prices
Passenger airfares are likely to rise in the next few months, as aviation fuel prices and operating costs continue to increase sharply, EVA Airways Corp (長榮航空) said yesterday.
While demand for air travel is expected to grow as COVID-19 restrictions are eased worldwide, airlines are facing higher operating costs, including ground handling rates, amid rising inflation, EVA president Clay Sun (孫嘉明) said at the company’s annual general meeting in Taipei.
Aviation fuel accounts for about 30 percent of airlines’ operating costs, Sun said, adding that fuel prices are now hovering at about US$120 to US$150 per barrel.
Airlines are thus likely to raise or add fuel surcharges to their ticket prices to offset growing operating costs, he said.
On the air cargo front, there is some good news, as several electronic manufacturing companies in Shanghai have restarted production after months of tight lockdown due to COVID-19 restrictions, Sun said.
As Shanghai moves to ease its COVID-19 curbs, supply chain disruptions are likely to improve, which would be a boon to the air cargo industry, he said.
EVA has been using 17 of its passenger jets as cargo planes during the pandemic, and the airline is expected to take delivery of two new Boeing Co 787 Dreamliner passenger jets in the fourth quarter, he said.
Amid growing demand for air travel as countries around the world ease their COVID-19 restrictions, EVA will resume passenger flights in August between Bangkok and London, and Amsterdam and Vienna, Sun said, adding that the Bangkok-London flights are already 85 percent booked.
The airline also plans to restart its passenger flights from Taiwan to the US cities of Houston and Chicago in August and offer more frequent services to North America in general, Sun said.
In early November, EVA Air is aiming to open new passenger routes between Taiwan and some European destinations, in anticipation of Taiwan lifting some of its COVID-19 border restrictions around August, he said.
The new European routes would include two weekly flights to Milan, Italy, and four to Munich, Germany, Sun said.
The company is expected to show better results in the second half of the year than in the first half, and plans to issue a cash dividend of NT$0.6 per share this year, Sun said.
大綱
Passenger airfares are likely to rise in the next few months, as aviation fuel prices and operating costs continue to increase sharply
While demand for air travel is expected to grow as COVID-19 restrictions are eased worldwide, airlines are facing higher operating costs, including ground handling rates, amid rising inflation
Airlines are thus likely to raise or add fuel surcharges to their ticket prices to offset growing operating costs
On the air cargo front, there is some good news, as several electronic manufacturing companies in Shanghai have restarted production after months of tight lockdown due to COVID-19 restrictions
As Shanghai moves to ease its COVID-19 curbs, supply chain disruptions are likely to improve, which would be a boon to the air cargo industry
EVA has been using 17 of its passenger jets as cargo planes during the pandemic, and the airline is expected to take delivery of two new Boeing Co 787 Dreamliner passenger jets in the fourth quarter
心得
雖然疫情持續嚴峻中，但我發現國人已經快要關不住了，現在很多人都在國內旅遊，像是到澎湖、金門、綠島之類的國際線，所以我想就算以後機票有可能上漲，但也阻止不了國人想出國的心，畢竟疫情的發生也近三年了，在關也關不住了。長榮航空也即將接收兩架新客機，恢復了幾條國外航線，勢必要開始對開放國門這件事做準備，盡量彌補近幾年來營利上面的虧損。
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Airfares expected to spike due to soaring fuel prices - Taipei Times
台北時報,Wed, Jun 01, 2022
06-13 14:04:
大綱:The outline here corresponds to the content on the previous page, mainly to talk about why there is a Russian soldier who wants to withdraw from the front line, and the trauma he sUkraineuffered, and the war that really happened to him, when he went to. After that he was shocked and hesitant. The sudden blood on his hands left him at a loss.大綱: The outline in the second half is about ideological struggle of what would happen to the soldier if he refused to return to Ukraine. Althougth he could refuse to go back to Ukraine in the end because of human rights issues, there is no guarantee that he will not be transferred back to Ukraine in the future.
心得:我覺得那個士兵的做法不是不符合常理，畢竟不管是誰第一次遇到那種場面都會感到震驚和恐慌。不過又有誰會想要戰爭的發生、誰會想親眼看到戰場，在那種看著人一個接著一個地死去，誰會想在那待著哪怕只是一秒。但是離開或是拒絕回到戰場，又要面臨國家的處分，這樣搞得好像去也不是不去也不是。如果可以避免這樣的混亂，是不是只要不要發動戰爭，各國和平相處就好?不過要這樣好像很難。
資料來源:
https://www.bbc.com/zhongwen/simp/world-61681730 (BBC新聞中文版)、以及https://www.bbc.com/news/world-europe-61607184 (BBC新聞原版)
06-13 14:07:
• In April 2020, the CEO of the International Air Transport Association, or IATA. remarked that the aviation industry “has never seen a downturn this deep before" .likening the Covid-19 pandemic to a war, which “has brought death and economic devasThe past few months has clearly been the worst period that aviation has been through. We've never seen airlines grounding their operations. April marked the low point when international travel virtually stopped. We saw air travel down 98% compared to where it was a year earlier. We would expect in the second half of the year to see some recovery. We think airlines are going to probably lose an unprecedented $84 billion in 2020. According to IATA, full-year passenger revenue in 2020 is expected to fall by 55% compared to 2019, while there will be a 48% decrease in air traffic. This is reflected in the plunge in scheduled flights globally. While there were 0.8% more flights in January 2020 compared to the same period in 2019, that number plunged by more than 65% year-on-year in June. The ability of airlines to operate really depends on whether the health authorities have either unlocked the economies or allowed people to travel. We're seeing domestic air travel markets opening first. China, for example, and the United States. Domestic air travel will be enough to kickstart the airline industry in some countries. As travel restrictions ease, the safety of passengers is paramount to avoid another wave of infections. Qatar Airways has continued its international flights during the pandemic despite the plunge in air travel, its Group CEO tells me. We have never stopped flying. We were the largest international operator for the last three months from March until April and May. Besides putting in place the safety recommendations by IATA, Qatar Airways is also reviewing its meals services to minimise contact between its cabin crew and passengers. Similar measures are also in place for other international carriers such as Singapore Airlines, which has suspended its in-flight meals for some routes while British Airways will be replacing in-flight meals with meal boxes instead. We have given all our cabin crew training in how to make sure we identify if there is anybody that has symptoms on an aeroplane. And secondly, how to handle issues when there are risks. All items are very well sterilised, again using also UV. Qatar Airways is the only international airline that once you are traveling in a premium cabin, you're completely enclosed. So there is no need of social distancing because you are not in contact with anybody that is sitting next to you. Flying is now a necessity and not a luxury. The disruption to air travel has affected business and families alike. IATA's safety recommendations, done in collaboration with the Airports Council International, include best practices for airlines, airports and local authorities to resume commercial flights. From pre-flight, in-flight and arrival, safety recommendations include contact tracing, the use of personal protective equipment and enabling contactless services at customs. With airlines restarting flights and more countries easing travel restrictions, could things be looking up in the second half of 2020? Patrick Nolan, an aviation technology consultant, says that the pandemic has disrupted pilot training. T r technology and, I guess, our capabilities would need to be agile enough to be able to move with that change in focus. Because when the flag goes back up and there's going to be a lot more training required, then training efficiency and supporting the instructor with new and usable data is going to be critical. And that may move from pilot training right through to potentially reduce crew in aircraft. There's so many things that may happen now. With costs increasing and revenues falling, there may be a consolidation in the airline sector, says Professor Keith Mason from the Centre for Air Transport Management. While those receiving government aid are more likely to survive, fully independent airlines may go out of business. We may end up with a smaller airline industry, which may mean that there's less choice for consumers and that prices may go up. And that may flatten demand. I don't see any stability in international air travel, until we get to a point where the whole of the market has been able to control the impact of Covid-19. The growth out of the challenges will be piecemeal and localized and between countries where they have been able to control the virus. The industry will come out of this, it will be leaner, there will be fewer players It will continue to drive economic activity on a global basis. One thing is clear: sweeping changes will be needed for the airline sector to adapt to a world post-pandemic. As airlines and airports gear up to resume operations, how we travel in the future will change, for better or for worse. 大綱What won't change in aviation is the focus on safety, the continual increase in automation. With costs increasing and revenues falling, there may be a consolidation in the airline sector, says Professor Keith Mason from the Centre for Air Transport Management. While those receiving government aid are more likely to survive, fully independent airlines may go out of business We may end up with a smaller airline industry, which may mean that there's less choice for consumers and that prices may go up.
I don't see any stability in international air travel, until we get to a point where the whole of the market has been able to control the impact of Covid-19.
• sweeping changes will be needed for the airline sector to adapt to a world post-pandemic. As airlines and airports gear up to resume operations, how we travel in the future will change, for better or for worse. 心得COVID-19 has had a big impact on all industries, and aviation is one of the worst. National lockdowns and businesses suspending travel and canceling meetings and tourists abandoning vacations have had the most immediate impact on the airline industry.The cheap air tickets before the epidemic in 2019 may never be returned. In the future, the rise of air tickets in the post-epidemic era will become the new normal! I think the passenger revenue of China Airlines and EVA Air will increase a lot in the 出處CNBC報導 2020/06/18
https://www.youtube.com/watch?v=3js8L8iRrIg
06-13 14:28:
content:It's no secret that the air cargo sector saw a considerable uptick in activity following the outbreak of the COVID-19 pandemic in 2020. The resultant collapse in passenger air travel forced many operators to shift their strategies to stay competitive, and the boom in global ecommerce further strengthened the need for effective air freight to support global supply chains. Despite this, the air cargo market remains a volatile one moving through the first months of 2022. Sanctions and airspace closures following the Russian invasion of Ukraine are likely to bring challenges to all areas of global logistics, and with significant re-routing required, air cargo is no exception.
1. Russia and Ukraine airspace closures will bolster air cargo capacity restrictions
air cargo demand continues to outpace capacity in the market as of March 2022, with freight capacity remaining restricted and dedicated freighters proving unable to meet demand. According to IATA, January 2022 air cargo capacity has only increased by 3% YoY and remains around 9% below January 2019 levels. With the airspace restrictions bought about by the Ukraine Crisis effecting over 30 countries, flight times between Europe-Asia and Asia-North America are being significantly increased as air cargo flights are rerouted. Some notable operators impacted include Nippon Cargo Airlines, Korean Air and Asiana, who have recently rerouted their cargo flights to avoid Russian Airspace. Other operators have reduced or cancelled Asia flights altogether. This will likely exacerbate the current air cargo capacity restrictions as capacity is taken out of the market.
2. Extended waiting times for P2F conversions may hamper new capacity in the market
Older passenger-configured widebodies have fallen out of favour in recent times, making it an attractive time to acquire aircraft for passenger to freighter 'P2F' conversion at competitive prices. However, extended waiting periods facing P2F conversion programmes have slowed down the entry of new capacity to the market. It is no coincidence that the strongest growth seen within the freighter sector since 1999 coincides with the COVID-19 pandemic. The active freighter fleet grew by 234 aircraft in 2020, equating to 12%, with continued growth observed in 2021 with a further 138 aircraft becoming active, representing 6% growth YoY according to commercial cargo aircraft fleet data from InsightIQ. The number of freighter flights also increased during 2020 with 21% YoY growth, compared to the number of passenger flights which decreased by 48% in the same period.
3. Air freight rates will Remain elevated
Air freight rates continue to be inflated as passenger aircraft belly-cargo capacity remains restricted, and the introduction of new aircraft into the market is slow. Sentiment in the air cargo industry indicates rates are expected to continue to increase in the near term, but surcharges from cargo carriers are likely due to network disruptions, surging fuel prices and the war in Ukraine. FedEx is one notable operator to recently apply such surcharges to most of their shipments. As of February 2022, air freight rates per kilogram on Hong Kong/Asia to North America and Europe routes remain elevated at approx. USD 10 (51% YoY) and USD 6 (35% YoY), respectively.
4.Crude Oil and Jet Fuel Spots Prices will continue to Climb
The price of WTI crude oil and kerosene-type jet fuel has peaked to levels last seen in 2012 as of March 2022, reaching highs of USD $119 per barrel (91% YoY) and USD $3.7 per gallon (120% YoY) respectively. The uncertainty caused by the conflict in Ukraine is expected to push prices higher, particularly if more sanctions are applied to the Russian energy sector. Nevertheless, an increase in oil production by OPEC members is likely to stabilise the price. It is likely that these higher oil prices will result in extra costs of transporting air cargo being passed on to consumers. The chart below shows the Cushing, OK WTI crude oil spot price against U.S. Gulf Coast kerosene-type jet fuel spot price between Jan 2018 and March 2022.
outline:The collapse of passenger air travel since the outbreak of the COVID-19 pandemic in 2020,Forcing many operators to change strategies to remain competitive. Sanctions and airspace closures following Russia’s invasion of Ukraine could create challenges in all areas of global logistics and require extensive rerouting, including air cargo. There are four key points, one is that flight times between Europe and Asia and Asia-North America are increasing significantly as air cargo flights are re-routing as airspace restrictions brought on by the Ukraine crisis affect more than 30 countries. Some prominent operators affected have rerouted cargo flights to avoid Russian airspace, and others have reduced or canceled flights to Asia entirely.
Second, the extended waiting period faced by P2F conversion programs has slowed the pace of new capacity entering the market. Third, as passenger aircraft belly cargo capacity is still limited and new aircraft are slow to enter the market, air freight rates continue to rise. The air cargo industry has indicated that freight rates are expected to continue to rise in the near future, but surcharges by cargo airlines may be due to network disruptions , soaring fuel prices and the war in Ukraine. Fourth, uncertainty caused by the conflict in Ukraine is expected to push up prices for crude oil and kerosene-like jet fuel, and these higher oil prices are likely to result in the additional cost of air cargo being passed on to consumers.
experience:The aviation industry has been really hit hard since the outbreak of Covid-19, and even if operators shift strategies to remain competitive, air cargo capacity in January 2022 is still around 9% lower than the level in January 2019, plus The events in Russia and Ukraine are expected to push up the prices of crude oil and kerosene jet fuel. Now air cargo is still turbulent. I hope the aviation industry can return to stability as soon as possible.
END
06-13 15:01:
主題:Industry Trends and Future Trends in Low-Cost Carrier
內容:The operation model of Low Cost Carrier (LCC) penetrates the market of passenger air transportation over decades, not only has it become the vital competition to full service airlines, and also brought business opportunities and challenges to the industry. LCCs should better understand the factors which affect travelers' purchase intention for further market development. This study applied the questionnaire survey for the empirical research based on the method of quantitative analysis. The valid returned 262-sampling was used to analyze the relationships among customers' perceived price, brand equity and strategic alliance and purchase intention toward the services provided by LCCs.
By using the methodology of multiple regression analysis, research results showed that four variables were significant correlated, and three dependant variables (DV) had significantly positive influences on customers' purchase intention for LCCs. Among three DV, perceived price had the highest impact shown on customers' purchase intention and brand equity as the second. The research results can be used for the reference of the researches and practices in association with airline industry, tourism industry and the related fields.
大綱:In recent years, the low-cost carrier operation model has competed in the air passenger transport market, becoming a market rival of the traditional aviation industry, and also bringing new business opportunities and challenges to the global air transport industry. However, under the epidemic situation, low-cost carrier need to understand passengers' willingness to take low-cost carrier and their influencing factors in order to grasp the future trend. The questionnaire survey method is used to collect questionnaire data for international airports in the northern, central and southern regions of Taiwan, and passengers with experience in taking international flights are interviewed.
The analysis results confirm that there is a significant correlation between the three variables, and the three changes, such as price cognition, brand equity and strategic alliance, have a significant positive impact on the willingness to fly in low-cost carrier.
Among them, price recognition has the most significant impact on passengers’ willingness to take low-cost carrier, the second is brand equity, and the third is standardization.
心得:The epidemic has entered the third year, many countries have relaxed border controls, and the days of traveling abroad seem to be not far away, however, the virus will not completely disappear, and under the general trend of coexistence, the future mode of travel abroad will be very different from the past. Due to the increase in epidemic prevention and the rise in national oil prices, the operating costs of the aviation industry have increased, and compared with the past, outbound tourism may become "rare and precious", so is there still market space for LCC that focus on preferential prices and simplified services? I believe that airlines and countries may maintain low levels of epidemic prevention and control, even if they can go abroad, the passengers' own health considerations, to the additional cost of extension, are all influencing factors. On the surface, it seems to be a big challenge, but I think that it is the biggest advantage of the operating characteristics of LCC themselves, LCC have
many waypoints, and the integration of epidemic prevention concepts into travel after the epidemic is a major trend, many passengers will give priority to direct flights to large cities, because the connection traffic after landing will be risky, so the direct flight destination is not only convenient but also epidemic prevention. Many people will think that the cost of epidemic prevention plus the rise in oil prices will definitely increase the cost of air tickets after the epidemic. Operating costs will indeed increase after the epidemic, but regarding fares, airlines analyze from different perspectives, for example, LCC mostly fly short-distance, and many people do not want to eat on short-distance routes, so they do not need to buy additional meals, because everyone has different needs for flights. This is different from traditional aviation. LCC are open to more choices, customized spaces, no expensive or cheap problems, these combinations are the passengers themselves can choose.
出處:https://www.airitilibrary.com/Publication/alDetailedMesh?DocID=2225949X-201806-201806130002-201806130002-121-130&PublishTypeID=P001 (期刊內容來源)
06-13 15:13:
KLM has officially unveiled the 'Premium Comfort Class,' its new premium economy cabin. Premium Comfort will launch in July 2022 on selected routes to North America, before being rolled out across the airline's entire fleet of Boeing 787 and Boeing 777 aircraft.
Offering passengers more space, comfort, and privacy, as well as enhanced service and catering options, Premium Comfort Class will bridge the gap between KLM’s economy and World Business class. The move will also bring KLM in line with its partners Air France, Delta Air Lines, and Virgin Atlantic, all of whom already boast a premium economy cabin.
Executive vice president of KLM Customer Experience, Boet Kreiken, stated,
“We have great expectations for this new Premium Comfort Class, based on extensive market research. The new class will meet the wishes of business passengers as well as leisure travelers, strengthening KLM’s standing as a global network carrier offering an appealing and varied range: World Business Class, Premium Comfort, and Economy Class.
It also reaffirms our partnership with Delta Air Lines, Air France, and Virgin Atlantic on North Atlantic routes, where we can now combine all products on all routes.”
KLM‘s Premium Comfort Class seats have been designed in partnership with Collins Aerospace and will have a seat pitch of 38 inches and boast 8 inches of recline. Depending on the aircraft type, there will be between 21 and 28 seats in each Premium Comfort Class cabin. On the Boeing 787s, the cabin will feature a 2-3-2 configuration, while on the Boeing 777s, it will be 2-4-2. In addition to more space, Premium Comfort Class passengers will benefit from enhanced entertainment with a 13.3-inch personal screen and noise-canceling headphones, priority check-in and boarding, extra luggage allowance, an amenity kit, and upgraded food and drink options.
On intercontinental services, passengers will be offered one or two hot meals, followed by coffee, tea, liqueur, and ice cream. A variety of snacks and cocktails will also be served in between meals. In line with KLM’s sustainability goals, the catering materials used in Premium Comfort Class have been specially selected. The reusable cutlery, bowls, and plates are made of lightweight polypropylene. The seating itself is also lighter in weight, meaning less fuel burn.
Premium Comfort Class is bound to prove popular with travelers looking for extra comfort, without wanting to splash out on business class.
The Dutch carrier KLM Royal Dutch Airlines recently announced in a press release a new cabin class: the Premium Comfort Class. The new premium economy cabin will be launched in a couple of weeks, in July, and travelers on selected routes from the United States will be the first ones to try it.
These are the main characteristics of the new Premium Comfort Class:
seats: The seats were designed by Premium Comfort Class—one of the world’s largest suppliers of aerospace products— and KLM specialists. These new fare class seats will be wider than standard seats, will recline more (up to 8 inches), and will include a larger screen of 13.3-inches and a footrest. Depending on the aircraft, the capacity will vary from 21 to 28 seats for the new cabin class.
Catering: Passengers in the Premium Comfort class will have more meal, snacks, and beverages options, including options previously exclusive for World Business Class. During intercontinental flights, KLM will offer one or two hot meals and propose to customers meat, fish, or vegetarian alternatives. After meals, besides coffee and tea, travelers will also get to choose liqueur or ice cream.
Reusable materials: The company has also made sure to include an eco-friendly approach. All products used—for cutlery, plates, and bowls— are reusable or made of recycled PEF.
Services: Passengers will get more benefits like flexible baggage—more hand luggage and two check-in bags— and SkyPriority privileges. Premium Comfort Class will allow passengers to get preferential check-in and boarding. During the flight, besides better entertainment, travelers will get noise cancellation headphones.
Boet Kreiken, executive vice president of KLM Customer Experience said: “We have great expectations for this new Premium Comfort Class, based on extensive market research. The new class will meet the wishes of business passengers as well as leisure travellers, strengthening KLM’s standing as a global network carrier offering an appealing and varied range: World Business Class, Premium Comfort, and Economy Class.”
passengers who can’t afford first class but would like more comfortable seats, having the possibility to include more baggage, and better service overall.
For KLM‘s new economy class, I think they are really attentive in planning some features on the plane to give passengers a satisfactory mood to ride.
Because everyone pays so many money to fly.
Of course, it is very important to sit comfortably on the plane or to have many high-quality options.
If I have a chance, I would also like to take their plane.
06-13 15:23:
In recent years, the low-cost aviation operation model has competed in the air passenger transport market and become a market rival of the traditional aviation industry.
At the same time, it has also brought new business opportunities and challenges to the global air transport industry. Low-cost carriers are developing the operating market
At the same time, passengers should understand their willingness to take low-cost airlines and their influencing factors, so as to grasp the new trends.The key to starting.This study uses a questionnaire survey method for international airports in the northern, central, and southern regions of Taiwan, and the visits are carried internationally Passengers with flight experience will collect questionnaire information. A total of 262 valid questionnaires were recovered in this study as SPSS 20.0 The data analysis was carried out in the window version, and the results of multiple linear regression analysis confirmed that there was a significant correlation between the three variables. Price recognition, brand equity, strategic alliances.
In the highly competitive aviation market, the business model of low-cost airlines, for traditional airlines,It also poses a considerable threat. In order to cope with this competitive environment, many traditional airlines have also begun to adopt some of them.
The business model of low-cost airlines joins the ranks of competition. Looking at the development of foreign low-cost aviation industry, most of them.Exists in markets where air traffic rights are open, passengers are price sensitive, have excess profits or have insufficient capacity. Low-cost airline pairs.In general, the impact of the traditional aviation market, in addition to changing the original market ecology, has also begun to adjust the operator with the market.Needle, in addition to maintaining a low-cost operating model, many of the insistence has gradually loosened, starting from a low-cost source base.Based on the concept of paid services, it continues to expand outwards to provide passengers with more boarding services.Bankers work together to give back to consumers by swiping their cards, and then provide a mileage reward program; Or actively cooperate with travel agencies to provide cheaper air tickets to passengers through the travel agency access model, so as to increase passengers' willingness to take the itinerary; As well as cooperation through Internet marketing channels, opening up the free travel market, changing the original management strategy adopted by the original low-cost airlines, and increasing the impact of passengers' willingness to take through multi-strategy alliances, it is also the current trend of low-cost airline transformation.
大綱:
Explore the price perception, brand equity, and strategies offered by low-cost airline passengers. The relevance of the four research variants of alliance ability cognition and willingness to ride.
To discuss the impact of price perception on the willingness of low-cost airline passengers.
To discuss the impact of brand ownership perception on the willingness of low-cost airline passengers.
To explore the impact of low-cost airline passengers on the willingness of low-cost airline passengers in the perception of airlines to provide relevant strategic alliance services Loudness.
In order to explore the willingness of air passengers to take passengers with low cost airlines at home and abroad, in low-cost airlines.Most of the relevant literature discusses the passenger's travel options between traditional airlines and low-cost airlines.The influence of passengers' willingness to take the passenger is mostly in the price.
The willingness is the subjective probability of an individual engaging in a particular behavior. In consumer behavior studies, the willingness to buy is often used to measure the consumer‘s intention to act. Willingness to buy is a measure of a consumer’s likelihood of purchasing a product; The higher the willingness to buy, the greater the chance of buying. It is believed that the willingness to buy refers to the plan of the consumer itself to buy the product. Since it is not easy to measure the true purchasing behavior of consumers, the willingness to buy is often used as a basis for inferring actual purchasing behavior.
In the past, the literature mostly analyzed the operating model and business strategy of airlines from the perspective of airlines, while the behavioral research on the choice of airlines at the passenger level was mostly focused on the study of service quality. However, in view of consumers' willingness to take low-cost airlines, they still focus on the perspective of airlines. Based on the research framework of passenger choice behavior, this study attempts to explore the correlation between price perception, brand equity and the perception of low-cost airline passengers about the strategic alliance capabilities provided by airlines.
翻譯
Modern people not only for the new crown pneumonia to prolong the burning of the aviation industry continues to be seriously hit, talking about low-cost airlines, according to this report extends the number of low-cost airlines customers are the most expensive, but also according to the survey there are still fixed passengers on the market has also become one of the market competition, for some do not know how to calculate the price and service equipment customers are convenient, most of them choose to take low-cost airlines because of convenience and affordability, I think the current market size continues to expand and compete, The most convenient to imagine is that the airline travel agency hotel booking machine plus wine also has a very favorable price, through the questionnaire survey can clearly know which kind of demand modern people pay more attention to, through the advertisement to learn that the network is more and more developed can use the media to understand the needs of customers less contact will not cause too much contagion, the number of new crown pneumonia per day increased dramatically, but also because of the epidemic many airlines a large number of layoffs and flights, the number of flights reduced demand fell, the choice of seats less fare significantly increased, This journal is also a good choice for low-cost airline questionnaires to provide customers with reference.
06-13 15:38:
Since Taiwan's 1987 sky opening policy, large and small airlines have been established. Low-cost airlines
(LCC) has also begun to actively enter the Taiwan market
Taiwan and Japan signed the Japan Aviation Association on November 10, 2011
Since then, low-cost airlines such as Jetstar and Peach have sprung up in Taiwan, and then
Much of the discussion among low-cost carriers about the impact of conventional aviation (FSC) has been sparked.
There are four routes to Osaka, Narita, Nagoya, and Ryukyu
The industry variables and the overall environmental variables will be applied to China Airlines and Evergreen Passenger Load Factor in 2011
Data for the month of 2016 were analyzed. The two airlines were further summarized through the BCG matrix
The growth rate and market share distribution of the four routesThe results of the studyIt is reflected in saving unnecessary expenses
In terms of fares, its main fare is about 20% to 40% lower than that of traditional airlines. Including the use of a single aircraft, a single cabin, etc
The aircraft mainly operates point-to-point short-haul routes, and its flight time is mostly 3 to 4 hours, mostly at secondary airports
Take-off and landing, crew is small, do not provide free meals in the service mode of operation
show that on all four routes in Japan, low-cost airlines have not built with traditional air load factors
Negative impact, on the contrary, the overall tourism market in Japan is rising,
and the two market segments form two types of business and common prosperity
Existential situation. The most significant variable related to the Japanese line is the low-peak season, followed by the consumer confidence index.
China Airlines' high market share and low growth rate on four routes; Evergreen Airlines The relative market share of the air market is lower than that of China Airlines, but the growth rate of the Osaka Line and the Ryukyu Line is high.
The Taiwan aviation market is divided into two competitive patterns of FSC LCC.
In addition, with the changes in the overall environment, the impact of the oil crisis, the decline in stock prices, and the economic downturn, the traditional airline
The severe challenges facing the air industry have become important issues that deserve our discussion. The so-called low-cost airline (LCC) is to reduce the cost of operation to achieve a low fare
Operating model
https://www.airitilibrary.com/Publication/alDetailedMesh?DocID=P20140403001-201812-201812130002-201812130002-27-49&PublishTypeID=P001
華藝線上圖書館
06-13 15:51:
Article:
Mail Order and Online Shipping :Revolutions in Home Deliven
Article source:
空中美語No.412(May2022)
Outline
These days, it is simplicity itself to order something from Amazon, PChome, or a dozen other websites.
But getting products sent to your residence predates the convenience of the internet.
Road networks were expanded, and more rural areas were given their own post offices to facilitate the flow of goods from urban manufacturing centers to the countryside. This was the golden age of mail order, and almost anything could be bought from catalogues.
Online shopping is now the dominant model, product travel via cargo ship, truck, or train to Amazon’s warehouses, which it calls its Fulfillment Center.
When you order something online, a robot moves the pod containing your products to another employee called a “pick”, who places your order on a conveyor belt that transports it through the werehouse to the “packer”,. And one of Amazon’s Delivery Service Partners then drives the final few kilometers to place your order in your hand.
Opinion
I think the current trend of online shopping is very helpful to the restrictions that we cannot go out under the influence of the epidemic, because he can order things directly online and deliver them to your home, unlike the previous way of asking for mail orders to the post office I have to contact the post office for the second time, so I can reduce the chance of going out and avoid cluster infection, so I think online shopping is very convenient!
06-13 15:59:
Employees at Virgin Atlantic can now show off their tattoos
By Zoe Sottile, CNN
Updated 1343 GMT (2143 HKT) June 6, 2022
(CNN)Tattooed crew members at British airline Virgin Atlantic are now welcome to show off their ink while in uniform.
The airline updated its policy regarding tattoos on Tuesday, according to a news release. They claim they are "the first UK airline to allow visible tattoos.“
"Until today, any uniformed Virgin Atlantic employee had to make sure that their tattoos were covered," said Virginia Atlantic in the release. "But now, employees can show off their ink to the world, while still representing Virgin Atlantic in their uniform." Estelle Hollingsworth, Chief People Officer at Virgin Atlantic, emphasized the importance of self-expression in the release.
"At Virgin Atlantic, we want everyone to be themselves and know that they belong. Many people use tattoos to express their unique identities and our customer-facing and uniformed colleagues should not be excluded from doing so if they choose," she said, according to the release. "That's why, in line with our focus on inclusion and championing individuality, we're relaxing our tattoo restrictions for all our people. We're proud to be the airline that sees the world differently and allows our people to truly be themselves." To celebrate International Flight Attendants day, the airline also posted several images of tattooed crew members on Twitter.
"Today we're championing the dazzling collection of individuals who are our wonderful cabin crew," they wrote. "We've always encouraged our people to be themselves, so from today, they can now show their tattoos with pride."
文章大綱
British airline Virgin Atlantic has loosened its tattoo policy for uniformed crew.
on May 31,they’re championing the dazzling collection of individuals. they’ve always encouraged their people to be themselves, so from today, they can now show their tattoos with pride.
心得
I think this is a big breakthrough in the aviation industry. Because every airline has always paid attention to the clothing and etiquette of the flight attendents, in order to present a professional company image.
But we live in this modern era of 2022, which is no longer the old-fashioned thinking of the past, and we want to break the stereotype. Hopefully, everyone can be themselves, and many people show their identity through tattoos, and if they choose to show themselves in the way of tattoos, they should not be excluded showing a tattoo is not necessarily a bad thing, it can be positive.
這些創舉我認為目前在亞洲的航空公司是還做不到的，就像台灣，多數國人對空服員的思想還是處於一個較「保守」的狀態，例如裙子要過膝蓋、四肢皮膚都要乾淨、髮色不能過於誇張，對女空服員設下外表、身高、體重、年齡等許多限制。也會不尊重專業，只把空服人員當成欣賞的「物件」，就是物化女性，經常可以聽到男性去消費空姐。
我是從沒想像過如果台灣航空公司也開放這種限制，老一輩的人是否再也不敢搭飛機，從小家裡長輩也都灌輸刺青好像是一件不對的事，覺得刺青的人就等於是流氓?
但是我們現在是生活在科技發達、思想自由的2022，許多人反而透過刺青展現自我身分認同，在身體上留下的圖案、字句，對他們而言都具有任何意義，刺青的人跟我們一樣都是普通人，他只是在他的手臂上化了妝而已，也說不定他是個航空界的人才，卻因為以前的思想封閉而被否定。
而且就算是維珍航空或者以後其他開放展現刺青的航空公司也都還是會過濾，禁止有辱罵字眼、裸體、暴力、毒品和酒精等意涵的刺青。
總而言之，我認為維珍航空的宣布讓我很驚訝，竟有航空公司勇敢踏出這一步，雖然還不知道後續乘客對於這個的觀感，但這是一個對於航空業來說的大進步，往後在歐美應該會有更多航空公司嘗試鬆綁服儀規定，台灣的部分我是不強求能快速跟進歐美的風氣，只希望大眾能對空服人員有更多的尊重以及公平對待。
06-13 16:11:
• 2021 proved a record-setting year for the China Airlines Cargo team. Even as the impact of COVID-19 was felt all around the world, China Airlines switched to a cargo-centric business model that put its fleet of 21 freighters to full use. The non-stop movement of cargo kept the economic lifeblood of Taiwan and the world flowing. Some of the records set by Cargo in 2021 included making over a hundred cargo charter flights in one month, surpassing TWD 15.4 billion in single-month cargo revenues in December, exceeding TWD 10 billion in cargo revenues for five consecutive months, and sweeping past TWD 100 billion in cargo revenues for the entire year. 2021 was in fact the best-ever year in Cargo's 62-year history.
• As national airlines fought to survive, China Airlines’ elite team of 800 cargo employees around the world showed that they were able to aggressively expand the freight network. More than a thousand pilots flying around the clock as well as the full support of maintenance, ground crews and other units saw China Airlines’ Cargo business surge to new heights during the COVID-19 pandemic. Together, a fleet of 21 freighter aircraft including three newly introduced 777F freighters and the existing eighteen 747-400F freighters helped China Airlines strengthen its competitiveness in the air cargo industry. Through team work, Cargo made around 540 freighter flights per month or an average of 120 flights per week. The integration of passenger and freighter capacity along with continued optimization of schedules and connections meant that over a hundred passenger and freighter charter flights were dispatched in a given month. Total revenues broke all past records and single-month cargo revenues of more than TWD 10 billion represented a new peak that boosted China Airlines’ ranking in the global cargo industry. Since the start of the COVID-19 pandemic, the air cargo market has undergone structural changes. In addition to the transportation of epidemic prevention supplies, China Airlines continues to ensure the continuity of supply for economic growth goods and everyday necessities ranging from auto parts, semiconductor chips to actual vehicles and high-precision wafer machinery. Shortages in sea cargo capacity meant that e-commerce, textile and other industries that traditionally went by sea now relied upon air cargo as well. COVID-19 spurred the rapid growth of the stay-at-home economy and a jump in online shopping. Fitness equipment, vacuum cleaners, gaming consoles, boutique handbag brands, and even machines for mining digital currency are just some of the goods carried aboard cargo charters. China Airlines is continuing to track and respond to the latest market developments through timely adjustments of flight schedules and rosters. Such initiatives ensured China Airlines’ survival amidst the epidemic and generated cargo revenues in excess of TWD 100 billion.
•
• The inability to travel overseas and enjoy gourmet food during the pandemic led to a surge in demand for fresh and perishable goods. The professional cargo team at China Airlines “kept things fresh” for the people of Taiwan by transporting bulk quantities of meats and seafood including Wagyu Beef from Japan, and lobsters from North America and Australia. Dairy products, frozen desserts, fruits and vegetables such as fresh flowers from Kenya in Africa, melons from Hokkaido in Japan, grapes from California in the U.S.A, along with yogurt and honey from Australia were transported as well. China Airlines' world-spanning cargo network is now flying fresh and perishable products from across the world to food lovers in Taiwan.
•
• As the first airline in Taiwan to receive the CEIV Pharma certification for pharmaceutical cold-chain logistics, China Airlines is also known for its professional cold-chain logistics management and transportation experience. In addition to transporting COVID-19 vaccines purchased by Taiwan, China Airlines also successfully delivered vaccines to countries in Southeast Asia and Oceania. More than 75 million doses of COVID-19 weighing over 350 tonnes have been transported to date, demonstrating China Airlines’ spirit of social responsibility and humanitarian assistance. Additionally, the rapid growth of China Airlines’ cold chain transportation business has seen a jump in the use of temperature-controlled containers. In 2021 more than a thousand temperature-controlled containers were transported by China Airlines, which represents a growth of more than 100% compared to that of pre-pandemic levels.
•
• China Airlines was the first airline in Asia to receive a rating outlook of “stable” from S&P Global Company. In the future, China Airlines will continue to focus on its cargo operations, closely monitor developments in the passenger market, and carefully review its passenger market strategy, as it works to maximize its operational profits. (2022/01/11)
• 2021 proved a record-setting year for the China Airlines Cargo team. Even as the impact of COVID-19 was felt all around the world, China Airlines switched to a cargo-centric business model that put its fleet of 21 freighters to full use. The non-stop movement of cargo kept the economic lifeblood of Taiwan and the world flowing. Some of the records set by Cargo in 2021 included making over a hundred cargo charter flights in one month, surpassing TWD 15.4 billion in single-month cargo revenues in December, exceeding TWD 10 billion in cargo revenues for five consecutive months, and sweeping past TWD 100 billion in cargo revenues for the entire year. 2021 was in fact the best-ever year in Cargo's 62-year history.
• 2021 proved a record-setting year for the China Airlines Cargo team. Even as the impact of COVID-19 was felt all around the world, China Airlines switched to a cargo-centric business model that put its fleet of 21 freighters to full use. The non-stop movement of cargo kept the economic lifeblood of Taiwan and the world flowing. Some of the records set by Cargo in 2021 included making over a hundred cargo charter flights in one month, surpassing TWD 15.4 billion in single-month cargo revenues in December, exceeding TWD 10 billion in cargo revenues for five consecutive months, and sweeping past TWD 100 billion in cargo revenues for the entire year. 2021 was in fact the best-ever year in Cargo's 62-year history.
• As national airlines fought to survive, China Airlines’ elite team of 800 cargo employees around the world showed that they were able to aggressively expand the freight network. More than a thousand pilots flying around the clock as well as the full support of maintenance, ground crews and other units saw China Airlines’ Cargo business surge to new heights during the COVID-19 pandemic. Together, a fleet of 21 freighter aircraft including three newly introduced 777F freighters and the existing eighteen 747-400F freighters helped China Airlines strengthen its competitiveness in the air cargo industry. Through team work, Cargo made around 540 freighter flights per month or an average of 120 flights per week. The integration of passenger and freighter capacity along with continued optimization of schedules and connections meant that over a hundred passenger and freighter charter flights were dispatched in a given month. Total revenues broke all past records and single-month cargo revenues of more than TWD 10 billion represented a new peak that boosted China Airlines’ ranking in the global cargo industry.
• 中華航空對於疫情的做法相當強悍，不管客機還是貨機通通利用個遍還順便節省了大部分的人事成本，其中在去年更是締造歷史成為華航貨運最好的一年。所以我認為現在要進入航空業客運時機並不是很好，可以再看看航空公司近幾年的流量再決定要不要往客運繼續發展。而近幾年報導都是貨運發財不管是哪家航空公司因此我認為現在是發展貨運的好時機。
•
06-14 12:00:
NTSB Blames FAA, Pilot for Fatal Helicopter Crash in Hawaii
The National Transportation Safety Board (NTSB) says the FAA is partially to blame for the 2019 fatal accident involving an air tour helicopter in Hawaii.
The NTSB suggests if the FAA had not delayed the installation of weather cameras in the region, the pilot might have been alerted to dangerous conditions and not continued the flight into deteriorating weather.
The NTSB made the remarks during the probable cause hearing on May 10, which discussed the circumstances surrounding the December 26, 2019, accident on the Na Pali Coast on the island of Kauai. On the last scheduled flight of the day, the Airbus AS350 B2 operated by Safari Aviation collided with a steep, wooded slope, killing the pilot and all six passengers.
The pilot’s decision to fly into instrument meteorological conditions in rising terrain was also cited as a factor in the accident.
During the hearing, the NTSB also discussed other factors the agency believes contributed to the accident, including:
• The operator’s lack of a safety management system (SMS)
• Inadequate training for pilots to recognize weather hazards while in flight
• The need for additional weather-reporting equipment—specifically cameras—in the region
NTSB Chair Jennifer Homendy called the accident a preventable tragedy that should never have occurred.
“There was minimal FAA oversight of the safety of air tour operations in Hawaii,” said Homendy. “The FAA should be leading on safety, not ceding their responsibility to the industry that they are charged with regulating.”
Hawaii Accident History
Since 1997, the NTSB has investigated 41 air tour accidents in Hawaii.
In 2007, the NTSB recommended the FAA develop and require specialized in-flight weather training for air tour operators in Hawaii and install a series of weather cameras in the region to give the pilots more up-to-date information. Weather in the area is very dynamic, with low clouds and fog forming rapidly because of the high humidity and rugged terrain.
In 2013, the NTSB sent a letter to the FAA again recommending the installation of weather cameras, noting that since the installation of the FAA weather cameras in Alaska, the number of weather-related accidents has decreased by 53 percent.
According to the NTSB report, only a few weather cameras were installed and activated on the island at the time of the accident, but none were in the accident area.
Experienced Pilot
Investigators suggested that if the pilot, 69-year-old Paul Matero, had better information about the weather, he would have altered his course. Matero had more than 14,000 flight hours and was the chief pilot of Safari Helicopters as well as the check airman and instructor pilot. His colleagues described him as being “very conservative” when it came to weather.
On the day of the accident, Matero made a total of eight scheduled flights. Each flight was to last approximately 50 minutes. The accident flight was scheduled to launch at 4:25 p.m. local time. The clock on the aircraft’s instrument panel stopped at 4:57, the time of the crash.
The NTSB report states that although Matero was not certified to fly in instrument meteorological conditions, as part of his Part 135 competency check with the FAA, he was required to demonstrate the ability to control the aircraft by instruments only, which included the recovery of unusual attitudes (any flight attitude not necessary for normal flight, such as extreme nose up or nose down). In addition, Safari Helicopters had procedures in place for recovery during the unintentional entry into IMC conditions when terrain is a factor. The examiner during the check remarked on Matero’s thorough knowledge of weather and the terrain in the area.
Witnesses and other tour pilots operating in the area the day of the accident noted that the weather deteriorated during the day resulting in fog, rain, and low visibility, and that some air tour pilots either turned around or altered their routes when the weather got worse. A person hiking in the vicinity of the accident said he heard the helicopter over him, describing it as very loud, however, he could not see it because of the thick fog.
The Aftermath
As a result of the crash, the NTSB is recommending to the FAA that tour helicopters be retrofitted with flight data recorders—also known as black boxes—that would aid investigators in the event of an accident. In addition, the NTSB is urging tour operators to adopt safety management system (SMS) protocols, and fly adhering to Part 135 regulations.
Investigators noted that prior to the accident, Safari had accrued 102,000 flight hours, carrying approximately 351,000 passengers in the 32 years of operation. It had experienced only one previous accident in 2001 during a post-maintenance test flight, resulting in minor injuries to the pilot after a hydraulic failure and premature liftoff.
The Helicopter Association International issued a statement on the NTSB hearing. HAI president and CEO James Viola said, “Helicopter tours give the public the ability to experience the joy and excitement of vertical flight while taking in the beauty of the tour area…HAI has worked with safety advocates worldwide to address the issue of pilots continuing flights into deteriorating weather conditions. We worked with the U.S. Helicopter Safety Team to produce the award-winning ‘56 Seconds to Live’ education program, and we have a long history with our own Land & LIVE program that encourages pilots to make precautionary landings when flight conditions deteriorate. Poor aeronautical decision-making is relevant in too many aviation accidents.”
In addition, HAI supports the NTSB recommendations that all paid-passenger flights be conducted under Part 135 regulations, as well as requiring SMS programs for all operations carrying passengers for hire, and the use of flight-data monitoring and cockpit recording equipment to help reduce future accidents through training and flight management.
大綱：
This content is about the accident of the Hawaiian Airlines travel helicopter, which occurred in a wildlife park. The air- operated Airbus collided with the steep slope of the lush trees, killing the pilot and all six passengers. The National Transportation Safety Committee (NTSB) recommended the installation of weather cameras in the region, and the National Transportation Safety Committee also discussed the agency's belief.
Other factors that cause the accident, including:
1. The operator’s lack of a safety management system (SMS)
2. Inadequate training for pilots to recognize weather hazards while in flight
3. The need for additional weather-reporting equipment—specifically cameras—in the region
The chairman of the National Transportation Safety Committee said that the accident was a preventable tragedy that should not happen, and even said that the FAA had little supervision of Hawaii's air tourism business.
The chairman of the National Transportation Safety Committee said that the accident was a preventable tragedy that should not happen, and even said that the FAA had little supervision of Hawaii's air tourism business.
The pilot in the accident has more than 14,000 flight hours and is experienced. If there is more complete weather information, the accident will not happen.
Due to the crash, NTSB suggested that the Federal Administration of the sister country modify the flight data recorder for the cruise helicopter to help investigators in the event of an accident. In addition, NTSB also actively allows tourism operators to adopt a security management system (SMS)
心得：
It was really difficult to make this report. I don't know where to find an English journal or any report, and even applied for an online library card from the National Public Information Library to find it. Until a few days before I submitted the report, I finally found this English report. I was really afraid of it. I couldn't find it the day before the report was submitted, but at least I didn't find this one, but I didn't seem to be a journal later, but I wanted to finish it. I just wanted to do this report well. Bi Jing, I've been looking for several days. When doing this report, when it comes to SMS security management system, it suddenly occurred to me that our school seems to have this course, but I'm not sure it is a class in our department. The day the accident in the article should be uncertain. In addition, there is no weather camera, which makes it impossible for the pilot to judge, leading to the accident. This is an avoidable accident. Since 1997, there have been so many accidents, but I don't know how to install a weather camera. It's really the negligence of the operator.
出處：https://www.flyingmag.com/ntsb-blames-faa-pilot-for-fatal-helicopter-crash-in-hawaii/
06-14 14:20:
Passenger responses to COVID-19
International travel restrictions, the contraction of economic activities, and changes in transportation behavior hinder the restoration of pre-pandemic demand levels, even after countries have lifted lockdowns and domestic travel restrictions (OECD, 2020). Although country-specific travel restrictions have helped to reduce the impact of the pandemic (Chinazzi et al., 2020; Oum and Wang, 2020; Zhang et al., 2020), the air transport industry has been drastically affected.
Air transport is classified into passenger and cargo, and the air cargo sector has suffered comparatively less than the passenger sector, which is more sensitive to external influences (Chi and Baek, 2013; Li, 2020; Wang et al., 2021). Gudmundsson et al. (2020) predicted that the cargo sector would recover before the passenger sector; moreover, their study suggests that passenger demand will recover in about 2.4 years with a minimum of 2 years and a maximum of 6 years, and the cargo sector will recover in about 2.2 years with a minimum of 2 years and a maximum of 3 years. A follow-up study suggests that cargo transport in Europe and the Asia Pacific will recover in about 2.2 years, and in North America in about 1.5 years (Gudmundsson et al., 2021).
Despite these findings, the period required for the recovery of air passenger demand remains uncertain because of the lack of understanding on how long the disease spread would continue. There was an overall 60% reduction in air passengers for both the international and domestic markets in 2020 compared to 2019 (ICAO, 2021) as a result of entry restrictions, policies, and a sharp decrease in willingness to travel. Studies have shown that the intention to travel by air has decreased significantly during the COVID-19 pandemic, even for those who preferred traveling by air before the pandemic. Beck and Hensher (2020) reported that 78% of Australian households changed their travel plans, with young people and low-income families being the most affected. The Korea Airport Corporation (KAC; 2020a) surveyed 1000 people on their willingness to travel abroad in May 2020 and found that 60% of the respondents did not intend to use air transportation until the development of medicines and vaccines. In this situation, rebuilding consumer confidence and reducing perceived threats are key to the recovery of air passenger travel (Lamb et al., 2020; Sotomayor-Castillo et al., 2020).
乘客對 COVID-19 的反應
即使在各國解除封鎖和國內旅行限制之後，國際旅行限制、經濟活動的收縮和交通行為的變化也阻礙了恢復。儘管針對特定國家/地區的旅行限制有助於減少疫情的影響，但航空運輸業受到了巨大影響。
航空運輸分為客運和貨運，航空貨運部門遭受的損失相對較小，客運部門對外部影響更為敏感。預測貨運部門將在客運部門之前復甦；此外，他們的研究表明，客運需求將在 2.4 年左右恢復，最少 2 年，最多 6 年，貨運部門將在 2.2 年左右恢復，最少 2 年，最多 3 年。
儘管有這些發現，但航空旅客需求恢復所需的時間仍然不確定，因為對疾病傳播將持續長時間了解。由於入境限制、政策和旅行意願的急劇下降，與 2019 年相比，2020 年國際和國內市場的航空旅客總體減少了 60% 。研究表明，在 COVID-19期間搭飛機旅行的意願顯著下降，即使對於那些在疫情之前更喜歡搭飛機旅行的人也是如此。韓國機場公社於 2020 年 5 月對 1000 人的出國旅行意願進行了調查，發現 60% 的受訪者在藥物和疫苗研發之前不打算使用航空運輸。在這種情況下，重建消費者信心和減少感知威脅是航空旅客旅行複甦的關鍵。但是，2020 年 11 月進行的調查結果與之前的調查結果不同。研製出疫苗後，出行意願顯著提升至 70% 以上，而另一項針對 1000 名國內外旅客的調查顯示，考慮出國旅遊的人數顯著增加（韓國國民為 11.2% → 41.6%，外國人為 20.8% → 72.2%）。此外，近期“無處可飛”旅遊套餐廣受歡迎，海外旅遊產品已通過家庭購物渠道成功銷售，從而證明了在 COVID-19 之後乘客需求迅速恢復的潛力。為確保當前情況下的安全旅行，乘客希望在登機前和在飛機內時保持社交距離和衛生，並接收感染警報信息。
心得:2019疫情席捲而來，全球一度遭逢製造業、服務業、金融業、航空產業等等危機。
面對未知的疫情連工作前景都存在著未知數，社會大眾也人心惶惶。 COVID-19是長久的，
不像以前的SARS,H1N1,這些流感病毒。他讓許多人停擺了很多自己原有的規劃，現在2022
年疫情稍稍趨緩後，人生步伐不能說是完全走向整軌，但可以說每個產業或是每位正在為
生活努力的人，都正在慢慢變好了。
ScienceDirect 期刊書籍航空運輸管理雜誌
第 98 卷，2022 年 1 月
06-14 14:37:
No large-scale bankruptcies
But things could be worse.
A year ago I (and others) expected many airlines to fail as prolonged revenue losses strained their liquidity positions beyond breaking point. I was wrong.
According to aviation and travel analytics company Cirium, 43 airlines went out of business in 2020. But this was fewer than 2019 (when 46 carriers went bust) and in 2018 (when 56 airlines went out of business).
Most of the bankruptcies were smallish regional carriers, such as Britain’s Flybe or AirAsia’s Japanese subsidiary AirAsia Japan.
So far no mid-sized and larger carriers went out of business, though a few have come close. For example, Thai Airways and Columbia’s Avianca (Latin America’s second-biggest airline) requested bankruptcy protection. Australia’s second major airline, Virgin Australia, also went into voluntary administration but was saved from collapse – at least temporarily – by being sold to US private equity firm Bain Capital. These are the kinds of airlines I expected to collapse a year ago.
Read more: Cutbacks may keep Virgin Australia alive for now, but its long-term prospects are bleak
But at what cost?
The main reason for the lack of large-scale airline bankruptcies has been government assistance. The International Air Transport Association’s latest tally puts the amount of state aid to airlines globally at US$225 billion. That’s equal to more than a quarter of the global airline industry’s revenues in 2019.
IATA’s analysis of the first US$123 billion (published in May 2020) shows about 60% of the aid has been in loans or loan guarantees (with the balance being wage subsidies, equity financing, tax relief, operating subsidies and direct cash injections). Those loans must eventually be repaid.
As I predicted, governments have put little care into directing aid to the airlines with the best chance of surviving in the longer term. IATA’s analysis shows no correlation between the airlines’ likely viability and the amount of aid received.
This means many carriers could struggle to repay their debts post-crisis. It also means lending governments have greater incentives to keep them afloat so they can. One possible consequence is governments offering further support by protecting struggling airlines from competition post-COVID. A government could restrict flights, for example, to make routes more profitable. That would mean higher airfares.
But at least the industry concentration I feared would result from collapses, mergers and acquistions – leading to less competition and higher prices for customers – looks unlikely.
The world is not as global as we thought
The single biggest disappointment of the past year has been governments’ inability to effectively collaborate to relax international travel restrictions. Even between countries that have managed COVID-19 well, such as Australia and New Zealand. Their “travel bubble” could and should have started much earlier.
IATA’s efforts to have governments embrace a system of COVID tests for travellers before departures, rather than quarantine of arrival, fell on deaf ears.
Travel bubbles have proved difficult to agree on and maintain. Taiwan’s bubble with Palau, for example, only allows for miniscule travel numbers. The Singapore-Hong Kong arrangement was suspended days before it was scheduled to commence following a minor outbreak in Hong Kong.
Pretty much all such discussions have been bilateral. These are a start, but what is really needed are multilateral agreements for regional safe-travel areas. Australia and New Zealand, for example, could team up with countries with similar epidemiological situations such as Singapore, Taiwan, China and Vietnam.
Had governments adopted a more cooperative approach, they might have saved money paying local airlines for not flying. This lack of cooperation, if it continues, will ensure international travel resumes slower than it could have.Vaccines are now the key
The IATA’s February forecast of global travel volumes being back to 80% of 2019 levels by the last quarter of the year now principally rests on the speed of vaccination programs around the globe, and what happens with new COVID-19 variants.
Until a considerable share of people are vaccinated, protective measures (masks, distancing, reduced capacity at events, track-and-trace) will remain necessary, both during travel and while out and about on the ground.
Crucial to international travel returning to normal will be “vaccine passports”, some form of which will likely be needed for most international travel for at least the next five years.
沒有大規模破產
但情況可能會更糟。
一年前，我（和其他人）預計許多航空公司會倒閉，因為長期的收入損失使他們的流動性狀況超出了臨界點。我錯了。
根據航空和旅遊分析公司 Cirium 的數據，2020 年有 43 家航空公司倒閉。但這比 2019 年（46 家航空公司倒閉）和 2018 年（56 家航空公司倒閉）要少。
大多數破產企業都是小型區域性航空公司，例如英國的 Flybe 或亞航的日本子公司 AirAsia Japan。
到目前為止，沒有中型和大型航空公司倒閉，儘管有幾家已經倒閉。例如，泰國航空公司和哥倫比亞的阿維安卡航空公司（拉丁美洲第二大航空公司）申請破產保護。澳大利亞第二大航空公司維珍澳大利亞航空公司也進入了自願管理階段，但通過出售給美國私募股權公司貝恩資本而免於崩潰——至少是暫時的。這些是我一年前預計會倒閉的航空公司。
閱讀更多：削減開支可能讓維珍澳大利亞航空暫時保持活力，但其長期前景黯淡
但代價是什麼？
沒有大規模航空公司破產的主要原因是政府的援助。國際航空運輸協會的最新統計顯示，國家對全球航空公司的援助金額為 2250 億美元。這相當於 2019 年全球航空業收入的四分之一以上。
國際航協對首批 1230 億美元的分析（2020 年 5 月公佈）顯示，約 60% 的援助用於貸款或貸款擔保（其餘為工資補貼、股權融資、稅收減免、運營補貼和直接現金注入）。這些貸款最終必須償還。
正如我所預測的那樣，政府在將援助導向最有可能長期生存的航空公司方面並不在意。國際航空運輸協會的分析顯示，航空公司可能的生存能力與獲得的援助數量之間沒有相關性。
這意味著許多航空公司可能難以在危機後償還債務。這也意味著貸款政府有更大的動力來維持它們的生存。一個可能的後果是政府通過保護陷入困境的航空公司免受 COVID 後的競爭來提供進一步的支持。例如，政府可以限制航班以使航線更有利可圖。這將意味著更高的機票價格。
但至少我擔心的行業集中度會因倒閉、兼併和收購而導致——導致競爭減少和客戶價格上漲——看起來不太可能。
世界並不像我們想像的那樣全球化
過去一年最大的失望是各國政府無法有效合作放寬國際旅行限制。甚至在澳大利亞和新西蘭等對 COVID-19 管理良好的國家之間也是如此。他們的“旅行泡沫”本可以而且應該更早開始。
國際航空運輸協會 (IATA) 讓各國政府在旅客出發前接受新冠病毒檢測系統而不是對到達進行隔離的努力被置若罔聞。
事實證明，旅行泡沫難以達成一致和維持。例如，台灣與帕勞的泡沫只允許微不足道的旅行人數。在香港爆發小規模疫情后，新加坡與香港的安排在原定開始前幾天暫停。
幾乎所有此類討論都是雙邊的。這些只是一個開始，但真正需要的是區域安全旅行區的多邊協議。例如，澳大利亞和新西蘭可以與新加坡、台灣、中國和越南等流行病學情況相似的國家合作。
如果政府採取更加合作的方法，他們可能會節省支付當地航空公司不飛行的錢。這種缺乏合作的情況如果繼續下去，將確保國際旅行的恢復速度比原本可能的要慢。疫苗現在是關鍵
國際航空運輸協會 2 月份預測，到今年最後一個季度，全球旅行量將恢復到 2019 年水平的 80%，現在主要取決於全球疫苗接種計劃的速度，以及新的 COVID-19 變種會發生什麼。
在相當大比例的人接種疫苗之前，無論是在旅行期間還是在外出和在地面上，保護措施（口罩、疏遠、減少活動容量、跟踪和追踪）仍然是必要的。
國際旅行恢復正常的關鍵將是“疫苗護照”，至少在未來五年內，大多數國際旅行可能需要某種形式的護照。
06-15 14:08:
FUTURE OF AVIATION
Why are there so few women in aviation?
航管二甲1092AB003 呂謙
Why are there so few women in aviation?
When Southwest Captain Tammie Jo Shults landed a
crippled 737 last year after an engine blew apart mid-air,
many people were surprised to find out that there was a
woman at the helm.
Today, a critical pilot shortage across the world has given
women and people of color unprecedented opportunity.
It has turned airline recruiting on its head and, simply owing
to supply and demanding, globally salaries are rising
dramatically for pilots and aviation maintenance
technicians (AMTs).
Today there are more opportunities in the aviation field
than at any time in history, including commercial space
flight and unmanned systems.
Flight schools report an uptick in female students,
according to Flight Schools Association of North America
President Bob Rockmaker, whose experience echoed that
of aviation universities who report a 10% to 15% increase
in women pilots.
Much of this progress is thanks to efforts designed to
change the industry's makeup, which has stubbornly
resisted change since the first black man and first white
woman were hired by airlines in the 1960s and 1970s.
Women pilots have slowly risen from 5% to nearly 7% of
airline pilots, but they've achieved barely a quiver in the
needle over the past decade
"Women are underrepresented in many areas of
aviation, with the largest gaps in technical operations and
leadership positions," Dr. Rebecca Lutte, University of
Nebraska at Omaha Aviation Institute, reported in her study
for the nonprofit group Women in Aviation International.
Women in Aviation: A Workforce Report shows women
make up less than 10% of pilots, maintenance technicians
and airline executives
More emphasis is needed to build upon the 3% of
women airline executives and 1% of women captains,"
Lutte wrote, adding numbers in aerospace engineering,
dispatch, cybersecurity, airports and air traffic control need
to be tracked. "It is equally important to increase the
number of women on the flight deck and the number of
board seats."
One possible reason for the gender inequality in aviation is
money, as training costs can be as much as $150,000 in the US. But
there may be other reasons -- and Shannon Morrison, Ohio State
University's Center for Aviation Studies curriculum and assessment
manager and diversity and inclusion coordinator, wants to find out
what they are.
Morrison is studying the experiences of women of color and
the challenges they face which may end their careers before they
start. She is trying to discover why the numbers of women, and in
particular black women, remain low, despite the efforts around
diversity and inclusion in the industry. Having interviewed several
black women in a variety of roles (pilots, human resources, and
VP's) Morrison has discovered a disconnect between the
experiences of her interviewees and the inclusion practices of the
industry.
▸
Celebrating Black History Month with an all-black
flight crew is not the same as creating a corporate culture
that supports diverse talent," she tells CNN Travel. "If the
aviation industry is concerned with a talent shortage, then it
should also be concerned with attracting diverse talent; by
creating a corporate culture that sustains all the individuals
who work within it.
Summary of content
Because of the gender inequality in this society, it
can also be said that there is discrimination against women, so there have always been few women as long as they are high-paid supervisors or difficult jobs, almost all of them are men, because they still maintain the concept of gender stereotypes, but now the society is different, it is no longer the era when only boys can do difficult jobs, and now even women can do better than men.
Then there is racial discrimination, some white
countries are very discriminatory against black people, thinking that black people should be slaves of white people, but then gradually with the evolution of the times slowly overthrown, now black people are the same as anyone else is equal.
Experience
I think today's society is not the era before, more and
more female supervisor, and they are economically independent, I think this is a good phenomenon, this article uses the example of female pilots and black people to tell us, in the present is not only men can be qualified for these need to be highly educated and trained jobs, women can also do it, which makes me feel very pleased as a female compatriot, at least we can now compete fairly for any opportunity, not for gender restrictions.
Article provenance
EDITION.CNN.COM
THANK YOU
06-17 23:50:
Topic: Airlines targeting post-pandemic ‘revenge travel’
The blow caused to the airline industry by the COVID-19 pandemic has been especially felt by budget airlines, which mostly operate narrow-bodied passenger jets and have therefore been unable to develop a sideline in air freight during the pandemic. According to one academic’s analysis, when the outbreak stabilizes, businesses are targeting a trend in so-called “revenge travel.” However, she also hopes that, rather than the pre-pandemic price wars between budget airlines, the consolidation that has taken place during the pandemic will restore healthy competition in the industry.
疫情衝擊航空界，其中廉航受限於機隊多為窄體客機，無法發展貨運，受疫情衝擊更大。學者分析，業者瞄準疫情穩定後的「報復性出遊」，但也希望疫情前廉航削價競爭的情況，能因疫情重整，回歸良性競爭。
According to associate professor Melody Dai of National Cheng Kung University’s Department of Transportation and Communication Management Science, costs per flight have not changed during the pandemic, but if carriers are required to implement social-distancing seating plans, leaving empty seats between passengers, this would eat into airlines’ profit margins, causing a fresh headache for the industry. Dai says she hopes that budget airlines will manage to survive, since they help stimulate Taiwan’s domestic tourism sector as well as the wider economy.
成大交通管理學系副教授戴佐敏說，每航班成本不變、但座位未來若須採間隔座導致收入減少，確實是疫後的難題，希望廉航仍有生存空間，對促進觀光與經濟有正面幫助。
Dai says that choosing to operate flights during the pandemic is a test of airlines’ ability to sustain losses, but the crisis may also prove to be a turnaround for the industry. Dai says there are many variables to the pandemic. She says that once the outbreak stabilizes, if the demand for “revenge travel” exceeds supply, this could resolve the pre-pandemic situation of supply exceeding demand, which led to price wars among budget airlines. The consolidation that the pandemic has triggered within the airline industry could bring about a return to healthy competition, says Dai.
戴佐敏認為，選擇在疫情期間開航，考驗航空公司「虧本」的能力，不過危機也有可能是轉機，疫情仍有變數，疫情穩定後的「報復性出遊」若需求大於供給，疫情前廉航供過於求、削價競爭的情況，這次可能因疫情重整，回歸良性競爭。
One industry insider stated that, despite the lockdowns and reduced number of travelers and flights during the pandemic, the industry is bullish about post-pandemic prospects for both freight and passenger travel in the flourishing Asian region. The insider added that a trend in “revenge travel” could cause short-haul routes to become particularly busy.
業者指出，雖然國境仍然封鎖，疫情期間每週班次不多，旅客也非常少，但看好疫情後亞洲旺盛的物流、人流，預估疫情趨緩後將出現「報復性出遊」，亞洲短程航線將會更繁忙。
06-18 18:31:
留言...Impact of COVID-19 pandemic on the Turkish civil aviation industry
COVID-19大流行對土耳其民航業的影響
Since 2020, China has announced to the world that the COVID-19 pandemic has had an economic impact on air transport. As governments close their international borders due to the COVID-19 crisis, almost all airlines have drastically reduced their available seating capacity. The purpose of this study was to examine the early and late reactions of Turkish Airlines in the crisis environment during the pandemic and economic shock, such as financial decision-making, management and recovery of flights, human resources management and health measures. The Turkish Civil Aviation Industry (TCAI) analyzed the market profile before and during COVID-19. Over the past two decades, the aviation industry has experienced several important economic and natural shocks, such as the SARS and MERS epidemics, the 9/11 terrorist attacks and the Volcanic Ash Cloud of Indonesia. Each of these shocks has its own peculiarities, but they all affect the industry economically. The COVID-19 pandemic is also one of these shocks. COVID-19 is a contagious disease caused by the novel coronavirus announced in Wuhan, China in December 2019. It has spread around the world and triggered a global crisis. The World Health Organization declared the outbreak a pandemic on 12 March 2020. Without a doubt, one of the industries most affected by the epidemic is the aviation industry. Hundreds of airlines have had to ground thousands of planes due to international flight bans and border closures brought in by countries. Almost all countries stopped all passenger flights in March 2020 and April 2020. This is the first time the aviation industry has had such a global impact in the world. Many airlines have entered a period of financial distress. By the end of 2020, there were nine airlines in Turkey, including 3 passenger, 3 chartered and 3 cargo, and two of them were suspended under the attack of covid-19. As it stands, TCAI has undoubtedly suffered incalculable passenger damage. Based on passenger traffic results for the first quarter of 2020, Turkish Airlines carried a total of 74.2 million passengers between January and December 2019. Later, in 2020, the total number fell to 27.9 million. In terms of current results, the demand for air cargo is increasing, with airlines using the belly and cabin seats of the aircraft to meet the loading needs, carrying out cargo aircraft operations, and without changing the seat configuration of the aircraft. COVID-19 has caused a demand shock to passenger flights around the world due to the negative impact of the pandemic, the travel industry and passengers being unfriendly to travel. In contrast, there has been a huge increase in demand for cargo flights for the expedited shipment of medical equipment, vaccines and PCR tests. In addition, the supply of cargo items carried on passenger flights is also constrained, which is another reason for the increase in demand for cargo flights. With flights restarting, air service will be different than it was before the pandemic. There are important changes such as safety measures and new operating standards. Airlines must re-plan their networks, fleets, crew, cash flow to accommodate these changes. 心得:
在跨國旅遊市場方面，伴隨新冠肺炎的盛行，各國紛紛於2 - 3月之間開始實行邊境管制，是產業遭受衝擊的主因。以土耳其民航業而言，隨著各國陸續施行鎖國政策，他們最首當其衝的，就是客運量將受到大幅損失，根據土耳其航空在2020年第一季度的研究報告中顯示，原本在19年1-12月間的客運量是七千多萬人次，但到了2020年，航空客運就受到了衝擊，從七千多萬下降至了兩千多萬人次。所幸土耳其航空業，也有做好萬全準備和應對措施，當然隨著現在的在線購物的激增，航空貨運的需求也跟著增加，土耳其航空也使用飛機的腹部和客艙座椅來滿足裝載需求，進行貨機運營，另外他們也為乘客提供了不同的選擇，以保護他們的現金流，因為大流行早期的航班取消。主要目的是防止公司耗盡現金並生存到航班重新啟動。現在他們將會以這四種方式來保護旅客現金流1.旅行支票或代金券2.延誤已取消航班的退款3.獎勵里程4.免費更改機票上的旅行日期。以及他們也將為公司員工申請津貼，並與工會達成協議，以緩和員工的心態平衡。總結是還蠻不錯的，希望土耳其民航業能在這疫情時代熬過去，隨著航空業也慢慢在復甦了，很快天空也開放，可以去土耳其遊玩。
THANK YOU
https://www.sciencedirect.com/science/article/pii/S2666412721000490
06-18 18:31:
留言...Impact of COVID-19 pandemic on the Turkish civil aviation industry
COVID-19大流行對土耳其民航業的影響
Since 2020, China has announced to the world that the COVID-19 pandemic has had an economic impact on air transport. As governments close their international borders due to the COVID-19 crisis, almost all airlines have drastically reduced their available seating capacity. The purpose of this study was to examine the early and late reactions of Turkish Airlines in the crisis environment during the pandemic and economic shock, such as financial decision-making, management and recovery of flights, human resources management and health measures. The Turkish Civil Aviation Industry (TCAI) analyzed the market profile before and during COVID-19. Over the past two decades, the aviation industry has experienced several important economic and natural shocks, such as the SARS and MERS epidemics, the 9/11 terrorist attacks and the Volcanic Ash Cloud of Indonesia. Each of these shocks has its own peculiarities, but they all affect the industry economically. The COVID-19 pandemic is also one of these shocks. COVID-19 is a contagious disease caused by the novel coronavirus announced in Wuhan, China in December 2019. It has spread around the world and triggered a global crisis. The World Health Organization declared the outbreak a pandemic on 12 March 2020. Without a doubt, one of the industries most affected by the epidemic is the aviation industry. Hundreds of airlines have had to ground thousands of planes due to international flight bans and border closures brought in by countries. Almost all countries stopped all passenger flights in March 2020 and April 2020. This is the first time the aviation industry has had such a global impact in the world. Many airlines have entered a period of financial distress. By the end of 2020, there were nine airlines in Turkey, including 3 passenger, 3 chartered and 3 cargo, and two of them were suspended under the attack of covid-19. As it stands, TCAI has undoubtedly suffered incalculable passenger damage. Based on passenger traffic results for the first quarter of 2020, Turkish Airlines carried a total of 74.2 million passengers between January and December 2019. Later, in 2020, the total number fell to 27.9 million. In terms of current results, the demand for air cargo is increasing, with airlines using the belly and cabin seats of the aircraft to meet the loading needs, carrying out cargo aircraft operations, and without changing the seat configuration of the aircraft. COVID-19 has caused a demand shock to passenger flights around the world due to the negative impact of the pandemic, the travel industry and passengers being unfriendly to travel. In contrast, there has been a huge increase in demand for cargo flights for the expedited shipment of medical equipment, vaccines and PCR tests. In addition, the supply of cargo items carried on passenger flights is also constrained, which is another reason for the increase in demand for cargo flights. With flights restarting, air service will be different than it was before the pandemic. There are important changes such as safety measures and new operating standards. Airlines must re-plan their networks, fleets, crew, cash flow to accommodate these changes. 心得:
在跨國旅遊市場方面，伴隨新冠肺炎的盛行，各國紛紛於2 - 3月之間開始實行邊境管制，是產業遭受衝擊的主因。以土耳其民航業而言，隨著各國陸續施行鎖國政策，他們最首當其衝的，就是客運量將受到大幅損失，根據土耳其航空在2020年第一季度的研究報告中顯示，原本在19年1-12月間的客運量是七千多萬人次，但到了2020年，航空客運就受到了衝擊，從七千多萬下降至了兩千多萬人次。所幸土耳其航空業，也有做好萬全準備和應對措施，當然隨著現在的在線購物的激增，航空貨運的需求也跟著增加，土耳其航空也使用飛機的腹部和客艙座椅來滿足裝載需求，進行貨機運營，另外他們也為乘客提供了不同的選擇，以保護他們的現金流，因為大流行早期的航班取消。主要目的是防止公司耗盡現金並生存到航班重新啟動。現在他們將會以這四種方式來保護旅客現金流1.旅行支票或代金券2.延誤已取消航班的退款3.獎勵里程4.免費更改機票上的旅行日期。以及他們也將為公司員工申請津貼，並與工會達成協議，以緩和員工的心態平衡。總結是還蠻不錯的，希望土耳其民航業能在這疫情時代熬過去，隨著航空業也慢慢在復甦了，很快天空也開放，可以去土耳其遊玩。
THANK YOU
https://www.sciencedirect.com/science/article/pii/S2666412721000490
06-20 03:01:
Global Air Freight Industry (2020 to 2025) - Growth, Trends, and Forecast
Dublin, July 06, 2020 (GLOBE NEWSWIRE) -- The "Air Freight Industry- Growth, Trends, and Forecast (2020 - 2025) "report has been added to ResearchAndMarkets.com's offering.
While land and ship cargo transportation remain as favorable options, goods transport by air is considered as the quickest and the unhindered mode of transportation. According to the airline association, IATA, cargo volumes grew by 4.1% to 63.7 million metric ton, in 2018. However, the industry forecast suggests that the number may decrease by 3.7%, to 65.9 million metric ton, in 2019.
In terms of freight-ton-kilometer (FTK), air freight recorded growth in March 2019 after three months of year-on-year declines. However, the cargo sector is expected to benefit from lower costs, in 2019. The overall cargo revenues are expected to reach USD 116.1 billion in 2019, up from USD 109.8 billion in 2018.
Furthermore, cargo airlines plan to tie up with logistics service providers to create an efficient supply chain regarding freight forwarding, storage capability, and customs clearances. Air cargo continues to face significant challenges, such as fallen global trade volumes, global economic activity, and weakening consumer confidence, indicating further declines. However, the market is expected to grow due to factors, such as a strong demand for manufacturing exports and increased penetration of advanced technologies in the value chain. In addition, the overall growth rate in the e-commerce sector is expected to reinforce the growth prospects of the market studied, over the forecast period.
Key Market Trends
Emergence of E-commerce Propels Demand for Air Freight Services
Despite being a costlier mode of transportation, the increasing demand for perishables, chemicals, and valuables, as well as the rising demand for just-in-time production of goods, has created a massive demand for air freight services. Presently, air freight is being impacted by the rise of e-commerce from both B2B and B2C perspectives. The evolving e-commerce has put pressure on sales channels for faster delivery and an optimum supply chain. This scenario brings opportunities for the third-party logistics and warehousing services to integrate with the air e-commerce channel. Owing to the continued growth in online shopping, many third-party logistics (3PLs) are offering more multi-modal services, which include air cargo service as a critical mode of transportation. Furthermore, the growth in the overall cross-border e-commerce is anticipated to boost the demand for the air cargo industry.
The major e-commerce players in the industry are disrupting the traditional logistics supply chain with some innovative measures, in order to become independent. Amazon seems to be leading this race by following a different strategy. With Amazon Flex, Seller Flex, or the Amazon Prime Air program, the retail giant is trying to dominate the supply chain for its own services. As a result, it can reduce costs and become independent of its current logistics service providers. As per the technical sources, the company is also offering shipping services to third parties that are not represented on its website.大綱: When people shopping by BtoB and BtoC is a good chance to Air Freight Servicess,In 2018 IATA statistics cargo volumes grew 4.1% to 63.7 million metric ton, and air freight recorded growth in March 2019, and the overall cargo revenues are expected to reach USD 116.1 billion in 2019 up from USD 109.8 billion in 2018.心得:在近年來人們線上購物的需求增加，也增加了航空物流的產能同時也有可能增加航空業的就業機會，文章中物流產能從2018年至2019年間先是下降後面反增了，我認為這就是一個航空物流業成長的一個里程碑，且隨著人們使用線上購物的需求增加且購買物品越貴重比起傳統的海運比較快速且安全的空運想必成為了大家線上購物時選擇運送方法的絕佳選擇，不論是由購買海外的物品又或著是由國內的北部運送到南部及離島空運的量雖然沒有海運來的多但空運主打的就是飛機的快速及比起海運更不需要看天氣而可能停工或著延期所以由於網路使人想購物也可以不用出門，因此帶動了後面隱藏的商業機會。資料出處:https://www.globenewswire.com/newsrelease/2020/07/06/2057758/0/en/Global-Air-Freight-Industry-2020-to-2025-Growth-Trends-and-Forecast.html
06-20 13:45:
The famous country opened the door for sightseeing, and what followed was another class in the cabin. Beginning in the second half of 2022, Finnair, United Airlines and KLM are all calling for the launch of the "Premium Economy" for the first time. Glen Haustein, general manager of Delta Air Lines, also revealed at the end of 2021 that "the demand for high-flying girls is even higher than in 2019." Counterpoint Market Intelligence, an aerospace market research firm, estimates, In 2025, the premium economy class in the aviation industry will be more than three times that of the current one. Global inflation is severe and there is no business travel. Why are European and American countries blowing "luxury economy" instead? Affordable luxury Taiwanese may not be unfamiliar with premium economy class. , because its inventor is EVA Air. In 1992, Zhang Rongfa, the founder of Evergreen Group, saw that 20% of the seats on each flight could not be sold, and decided to re-plan the class design. Zhang Rongfa's setting for the premium economy class was, " It has 44% more space than economy class, and it has footrests, personal screens and premium catering services.” At that time, the entire flight booking system of Evergreen had to be redesigned, subverting the global airline class conventions, and there were constant protests. Today, airlines around the world are following suit. Passengers can enjoy more cabin space without paying the high price of business class - higher-end in-flight meals and other children, so many people regard "premium economy class" as a High CP value. It's hard not to see its appeal. In fact, the new golden rooster in aviation, Lee City's economy class, has made the aviation industry even worse. It is reported that when a certain aircraft manufacturer is designing a new type of machinery, it is New York as a reference , Paris, London, the real estate market in the world's most expensive city. Qua Khan, a professor of marketing at the University of Miami, described, "Airlines, I can buy your products, I am real estate in the air." They are like In-flight landlords, how to maximize the benefits of every centimeter. Generally speaking, business class needs 30% more space than Jingpintang, and the luxury economy department only needs more than 100%Taking the premium economy class of Deutsche Airways as an example, its ping-pong efficiency is 33% higher than that of economy class and .6% higher than that of business class. And because the hardware is cheaper, the profit per ping is 40% higher than that of business class. From cheap business class to premium economy class, the most important profit in the aviation industry has always come from first class and business halls. These management consultants and analysts from Bain, Deloitte, with a mission to save a company, enjoy the promotion benefits given by the company, and are frequent flyers in the air. By contrast, sending tourists to their destination presumably just helps the airline industry equalize the cost of flying. During the 2008 financial tsunami, many companies cut their business travel budgets. Britton, the former general manager of American Airlines Marketing, said that at that time, those who were unconvinced on business trips probably needed a non-economical option. As a result, they stumbled upon a group of travelers willing to pay for upgrades out of their own pockets, in what airline industry consultants describe as a "surprise surprise" and, again, they seem to be proving that the airline industry has the power to class. At the end of 2021, industry operators began to discover that even if business customers have not returned, Aihua’s economy class sales are higher than before the epidemic, thanks to tourists. "The company used to have dinner with purple business customers, but after the epidemic, they relied on 35-year-old Yaji who wanted to come to Paris for a small trip," Britton Fengcha. "Atlantic" magazine analyzed that the main reason is that under the epidemic, everyone was really bored for too long, and they also saved some travel funds, ready to come out and have a good time. Moreover, everyone has learned distance and paid more attention to space. Besides, the mileage in exchange for the cancelled flight is just enough to ask for an upgrade. Another point is that in 2021, the masked economy class ticket is almost the cheapest in history. According to the statistics of travel platform Expedia, their steam prices in 2021 are only 290% more expensive than the economic test, which is lower than 365% in 2020 and 30% in 2019. Finally, don't forget that today's young people enjoy life even more. Various factors are added, and there is a new field demand. Upgrade is more expensive than buying, and it is cheaper. The epidemic has become the driving force for airlines to launch new Jets. But such as years have been retaining consumers? Its quotient is the psychology of "promotion". The "pain of paying" theory in behavioral economics points out that consumers will really feel physically paralyzed if they like the package again. However, they will soon forget. Zhikong often takes advantage of this, allowing consumers to reserve a period of time between the first ticket purchase and the decision to apply for a thousand years, so as to disperse the physical cost of buying the tax flight. When the passenger swipes the card again to upgrade the cup, it will not be so worthwhile because of the consumption of one. Second, scholars point out that Xinkong will also create "calculated metery" to ask for promotion. As far as the Navy is concerned, the fans that the party lacks just can't be found, and the space is usually too small. What makes it thorny is that most passengers can't get the difference in 2cm at all. Please refer to the research. The conclusion is, "Take the 40 cm in front of the general Star City, because it is above. Regardless of whether the public regards the change of the kyla as a great help after rent collection, the use of this board is very short, and the new big cake, the major Four editions of law enforcement are published, the decision is made, and the leadership of Huxing is really innovative. There are different opinions. The amount of real military agents can be more effectively purchased by public disclosure.大綱 This report is mainly about the premium economy class of airlines. Passengers do not need to pay as high a price as business class. Passengers can enjoy a larger seat space. It's hard not to see the appeal of "Premium Economy Class" as a high CP value. Due to the losses caused by the epidemic, many airlines regard the premium economy class as a major boost after the recovery, and make good use of the retaliatory travel wave of consumers to create new market pie. It is a gimmick or a real innovation that the major aviation giants have made space and actively built luxury cabins. What really matters is that airlines can profit more efficiently Experience feelings I think this approach is very good. It can drive the entire world economy and create the highest profit at the lowest cost. I agree with this. In this case, this method is most needed to maintain the economy. Although the profit is not the maximum, at least there is no loss.
出處 The Atlantic, Bloomberg, Conde Nast Traveler
https://money.udn.com/search/tagging/1001/
06-20 14:15:
The future of tourism in 2022
Starting a new year is a good time to look towards the future. What’s happening and what’s changing? What are the most relevant trends and which ones to follow? Predicting what’s going to happen in 2022 is extremely difficult due to the everchanging course of COVID-19. Of course, this didn’t prevent trendwatchers to identify a whole range of trends.
There are many trends out there, but in this article we focused on those that will lead the future of tourism and we believe are here to stay. We hope the year of 2022 represents the first steps of recovery for the tourism industry.
According to Google research, travelers who took a large trip in 2021 spent over 70% of their time researching their trip online. It’s expected this will grow in 2022 as well. When travelers are spending this much time online, they’re searching for inspiration, tips, and companies to book their trips with.
How to respond:
You can respond this trend by being visible online. Invest time in your online marketing strategy. Make sure your website is found by those researching their next trip. You can achieve this through content marketing. This strategy helps you give potential customers what they are looking for, while they are actively searching for it. This means creating content, such as blogs, photos and videos about your business and everything you offer.
Also make sure to be active on social media for online brand visibility but also to convert followers to clients.
It’s predicted that in the coming years, travelers will look to remain loyal to brands and businesses that align with their values. Brands that care for the planet and who contribute to a better world. If travelers found a brand they love, they’ll choose to come back again instead of searching for something else.
How to respond:
Earning customer loyalty is not something you can do overnight. Key is to make sure to know and communicate your own value. How can travelers align if you are not certain about yours? Also focus on increasing your customer value. There are no real shortcuts or easy ways to stimulate loyalty. You have to work hard and earn it, as creating loyal customers requires care and devotion.
Lastly, also connect with your customers via email marketing to keep on top of their mind. You’ll benefit from this as soon as they’ll start travelling again.
Phila tourism is a trend that originated in COVID-19 times and is a natural evolution of volunteer tourism. It’s tourism where travelers choose off the beaten track destinations to spend their free time and their money. Specifically in those destinations that need it the most. They don’t commit to projects locally, but simply spend their money to benefit the local economy.
How to respond:
Both you as a tour operator and your customers are important for this trend. For tour operators, it’s important to offer trips and travel experiences to lesser-known destinations and create itineraries that support the local economy. You can also increase your impact by developing community-based tourism.
For travelers, it’s important they know where to go and how they can best support the local economy. Do this by adding tips for local restaurants and shops to your itineraries and traveler communication. This stimulates travelers to go out and spend locally!
This is already a very familiar trend to most tour operators, but now it’s also a growing factor for travelers. According to research by Ipsos, 50% of travelers claim that carbon emissions and offset options are worth considering when booking a new trip.
How to respond:
First, it’s important to take the goal of a low(er) carbon footprint seriously. Sign the Glasgow declaration and start reducing your emissions. In your office but also in the trips and experiences you develop. Offer destinations closer to home and include train travel. Also focus on slow travel and add carbon-free travel experiences. Hiking, biking, sailing, and kayaking are popular and allow travelers to experience the destination to the fullest.
Thereby, also provide your customers with the option to compensate their trip. Be transparent in your calculations and offsetting program or partner.
Not surprisingly, research continues to show that health and safety measures regarding COVID-19 make travelers feel safer. Travelers search online for the specific regulations and measures companies take to provide a safe experience. They expect their well-being to be top priority throughout their trip.
How to respond:
COVID-19 is here to stay, at least for now. Most importantly is that you take responsibility for the health and safety of your customers. Update your company health and safety protocol where relevant. And clearly communicate the safety regulations to your customers. Be clear and positive about what’s possible in the destinations you offer. But also manage expectations and prepare customers for changes.
Additionally, also make sure to have fair and flexible cancellation policy available. (Potential) customers require transparency and honesty.
Flowing from two years of COVID-19, lockdowns and travel restrictions all over the world, travelers are looking for “the experience of a lifetime” trips. They realized they don’t want to postpone their bucket list trips and are looking for grand adventures for when they can finally travel again.
How to respond:
Offer travelers the experience of a lifetime by creating new (and longer) itineraries with the highlights of the destination. Create trips that make travelers travel slower and experience the destination to the fullest. Don’t forget that a highlights trip does not necessarily mean including the most famous tourist attractions. Surprise your customers by going off the beaten track and to offer them something special.
For the best tailored experience, make it easy for travelers to add smaller packages to extend their trip. For example, a few days relaxing on the beach or a mountain trekking.
Trends 1 to 3:
1. Due to the serious epidemics, tourism has not yet fully recovered, she found many travelers spend more than 70% of the time to research their travel. They spend a lot of time looking for inspiration, even hope some companies can reserve their trip in the future.
2. Customer’s loyalty is very important, but maintain a good brand is not easy, you have to know what the tourist likes, instead of looking for what the tourist doesn’t like. For example, if the travel agency can arrange the itinerary well , and make the tourists feel good, this will not only make tourist feel that the attractions are fun and want to go again or will make tourist want to find your tour group again next time, both sides of tourism are benefit.
3. Philantourism originated COVID-19 as a trend, is a natural evolution of volunteer tourism, travelers go to the place with few people , they don’t care where they go, instead direct the money to the local economy. This is an important trend for travel agency and tourists, it can through community -based tourism to impact, adding some stores and local restaurants, it can stimulate tourists spending.
Trend 4 to 6:
4. The current tourism is not necessarily to go out overnight or go abroad to be called tourism, you can reduce carbon footprint to travel, and you can choose the place where is nearby your town or take a train trip、ride a bicycle、play a sailing or rubber boat, etc... All can be great travel.
5. As the COVID-19 still continues , health and safety are very important. If the travel operator can put the health and safety at first, not only can let the tourisms feel safety, and it can also increase income and promote tourism.
6. After more than two years of the epidemic, and restricted the travel , many tourists are looking for their unforgettable trips for a lifetime,and waiting for when they can go on adventures and create some itinerary for tourists provides an unforgettable experience. The itinerary doesn’t have to go on abroad or a famous tourist attraction. Just go out to some remote places and to try something special, such as go hiking or relaxing by the sea, etc.
Since the COVID-19, many industries have been hit a lot , especially the aviation industry and tourism industry. Although there are open now, but I hope people can still coexist with the virus, and I hope that tourist can go abroad in the future, so that many tourist can continue to see this world.
06-20 14:28:
Spanish airline reserves 10 Airlander airships from Bedford-based firm
The company behind the Airlander airships said it has received its first commercial order from an airline group.
Hybrid Air Vehicles (HAV) said European-based Air Nostrum Group had reserved 10 Airlander airships for delivery from 2026.
HAV, which developed Airlander at Cardington airfield in Bedfordshire, is expected to begin manufacturing in South Yorkshire.
The firm said 1,800 jobs would be created as a result of the interest.
HAV said Airlander 10 will cut flight emissions by up to 90% for journeys across Air Nostrum's regional routes in Spain.
The airships, which stay aloft using helium and electricity, have been commissioned to seat 100 people.
According to HAV's website, hybrid aircraft fly due to a combination of aerodynamic lift (like an aeroplane), lifting gases (like an airship) and vectored thrust (similar to a helicopter).
Airlander generates up to 40% of its lift from aerodynamics by the passage of air over the hull and the remainder from buoyant lift from the helium.
The Secretary of State for Business, Energy and Industrial Strategy, Kwasi Kwarteng said: "Hybrid aircraft could play an important role as we transition to cleaner forms of aviation, and it is wonderful to see the UK right at the forefront of the technology's development."
Carlos Bertomeu, Air Nostrum's president, said: "We are exploring each and every possible way to reduce our carbon footprint.
"The Airlander 10 will drastically reduce emissions and for that reason we have made this agreement with HAV.
"Sustainability, which is good news for everyone, is already a non-negotiable fact in the daily operations of commercial aviation."
Tom Grundy, chief executive officer of Hybrid Air Vehicles, said: "Our partnership with Air Nostrum Group, as the launch airline for Airlander 10, leads the way towards that future.
"As countries like France, Denmark, Norway, Spain and the UK begin to put in place ambitious mandates for the decarbonisation of domestic and short haul flight, Hybrid Air Vehicles and Air Nostrum Group are demonstrating how we can get there - and get there soon."
Spanish airline has reserved 10 Airlander airships from 2026. The airship can accommodate 100 people and use helium and electricity to fly in the air. According to HAV's website , hybrid aircraft flying is a combination of aircraft, airships, helicopters, and even achieves a reduction in carbon footprint.
Many countries are now reducing their carbon footprint emissions and reducing the crisis of global warming. Airships can be used for short-term flights, and countries such as Norway, Spain, Denmark and other countries have begun to promote decarbonization plans.
Many countries are currently exploring how to reduce carbon emissions, and Airlander 10 can both carry passengers and significantly reduce its carbon footprint. This is a big step forward for the aviation industry.
資料來源
BBC
https://www.bbc.com/news/uk-england-beds-bucks-herts-61811535
06-20 14:43:
文章Qantas Revives Plan for World’s Longest Direct Flights
May 16, 2022
Qantas Airways Ltd. revived a plan to start direct flights connecting Australia’s east coast with New York and London as it finally ordered Airbus SE jets for the ultra-long services.
By Angus Whitley
Source Bloomberg News (TNS)
Qantas Airways Ltd. revived a plan to start direct flights connecting Australia’s east coast with New York and London as it finally ordered Airbus SE jets for the ultra-long services.
The airline says it’s buying 12 A350-1000s that can fly nonstop from Australia to any city in the world. Commercial services will start from Sydney in late 2025, Qantas said.
Qantas had planned to start the 20-hour flights — internally called "Project Sunrise" — in 2023, and was close to ordering the aircraft when COVID-19 decimated aviation.
The resumption of the project signals the airline’s confidence in an international passenger rebound, as well as greater demand for flights with no stopovers. Qantas said Monday that demand on key routes to London, Los Angeles and Johannesburg already exceeds pre-COVID levels.
“We’re finally seeing a sustained recovery in travel demand,” Chief Executive Officer Alan Joyce said. He described Project Sunrise flights as “the final fix for the tyranny of distance.”
Qantas’s A350s will be configured to carry 238 passengers in four classes — first, business, premium economy and economy. Most A350s carry more than 300 passengers, according to the carrier. The planes will have an extra fuel tank to extend their range so they can fly the distances required.
In a post-COVID world in which geopolitical tensions are also likely to increase, the ultra-long services will have a unique appeal because they bypass travel hubs, said Rico Merkert, professor of transport at the University of Sydney’s business school. That means the flights will command higher fares and be more profitable for Qantas, he said.
Plans for the unprecedented services have been underway since at least 2018. Early that year, Joyce challenged Boeing Co. and Airbus to come up with an aircraft that could fly the ultra-long routes with a full load and still land with fuel in hand for emergencies.
Qantas originally dreamed up cabin interiors to help passengers survive such marathon flights. At one stage, Joyce reckoned there was scope to incorporate bunk beds, child-care facilities and even somewhere to work out on the plane.
The commercial reality is set to be less glamorous. Qantas said Monday the plane’s economy seats will have two more inches of legroom, though the first-class cabins will come with a seat, a bed and a door.
More than 40% of the cabin will be premium seating compared with about 30% in Qantas’s Boeing 787s and Airbus A380s. The new planes will have “a wellbeing zone” in the middle where passengers can stretch or take a break.
The A350s will be delivered to Qantas from 2025 until 2028.
Qantas also said a rebound in business air travel has been steeper than expected. Demand from small businesses is above pre-COVID levels and corporate travel is 85% recovered, it said.
In the current quarter, Qantas’s domestic capacity will be 105% of 2019 levels. International capacity is expected to be just under 50% in the same period, rising to around 70% in the quarter starting July, the airline said.
Qantas also confirmed a domestic fleet order, announced in December, for 40 A321XLRs and A220 aircraft, as well as options for 94 more jets over at least a decade. Those aircraft will replace the airline’s aging Boeing 737s and 717s.
大綱In order to meet the tourism wave and business travel in the post-epidemic era, Australia has spent nearly 5 years developing the called "Project Sunrise", which was originally scheduled to be launched at the end of 2023, opening up the world's longest non-stop commercial flight. Once cancelled due to the epidemic, it is now making a comeback and is expected to be officially launched in 2025. It is expected to fly from Sydney, Australia to New York in the United States and London in the United Kingdom to arrive at the destination in a continuous flight of nearly 20 hours without landing. For this project, Qantas has ordered 12 A350-1000 aircraft from Airbus.The project focuses on confidence before the outbreak, and the impact on the market. International investors at the London port have expressed a need for a waterway that exceeds the main demand, the waterway of the Los Angeles and Johnny ports.
Qantas chief executive Alan Joyce said: "New aircraft make new things possible" and the A350 and Project Sunrise will bring any city within a flight of Australia. “ Qantas has arranged a test flight in 2019. The flight from London to Sydney is 17,800 kilometers, and the flight time is 19 hours and 19 minutes; the flight to New York is 16,200 kilometers, and the whole journey takes 19 hours.
n addition, Qantas also announced that it will order 20 new A321XLR and A220 aircraft, starting from the end of 2023, gradually replacing the aging Boeing 737 and 717 for domestic flights.
Qantas said the new A350-1000 can accommodate 238 passengers, with reclining chairs and wardrobes in first class, and a "comfort zone" in the middle of the plane that allows passengers to stretch out. As for the economy class seats, the legs are extended. There is also two inches more space.心得Covid-19 was discovered in late 2019 and continues to this day. As a result, the tourism industry in many countries has suffered, and of course the aviation industry. Almost every country has adopted a lifestyle with the virus. The aviation industry is gradually beginning to recover, Qantas proposes 『Project Sunrise』. I feel that it reduces the risk of connecting flights, people-to-people contact, also increases the use of time.
In order to make the passengers on this long-haul flight more comfortable, a new model has also been purchased, I think it's a good investment. Maybe 2025 Qantas will start a new aviation history.出處AviationPro
https://www.aviationpros.com/airlines/news/21267782/qantas-revives-plan-for-worlds-longest-direct-flights
06-20 14:50:
文章(CNN) — Taiwan continues to cater to the needs of its travel-starved population by offering yet another aviation experience that doesn't actually take you anywhere.
Following up on an offer in July, in which the public was able to check in and board a grounded airplane in Taiwan's Songshan Airport, one airline has just upgraded the faux travel experience by offering an actual flight -- to nowhere.
EVA Air, one of the biggest carriers in Taiwan, is offering the special journey on August 8 (Father's Day in Taiwan) to help satisfy its customers' travel itch.
The trip will take around three hours, with the flight taking off from Taipei Taoyuan Airport, then circling the skies before returning to the same airport.
"The international travel market has been suspended for more than half a year," states a news release (in Chinese) on EVA Air's website. "Citizens' cries for going abroad is getting stronger. To satisfy travelers' wishes, EVA Air has decided to introduce an 'alternative travel experience' on August 8, Father's Day."
If it's a clear day, passengers will be able to take in views of several Taiwan attractions including Guishan Island and the scenic Huadong coastline, as well as other nearby islands.
Passengers will be flying on the "super popular" Hello Kitty Dream jet.
The plane bears EVA Air's special Sanrio-themed livery. An A330, it features many Sanrio characters including Hello Kitty, My Melody (Hello Kitty's BFF), as well as Little Twin Stars' Kiki and Lala.
Passengers can expect themed Hello Kitty in-flight amenities, free WiFi for texting and an inflight entertainment system that is usually reserved for long-haul flights.
Michelin-starred inflight meal
Inflight dining is another highlight of the trip.
The main courses are a choice of chirashi don (assorted sashimi over rice) created by three-Michelin-star chef Motokazu Nakamura, or a classic braised beef noodle dish.
The flight, departing at 10:30 a.m. on Saturday, will be operated under flight number BR5288. Why the number 5288? When spoken, it sounds like "I love dad" in Chinese.
An economy class ticket is TWD5,288 ($180). Passengers can choose to upgrade their seats to business class for an additional TWD1,000 ($34).
International tourism has been effectively stopped in much of the world as countries shut their borders to stem outbreaks of Covid-19 and Taiwan is no exception. The island locked down its borders in March amid the growing coronavirus pandemic.
Foreign nationals are still banned from visiting the island but Taiwan's Ministry of Foreign Affairs announced on June 24 that it would gradually adjust entry regulations in response to worldwide efforts to resume economic activity.
大綱：To satisfy travelers' wishes, EVA Air has decided to introduce an allternative travel experience on August 8, Father's Day.The trip will take around three hours, with the flight taking off from Taipei Taoyuan Airport, then circling the skies before returning to the same airporthe flight, departing at 10:30 a.m. on Saturday, will be operated under flight number BR5288. Why the number 5288? When spoken ,it sounds like " I love dad " in Chinese.
心得Hopefully, they will be able to quickly stop the virus's spread.
Recover with no mask on and feel free to go out.
Before that, we need to wear a mask and wash our hands regularly with soap.
In recent months, airlines or countries have successively announced the opening of the skies, allowing foreigners to travel abroad . The epidemic has shut down everyone, and as soon as the sky is opened, they can't wait to buy tickets to go abroad, but they must also abide by the regulations of each country on the epidemic, and protect themselves and those around them.
The China Eastern Airlines Boeing 737-800 was flying from Kunming to Guangzhou when it plunged to earth in Guangxi province and caught fire.
The number of casualties and reason for the crash are not yet known. Rescuers have seen no signs of survivors.Chinese airlines generally have a good safety record – the last major accident took place 12 years ago.
According to FlightRadar24 data, the plane was cruising at 29,100ft, but two minutes and 15 seconds later it was recorded at 9,075ft. The last sourced information on the flight showed it ended at 14:22 local time, at an altitude of 3,225ft.
Flight MU5735 left Kunming at 13:11 local time (05:11 GMT) and was scheduled to arrive in Guangzhou at 15:05.
Flight tracking sites report the plane was in the air for just over an hour and was nearing its destination when it went down in Wuzhou, a verdant, hilly area prone to mixed weather at this time of year as China enters its annual flood season.
Flight tracking sites report the plane was in the air for just over an hour and was nearing its destination when it went down in Wuzhou, a verdant, hilly area prone to mixed weather at this time of year as China enters its annual flood season.
The weather was cloudy, but visibility was reported to have been good at the time of the crash.
Footage said to be of Flight MU5735 plummeting vertically from the sky has been circulating on social media.
The plane dropped thousands of metres in three minutes, flight tracker data showed.
The aircraft was a 737-800, a well-proven design first produced in the late 1990s. It is a workhorse of the aviation world, with thousands still in service.
It has a strong safety record. Fatigue cracks have been found in some older planes, but this one was not quite seven years old.
There is no connection here with the 737 MAX, a newer version of the 737, which was grounded for more than a year and a half after a design flaw triggered two major accidents.
Investigators will be looking at many possible causes – among them deliberate action, such as terrorism, technical issues such as structural failure, or a mid-air collision.
They will look at communications from the pilots, examine the state of the wreckage – and search for the flight data recorder and cockpit voice recorder.
Those recorders should contain the information needed to confirm exactly what happened during those minutes and why.
06-20 15:55:
The airport tech helping to prevent delayed flights
By Natalie Lisbona & Will Smale 7 February 2022
Business reporters
Air travel comes with many annoyances, and one of the biggest is flight delays.
You are sat in the departure lounge, growing ever more frustrated and checking the flight information display every minute for your late departure.
When the board finally tells you the gate number, it can be a 15-minute walk away. And then you may face an additional wait before you can board.
Delayed flights remain a common problem on both sides of the Atlantic. Official figures show 11% of UK flights were delayed in the second quarter of last year, while 16% of US flights took off late in 2021 as a whole.
One strategy to reduce delays is the increased use of high-tech monitoring technology, to help airports and airlines run more efficiently.
Israeli startup, IntellAct, is one such provider. The company says most departure delays are within an airline's control and many stem from so-called turnaround services - the aircraft being cleaned, refueled and restocked, or luggage being removed and loaded.
Using airport operators and airlines' existing security and observation cameras, IntellAct's artificial intelligence (AI) software system can automatically detect delays in these turnaround services.
It can then highlight the problem to airport staff or ground crew and suggest a mitigation plan in real time. For example, if a fuel truck arrives late, IntellAct can detect this and recommend "parallel boarding."This is where passengers board while the aircraft is being fueled- it requires a fire engine to be present as a safety precaution.
"The idea came while I was visiting a European airport that suffered from a low number of movements [flights] and was interested in increasing the volume, and hence the number of passengers in its airport," says IntellAct chief executive Udi Segall.
"When I asked the airport's head of operation what it would take to increase the volume of flights, he replied that if the airport could offer a shorter connection time, it would attract international airlines to the airport," says Mr Segall. "Shorter connection time depends primarily on managing the turnaround process effectively.
"And that is the origin of the idea to build an AI-based solution to monitor turnaround services."
IntellAct says its system is currently being evaluated by a number of airports in Europe, Asia and the Middle East - and that preliminary tests conducted by Israeli carrier, El Al, at the country's Ben Gurion Airport showed it could potentially cut turnaround times by 15%.
Yet, Prof Sandra Wachter, a senior research fellow in AI at Oxford University, says such high-tech staff monitoring systems at airports raises concerns.
"Monitoring how often employees take breaks, how fast they work and incentivizing them to work as fast as possible is stressful and dehumanizing," she says.
"In fact, a stressful work environment is more likely to lead to mistakes, oversights or accidents. And this is particularly problematic in air traffic where the stakes are so high."
When it comes to getting passengers through airports more quickly, travel industry expert, Paul Charles, says the pandemic has "brought us forward by around three years in terms of new technology" that can help do this.
Main point
This article is mainly talked about passengers were often waiting for the flight and how to more effectively run the airport or airline.
The figures show UK and US flights were delayed 11% and 16% last year. Otherwise there is a startup from Israeli, this company call “IntellAct” which is trying to solve the problem, also they said departure delayed can be controlled by the airline. Using the airport existing equipment and the company’s technology could automatically check “Turnaround Services” such as cleaned the aircraft, refueled, restocked the necessities and the meals or ground crew need to placed the baggage.
My thoughts
The pandemic has heavily impacted many industries worldwide, many countries were put on lockdown, aviation field is the most serious one so to speak, passenger numbers even number of flights were suddenly dropped away, many of airlines were out of business, even so there is still a company tried to help.
As you can see, the article said the flights were delayed because of “Turnaround Services” In my opinion during this period is a good timing to dealing with the problems, passengers are not that much as usual, some countries already tested the plan, and the result seems not bad, also showed it could potentially cut setup time by 15%.
For now, some countries’ new policy show if you get vaccinated you permit to entering .That program help people run the schedule more efficiently, saving time and more flights than before, then make up financial gap as soon as possible.
06-20 15:55:
Topic: Why you're going to hate traveling this summer?
Article:
Canceled flights, surging airfares, a rental car shortage, record gas prices and rising hotel prices. Welcome to the summer of travel hell. Airlines had said they were prepared to avoid the service problems that plagued much of the industry last year. But between Friday and Monday, US airlines canceled 2,653 flights, or nearly 3% of their collective schedules, according to tracking service FlightAware. That‘s more than they had canceled for the same holiday weekend the previous three years combined. In 2019, the year before the pandemic, US airlines canceled just 1.2% of their scheduled flights, despite having 6,600 more flights on the schedule. Experts said passengers are right to be nervous that they’ll see more of the same for the rest of the summer. “This does not bode well for the summer travel season as we expect a repeat through the summer months as more people fly,” Helane Becker, airline analyst with Cowen, said in a note to clients Tuesday. “This was a chance for airlines to show that last summer‘s delays would not be repeated this summer, and yet, it was not to be. "The airlines have significantly fewer employees, especially pilots, than they did before the pandemic. They received $54 billion in taxpayer assistance during the height of the health crisis to prevent involuntary layoffs, but most airlines offered buyouts and early retirement packages to trim staff and save cash while air traffic ground to a near halt. But it takes years to get certification for pilots and some other airline employees. So airlines are operating with little room for error when they're hit with bad weather, air traffic control problems or employees calling out sick, which is what they said happened this weekend.
"More than any time in our history, the various factors currently impacting our operation — weather and air traffic control, vendor staffing, increased Covid case rates contributing to higher-than-planned unscheduled absences in some work groups — are resulting in an operation that isn't consistently up to the standards Delta has set for the industry in recent years," said Delta Chief Customer Experience Officer Allison Ausband in an online post. But airline critics say management should not have been caught by surprise: They knew they didn't have the margin for error they needed. After service problems throughout 2021, including during the end-of-year holidays, airlines should have anticipated these issues, said Capt. Dennis Tajer, spokesperson for the Allied Pilots Association, the pilots union at American Airlines. "When you stress test the airline operation model, that's when you see the same results," said Tajer. With flights already booked to capacity, "one flight being canceled doesn't just cause a cascading effect, it causes a tidal wave of problems. It's déjà vu all over again," Tajer added. With planes as full as they've ever been, it can take more time for airlines to find passengers booked on canceled flights another seat to get to their destination, Tajer said. Call centers are also short staffed and overwhelmed by demand, especially when things go wrong as they did this weekend. "You can wait for more hours on the phone to rebook a flight than the time the flight will take you," he said.
Staff shortages also mean higher fares
The staffing shortage means US airlines are still not able to offer all the flights needed to meet demand. The capacity of domestic US flights in June, July and August this year is 5% below where it was in those months in 2019, according to Cirium, an aviation analytics firm. But passengers, especially vacationers, are eager to travel again this summer. Numerous airlines reported record numbers of customers booking flights earlier for the summer this year. “There‘s a mismatch of supply and demand,” said Scott Keyes, founder of Scott’s Cheap Flight, a travel booking site. “Your hopes of getting cheap flights for the summer are slim to none
.” That combination of record demand and limited supply of seats means much higher fares. The Consumer Price Index, the government‘s reading of inflation, shows fares in April were \up 33% from a year ago and up 10.6% from where they stood in April 2019. The situation is probably worse for leisure travelers than those numbers suggest because business and international travel is not back to pre-pandemic levels. Since those passengers pay higher fares than more price-sensitive domestic travelers, going on vacation is a lot more pricey than it used to be. And it‘s not just airfares that are more expensive. A shortage of available vehicles pushed April rental car prices up 70% compared to April 2019. Hotels and other lodging was up 20% in April from a year ago and up 10.6% from where it stood in April 2019. All those price hikes are likely to accelerate even more during the busy summer travel months. And, of course, gasoline prices are at a record high, which could be pushing more travelers to fly rather than drive on some trips. Experts do believe the price pressures will start to retreat come fall — but not before then. “The huge surge in demand, I think we’ll probably exhaust that this summer,” said Hayley Berg, lead economist at Hopper, another travel booking site. “That and the normal slump in demand we see in September and October will probably mean lower fares.” But she said it's a good idea to book travel for the end-of-the-year holiday season if you already know your plans. The same dynamic of strong demand and less supply is likely to be repeated then.
Outline:
• Canceled flights
• surging airfares
• Rental car shortage
• Recorded gas prices
• Rising hotel prices
• Staff shortage
• More than any time in our history, the various factors currently impacting our operation.
• “This was a chance for airlines to show that last summer‘s delays would not be repeated this summer, and yet, it was not to be. ”
• Staff shortages also mean higher fares
Conclusion:
Coronavirus, also known as Covid-19 started from 2019 until now. Because of the epidemic some of us has lost their jobs, family members, and some have to shut down their business, or we can’t go to school. At the beginning Taiwan did a really great job in prevent people from getting Covid. Many variant virus shows up more stronger. Even though confirmed cases keep growing rapidly we still have to believe in our medical and government. At the moment, it began to become part of our life. In my opinion, we would still have a good summer vacation although this serious situation. Because of border opening is what we are waiting for so long. I think people who love to travel should pay no matter what it costs. For us who are major in Aviation industry. It is a perfect moment for us. As a result, airlines are face numerous problems not only canceled flights which upset many people and rising gas prices which made airlines headache but also staff shortage. I expect that due to staff shortage we can insure that we would get our internship in 2023.
References:
https://edition.cnn.com/2022/06/01/business/summer-travel-season-woes/index.html
06-20 15:57:
內容
Travellers and employees may no longer be required to mask up at Australian airports, with a committee of the nation’s top health officials recommending the long-standing mandate be officially dropped at midnight Friday June 17.
However, it will be up to the individual states and territories to then implement the change. Queensland’s Minister for Health Yvette D'Ath has already confirmed the move to end the airport mask requirement, with other state ministers expected to follow suit.
It’s worth reminding though that donning a mask will still be required when you hop on the aircraft, at least for now.
The decision comes as the Australia Health Protection Principal Committee, an advisory group made up of the nation’s top health officials, deemed the mandate was “no longer proportionate”, given masks were optional in almost all public settings.
Introduced in July 2020 amid the second wave, the mask mandate has been a bone of serious contention for travellers and airport employees, particularly as many airlines and airports around the globe have already done away with the requirement.
Instead, it will simply be up to the individual to decide whether or not to wear a mask before they board the flight.
Masks are still required when onboard the aircraft, at least for now.
Qantas has confirmed it will soon allow passengers to travel without masks on some international flights, though it has yet to confirm any changes to domestic policy.
Australian Airports Association Chief Executive James Goodwin says: “Travellers are sensible people, so we are pleased that the decision to wear a mask in an airport is now up to them", adding it will free up staff to carry out their roles without the need to monitor mask use.
“Masks have not been required in supermarkets, shopping centres and many other indoor public areas for some time, so this now brings airports in line with those venues and avoids confusion for travellers.”
Mandates will remain in place for public transport, at hospitals or when visiting residential care facilities.
大綱
Travellers and employees may no longer be required to mask up at Australian airports, with a committee of the nation’s top health officials recommending the long-standing mandate be officially dropped at midnight Friday June 17.
However, it will be up to the individual states and territories to then implement the change. Queensland’s Minister for Health Yvette D'Ath has already confirmed the move to end the airport mask requirement, with other state ministers expected to follow suit.
It’s worth reminding though that donning a mask will still be required when you hop on the aircraft, at least for now.
心得
澳大利亞機場可能不再要求旅客和員工在機場戴口罩這一點，可能國外疫情沒那麼嚴重，但上飛機仍舊需要戴口罩。
雖然臺灣目前政策是與病毒共存，但口罩還是必須戴好，至於未來機場會不會開放客機仍是很困難，因為確診人數五萬以上，導致說要不要開放出國都很難說。
資料來源
https://www.executivetraveller.com/news/australia-drops-airport-mask-mandate
06-20 16:05:
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鍾國暐06-20 16:06:
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06-20 16:06:
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鍾國暐06-20 16:07:
大綱
Less than a month after the attacks, President George Bush led an invasion of Afghanistan - supported by an international coalition to eradicate al-Qaeda and hunt down Bin Laden.
However, it was not until 2011 that US troops finally located and killed Bin Laden in Pakistan.
The attack remains one of the most traumatic events of the century, not only for Americans but also for the world.
These attacks and the global reaction to them have profoundly shaped the world we live in, so it remains important to see the images and remember just what happened on that dark day.
The destruction of the World Trade Center and nearby infrastructure seriously harmed the economy of New York City and created a global economic recession. Many countries strengthened their anti-terrorism legislation and expanded the powers of law enforcement and intelligence agencies to prevent terrorist attacks.
心得
This is the biggest suicide terrorist attacks we ever seen, the events caused countless injuries, many countries strengthened their anti-terrorism legislation and expanded the powers of law enforcement and intelligence agencies to prevent terrorist attacks.
we mourn the people we have lost, extend our sympathy to their families and loved ones, and express gratitude for those who sacrificed both at home and abroad to keep us safe. We owe it to them to recommit to the lessons learned through sweat and tears in the aftermath of 9/11.
06-20 16:07:
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06-20 16:08:
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06-20 16:09:
Travelers who intend on taking big post-pandemic trips this summer need to be prepared.
Industry forecasters are saying that the excessive airport wait time, flight cancellations and delays the world has seen in recent weeks will likely only get worse in the months ahead.
Experts are warning that the airline industry cannot possibly support the upsurge in travel demand this summer. Some have called it a “perfect storm” of events that have come together to create global air travel slowdowns that won’t be resolved any time soon.
The first signs appeared as travelers returned to the skies in earnest this spring, with a series of multi-day mass flight disruptions that affected all major U.S. carriers.
Those problems, which impacted thousands of flights, were attributed either to inclement weather conditions, technological issues or ongoing staffing challenges—with airlines and airport operators short on personnel from air traffic controllers and ground crews to pilots, flight attendants and gate agents.
And, with travelers now starting to set off on their first restriction-free summer vacations in two years, we’re seeing more air travel mayhem.
This past Memorial Day holiday period’s passenger numbers proved that travel demand is again meeting, if not exceeding, pre-pandemic levels, both at home and abroad. It also demonstrated that the global aviation industry remains ill-prepared to handle the throngs of travelers who are planning on taking trips over the coming warm-weather months.
More than 5,000 flights within, into or out of the United States were cancelled over Memorial Day weekend, the Daily Mail reported. And, it’s clear that airlines are anticipating similar trends will continue throughout the summer, as several major U.S. carriers have announced cuts to their summer schedules in an attempt to “minimize disruptions”.
06-20 16:10:
The Impact of the COVID-19 Pandemic on China's Airline Industry內容In 2020, the COVID-19 pandemic swept the whole world and exerted a significant impact on the global society and major industries. As of September 2021, the COVID-19 pandemic has affected over 200 countries in the world with more than 23 million confirmed cases accumulated, causing more than 470 million death (1). Airline industry is vulnerable to major external events such as energy crisis and major public health. This has had a huge impact on the global civil aviation industry. In 2020, at the beginning of the pandemic, China's airline industry experienced a cliff-like decline. The entire industry completed a passenger traffic of 417,778,200, a decrease of 36.7% compared with the year 2019 (2). The pandemic caused a decline in passenger flow, the number of flights, and the number of routes offered, which caused unprecedented shock to the whole industry. The Airline industry is very sensitive to public health emergencies. Since the beginning of the twenty first century, major global public health events have erupted from time to time, such as severe acute respiratory syndrome (SARS) in 2003 and the influenza A virus (H1N1) in 2009. The impact of public health emergencies on China's airline industry has been turned out to be greater than on the country's railway system and highway system. Facing the uncertain risks brought by the COVID-19 pandemic, it is necessary to use effective means to assess and resolve them, which will help the recovery and sustainable development of aviation industry and related industries. Due to the different outbreak timings of different pandemics, the economic impact of the COVID-19 pandemic on airlines may vary with time. At the beginning of 2020, COVID-19 spread in China. After a series of efforts by the Chinese government, the pandemic has been effectively controlled in mid-2020. The Chinese government has successively issued the exemption of civil aviation development funds paid by civil aviation companies (3), taxpayers are exempted from VAT on income derived from transportation of key protection materials for pandemic prevention and control (4). The longest carry-forward period for losses incurred by enterprises in difficult industries that are more affected by the pandemic in 2020 will be extended from 5 to 8 years (5). Airport management agencies are exempt from aeronautical business charges and ground service charges for the implementation of major transportation missions, and air traffic control units are exempt from approach command fees and route fees; reduce domestic, Hong Kong, Macao and Taiwan regions, and foreign airline airports and air services. In addition to time uncertainty, the impact of public health emergencies on the airline industry and its subsequent survival are also related to its business model (6). Existing airlines are mainly divided into two categories: full-service airlines and economy airlines. Economy airlines are also known as low-cost airlines (Low-Cost Carriers). Low-cost airlines generally use a single-type fleet. The model can save the proportion of the number of aircrews and mechanics required by airlines. On the one hand, it improves the efficiency of daily operation and maintenance of the aircraft, and on the other hand, it saves human resources. Secondly, compared with the full-service type of airlines, low-cost airlines generally have no frills, that is, they generally do not provide passengers with in-flight catering and entertainment services or only provide basic beverages or snacks, thus eliminating the need for in-flight food heating equipment to make the aircraft cabin layout the space that becomes simple and free can increase the number of seats, and most importantly, it saves the company food procurement and labor costs. Therefore, low-cost airlines generally rely on cost advantages to implement long-term low-cost strategies on various routes and formulate looser ticket usage conditions. Due to the significant reduction in operating costs, the fares of low-cost airlines are generally lower than that of full-service airlines. The second category of civil aviation is full-service airlines. Full-service airlines generally have more than one type of aircraft. According to different sales and travel plans, there are different aircraft fleets for adjustment, and full-service airlines generally to provide differentiated services, in addition to some basic services including a certain limited baggage allowance, it will provide passengers with on-board catering and entertainment services, which greatly improves the comfort and happiness of customers. Full-service airlines tend to adopt hub-and-spoke route networks, establish the status of airport hubs, and use density economies and scope economies to form barriers to entry for other carriers that provide homogeneous products, including take-off and landing times, use of airport facilities, etc. All aspects have advantages. Generally, a wide and balanced domestic and international route network has been formed during the operation of full-service airlines for many years, and a balanced and complementary route network has been formed. Compared with economical airlines, they have absolute route advantages.
大綱Airline industry is vulnerable to major external events such as energy crisis and major public health. This has had a huge impact on the global civil aviation industry. In 2020, at the beginning of the pandemic, China's airline industry experienced a cliff-like decline.
The pandemic caused a decline in passenger flow, the number of flights, and the number of routes offered, which caused unprecedented shock to the whole industry. The Airline industry is very sensitive to public health emergencies. Airport management agencies are exempt from aeronautical business charges and ground service charges for the implementation of major transportation missions, and air traffic control units are exempt from approach command fees and route fees; reduce domestic, Hong Kong, Macao and Taiwan regions, and foreign airline airports and air services.
Existing airlines are mainly divided into two categories: full-service airlines and economy airlines. Economy airlines are also known as low-cost airlines (Low-Cost Carriers) 心得疫情對中國航空業造成了很大的損失，中國對於航空業的處理方式有很多像是低成本航空公司，主要就是使用單一類型機隊來節省人力的資源，並且維持飛機日常的運營。這個方法簡單並且實施起來快速有效
疫情帶來的影響,考驗了許多國家如何妥善規劃航空業，需要考慮的因素有很多 例:1.如何做好防疫 2.經濟效益3.出入境人員管理……等
國家與航空公司應該要互相配合共同面對疫情，才能減少疫情帶來的負面情況出處https://www-frontiersin-org.translate.goog/articles/10.3389/fpubh.2022.865463/full?_x_tr_sl=auto&_x_tr_tl=zh-TW&_x_tr_hl=zh-TW&_x_tr_pto=op
06-20 16:11:
The key factors that affect the willingness of pilots employed by Taiwan's commercial airlines to share safety information with their coworkers and international colleagues were examined. Their preferred platforms for sharing that information were also solicited. The t-test, analysis of variance (ANOVA), and regression analysis were used to evaluate the data. Both legal protection and trust, but not cultural differences, strongly affected their willingness to share safety information. The preferred method for Taiwan's pilots is to use the platforms developed and operated by international safety organizations like Flight Safety Foundation International. Taiwan's pilots also prefer to use foreign government platforms and social networks (e.g., Facebook and Twitter) rather than the one developed by their own government. We suggest that the relevant government agencies in Taiwan provide pilots with legal protection to increase their willingness to share safety information, and that they work with Taiwan's commercial airlines by using methods like those used by the USA's Aviation Safety Information Analysis and Sharing initiative.
Sharing safety information has become important for the commercial aviation industry. The primary objective of sharing is to decrease the probability of accidents and incidents. Analyzing trends in aviation safety based on safety data acquisition has become a major Safety Management System (SMS) topic (FAA, 2011). In the USA, information sharing was initiated by the Aviation Safety Information Analysis and Sharing (ASIAS) (http://goo.gl/7Ue7Ne) Executive Board in 2010 (FAA, 2011). The US aviation industry and the Federal Aviation Administration (FAA) are committed to sharing safety information with the National Transportation Safety Board (NTSB) (FAA, 2012) to help prevent accidents. To promote flight safety, in 1999, the Aviation Safety Council (ASC: Taiwan’s aviation occurrence investigation authority), instituted the voluntary TAiwan Confidential Aviation safety REporting system (TACARE). This confidential, voluntary, and nonpunitive platform encourages all aviators to report actual and potential safety threats to aviation operations. Sharing valuable safety information will allow the industry to identify trends and to improve investigations of airline accidents and incidents, airline training, and operational and management programs.
Accidents are not just accidents: they are also risk-management failures (Dekker, 2007). When individuals make errors that might contribute to incidents or accidents, if they are willing to report and share their errors, then the safety of the entire system improves. Moreover, when aviators are willing to identify and report their own unsafe behaviors and those of others, safety risks can be better managed. The spirit of sharing is to learn from everyone’s mistakes and to improve the knowledge of everyone in the system. The purpose of this research is to provide Taiwan’s aviation industry with valuable information about the current safety information sharing and how to improve safety risk control and accident prevention.
The notion that sharing safety information is encouraged by the aviation industry, however, is questionable in Taiwan (Liao, 2015). Whether it is encouraged and occurring in Taiwan’s aviation industry is still largely unknown. Are there unique factors that affect the willingness of Taiwan’s aviation industry employees to share safety information with colleagues, safety organizations, government, and others in the industry? We investigated the attitudes of Taiwan’s aviation crew members, especially those in flight operations. We also investigated the safety information sharing methods preferred by Taiwan’s pilots.
The objectives of this research were to identify the key factors that affect the willingness of Taiwan’s civil aviation community members to share safety information, to compare differences between task and position, and then to recommend solutions for sharing safety information.
2.1.Trust
The advantage of sharing information has been discussed in many fields (Anderson and Narus, 1900; Bandon, 2001; Dekker, 2007; Frankel et al., 2006; Holland, 1995). To derive the advantages of sharing, it is important to understand the factors that affect information-sharing behaviors in a particular area. People who share information expect those with whom they share to trust them (Rotter, 1980). Foos et al. (2006) pointed out that sharing and using knowledge is facilitated by ties based on interpersonal trust between project team members. Teece (1998) also said that people tend to acknowledge sharing within a team or familiar group because their
self-interested outcomes match those that are best for their partners or for the relationship (Simpson, 2007). Kelley et al. (2003) also reported that trust can be assessed in interpersonal situations, and that sharing information with others is one of the common behaviors of interpersonal communication.
The social media platforms used for sharing might also affect whether someone is willing to share information. Pennington et al. (2003) defined system trust as a belief that proper impersonal structures enable one party to feel that transactions with other parties will be or have been successful. System trust can be described in two ways: (1) structural assurances which include safeguards, such as regulations, laws, guarantees, and contracts that make one party to the transaction trust (feel safe dealing with) the other party and (2) situational normality which makes the situation appear normal and reduces transaction uncertainty.
In addition, trust between pilots and airline managers is a key factor for sharing safety information. Pilots might trust the system, but they do not trust the managers of that system (Liao, 2015). They might doubt that the manager follows the spirit of Just Culture. Is it really “blame-free”? They are worried that the negative consequences of reporting something always comes not immediately but later, when one no longer expects them.
2.2.Legal protection
Crurrie and Kerrin (2003) found that when employees feel their jobs are not protected by their employer, they will reluctant to share their experience and knowledge. Legal protection is even more important in the aviation industry than in others. It has been argued (Pasztor, 2012) that legal actions threaten those who voluntarily report hazards, and thus prevents airlines from benefiting from confidential safety information. The purpose of an accident investigation is to determine the true sequence of events, the causes of the accident, and how to improve safety, not to prosecute pilots. It is understandable that some pilots are unwilling to tell the truth unless they are certain that they are protected by the law.
However, pilots found at fault for causing accidents because of reckless or egregious behavior, including using drugs and alcohol, are not exempt from criminal charges. The accident investigator’s job is to determine what happened, and the prosecutor’s is to determine and assign responsibility, said Kenneth Quinn, vice-chairman of the task force created by the International Civil Aviation Organization (ICAO) (Pasztor, 2012). Therefore, where to draw the line is a challenge for the legal system in many countries.
2.3.Cultural differences
Information-sharing cultures vary across the globe as well as between organizations and professions. Hoivik (2007) reported that Western management systems and tools do not necessarily function equally well in Chinese cultures because Asian societies, and especially Chinese societies, have different values, such as “face” (Fan, 2002a,b) and “guanxi” (Hoivik, 2007; Provis, 2004; Tam, 2002; Wong, 1999). Unlike North Americans and many Europeans, many Asians are, therefore, “unwilling to express feelings and opinions”, more often value “harmony among people” rather than openness and honesty, and more willingly accept the unequal distribution of power in personal relations because of the “high power distance” (Jin, 2009). Gao et al. (2010) reported that “some constraints operating in a Chinese social context may also spill over into economic activity and impact on [affect] intercultural business behavior.”
Chow et al. (2000) found that national cultural differences (e.g., Asian collectivism vs. Western individualism) cause significant differences between the knowledge-sharing behaviors of Westerners and Asians. Asians are somehow more willing to share information than are Westerners when they have a strong sense of recognition and loyalty to their organization. Hutchings and Michailova (2004), discussing the effect of group membership on knowledge sharing, said: “in China, one’s membership of [ingroups] affects all daily activities” and “is the source of identity, protection, and loyalty”. Ashwin (1996) suggests that Russian workers strongly identify themselves with at least three levels of ingroups: the whole enterprise, the collective of common workers, and their specific work group. The implication of the ingroup versus outgroup distinction is that collectivists are more likely to share what they know with their ingroup members, and thus attempt to serve the interest of the group instead of pursuing mere self-interest. Individualists, who do not have such strong affiliations with ingroups, might not be willing to share even within their immediate work groups. At the same time, because strong ingroup orientation is often accompanied by negative feelings towards outgroups (Ashwin, 1996), knowledge sharing on the organizational or interorganizational level could be significantly inhibited by this group orientation (Hutchings and Michailova, 2004).
Whether the Chinese social context affects the willingness of pilots and other employees to share aviation safety information, especially on safety management (Thataldsen and Haukelid, 2009), is a relevant point of this study.
2.4.Correlations between factors
Sharing information might increase both cooperative and competitive relationships (Cheng et al., 2008); however, it might also hinder the willingness to share safety information in the aviation and medical industries, especially when there are few or no regulations to protect information sharers from having their sharing used against
them. This might be another reason for not sharing safety information: without sufficient trust between pilots and their employers and coworkers, pilots might be unwilling to reveal helpful information to others. Moreover, any inside factor, like cultural differences, might also affect their willingness to share.
Furthermore, trust is important for generating and maintaining organizational cultures characterized by fairness and a willingness to report safety information. However, the cultural values of nations and organizations also partly determine people’s willingness to report safety information. Without an open commitment from their organization, people might be afraid to become “whistleblowers” because employers frequently retaliate against such employees, or they might be considered “bad apples” by their peers (Reason and Hobbs, 2003).
Platforms for sharing safety information
The preferred platforms for sharing safety information can be stratified by levels in the civil aviation industry. The first level is discipline, e.g., flight operations and maintenance; the second is corporate management; the third is government; and the fourth is a mutual correlation between those sectors. For example, self-reporting or sharing safety information is from the discipline level when individuals find their own or others’ actual or potential threats. When they are willing to report to the company or to the government, it is the corporate management or government level. When an individual reports only to the company and the company is willing to report to government to share the information with other companies, the government will notify other airlines for preventions, this is fourth-level mutual correlation. Airlines
also share safety information with their employees. However, what kind of safety information-sharing platform should be established for better mutual trust at all levels, and what are the preferred platforms of Taiwanese pilots?
There are various platforms for sharing safety information and checking safety-related data and regulations in the commercial aviation industry. One is operated by the government: the Taiwan Aviation Safety Council (ASC) (http://www.asc.gov.tw/ ) with its TAiwan Confidential Aviation safety REporting system (TACARE) (http://www.tacare.org.tw/). The other is operated by nonprofit organizations, e.g., the Flight Safety Foundation of Taiwan (http://www.flightsafety. org.tw/), or global websites like the Aviation Safety Network (http://aviation-safety. net/index.php) and the Aviation Safety Reporting System (ASRS) (http://asrs.arc.nasa.gov/). There are also platforms provided by the airlines themselves.
The Aviation Safety Network and European Aviation Safety Agency (EASA) provides online platforms for pilots and others who are interested in sharing aviation safety information. Internationally, pilots seem to be happier sharing safety information using online communities like Facebook, Twitter, and Linked-In, whichever social media platform they prefer, because they feel more comfortable discussing this kind of information with friends, sympathetic colleagues, and likeminded counterparts.
Methods
To determine the willingness of Taiwan’s pilots to share safety information, we first did a thorough literature review to design an appropriate questionnaire. We then asked two aviation experts to review the questionnaire. Finally, we asked three on-line pilots to pretest the questionnaire for validity, which led us to modify some items before beginning our investigation. The questionnaire was written in Chinese and contained three types of questions: (1) pilots’ perceptions on sharing safety information (17 items scored using a Likert scale from 1 [= extremely disagree] to 5 [= extremely agree]), (2) their preferred sharing platform, and (3) their demographic data.
The final questionnaire was distributed to pilots who work for Taiwan’s most dominant international commercial aviation company. The questionnaire was placed on the front desk of crews’ library, and whoever was willing to fill it out and return it could do so anonymously. The data were analyzed using t-tests, one-way analysis of variance (ANOVA) for the respondents’ backgrounds, and Scheffé post hoc analysis when there were significant differences. Finally, a regression analysis was used to determine how these three factors affect the willingness of pilots to share safety information
大綱
Sharing safety information has become important to commercial airlines prim arily to reduce the chance of accidents and incidents. But I feel that this concept is not shared by many people in Taiwan, so this article is mainly about this part of the research
After the study came out, it was mainly found that there are four points that will cause such a situation. The first point is that the government does not trust the information of the pilots enough, the second point is that the law cannot protect the pilots, and the third point is the cultural difference, east and west. Cultural differences make Western management tools unsuitable for Eastern societies
The security information sharing platform is divided into four levels. The first layer is flight operation and maintenance management, the second layer is airline management, the third layer is government management, and the fourth layer is the integrated management of the above three levels
So after this study, it can be seen that the main reason why Taiwanese pilots are reluctant to share safety information is because the government does not have enough trust and legal protection.
心得
當我看完這一篇文章以後就發現大部分台灣的民航機師都是願意分享安全信息的，可是這些安全信息可能會造成法律上的保護漏洞或是政府不信任我們的機師，所以大部分不會選擇我們的政府架設的網絡平臺或社交網站，而會轉去選擇一些外國的平臺這樣就不會有這類的疑慮了。所以如果政府希望我們的民航機師可以分享出大量的安全信息最好的選擇就是修改法律增加保護程度以及政府增加對民航級師的信任是最好的答案。
06-20 19:12:
Regarding the future development of the aviation industry, there have been great changes since the outbreak of the epidemic.
It was really unprepared. Although the epidemic is still increasing, it is gradually slowing down.
I believe it won't take long for the aviation industry to recover.
06-20 19:14:
文章
The aviation industry has been severely impact by the Covid-19 pandemic, with airlines experiencing overwhelming disruption and a shocking downturn. In 2021, the industry dealt with the fallout of Covid-19 through the implementation of a number of changes.
A sharp decline in passengers choosing air travel led to a revaluation of safety measures and reassurance for passengers. Due to the implementation of these measures, the aviation industry was has seen a gradual recovery as well as the return of passenger confidence. Overall, further progress is expected in 2022 with the introduction of new technologies to allow for these adjustments.
We hear from industry experts about expectations for passenger behaviour, cleaning regimes, health and safety trends, new technologies, and sustainability trends for airlines in 2022.
Bhanu Choudhrie, founder of Alpha Aviation Group
According to the latest IATA numbers, global airlines have projected a considerable reduction in industry losses in 2022. The numbers expect international travel to rise steadily and reach almost half of 2019 levels.
The pandemic has put a sharp focus on health and safety, and in turn on cleaning regimes across several facets of the aviation sector. Widespread adoption of hygiene enhancement and germ-killing solutions due to the virus will be here to stay.
UV technology for cleaning everything from security trays at airports to cabin surfaces has seen deployment across the globe. I would expect to see more stringent cleaning protocols deployed to sanitise high-use touchpoints, and technologies like aircraft fogging, increased utilisation of High Efficiency Particulate Air Filters, and the continued use of PPE by air crews to continue in 2022.
In a post-pandemic world, digitisation of health records (vaccine passports) and its seamless incorporation in the travel process will be a key factor driving trends in this area. Digitisation of health records and procedures will go a long way in restoring consumer confidence and making key aspects of air travel safer and quicker, with the latter remaining a key factor to the recovery of the aviation and global travel sector.
I would expect the aviation sector to focus on growing automation, increasing digitisation, and the adoption of an agile operating model as key focus areas for 2022. Airlines, airports, and the sector will need to enhance operational efficiency, strategically add resources that boost operational efficiency, and be prepared to adapt to fluctuating demand and passenger numbers.
I believe sustainability will play a crucial role in the development of new technologies, especially in airports. Several airports around the world have begun implementing sustainable measures whether in their construction, using green spaces and increased utilisation of natural light, developing holistic recycling initiatives, energy saving measures, and sustainable printing practices.
Apart from ongoing research in long-lead solutions such as electricity and hydrogen, several airlines have put significant resources focussed on developing sustainable solutions for air travel. I am confident that 2022 will present us with more exciting developments in sustainable fuel technology, the use of climate-friendly materials in aircraft development, and sustainable flying practices.
Sébastien Fabre, CEO of SITA for aircraft
Automation and digitisation are crucial to give passengers the confidence and control back to travel efficiently and reduce processing times to acceptable levels. Biometric technology offers an essential solution to address this issue with airports around the world investing in future-proofing operations.
In addition to automated passenger processing, we need to standardise and digitalise health verification to ensure easier, safer, and more seamless travel in the face of ongoing health concerns.
Blockchain holds immense potential for the air transport industry because of its unique ability to share information instantly, securely, and privately between the dozens of stakeholders across airports, governments, airlines, and original equipment manufacturers (OEMs).
The air transport industry spends $50bn a year on aircraft spare parts. Yet, tracking and tracing of these spare parts as they move between airlines, lessors, and OEMs remains largely manual. There is no one single view of how to track hundreds of millions of records of transactions between these entities, exacerbating risk and cost. And if there is any inconsistency between stakeholder systems, the risk of data overlap increases – as does cost.
Airlines face some of the most complex issues related to maintenance, repair, and operations, from a lack of digital records to supply chain difficulties, system inconsistencies, and burdensome costs. Blockchain will be vital to solving these challenges.
For pilots, SITA has developed a proven blockchain-based solution enabling the verification of an electronic personnel license without network connectivity. Allowing offline verification in an efficient and privacy-preserving way, SITA’s contribution supports the International Civil Aviation Organization’s adoption of an industry-wide digital standard for the use of EPLs on international flights.
On the passenger side, blockchain could solve many of the efficiency challenges the industry faces today. In 2021 SITA, together with Indicio.tech and the Aruba Health Department, trialled the Aruba Health App, a pilot that makes it easy for visitors to share a trusted traveller credential – based on their health status – privately and securely on their mobile device.
Technology can also provide pilots and dispatchers with real-time access to accurate multi-source weather reports. Today’s solutions can help pilots optimise their flight profiles to maximise fuel efficiency, reduce carbon emissions and improve situational awareness for safer, more comfortable flights.
Regional and domestic airports must prepare for a post-pandemic boom. With domestic air travel in bigger markets such as the United States, India, and China, the first to recover from the Covid-19 pandemic, regional airports are set to play an outsized role in the coming years.
While the operational challenges for international hubs are similar, we’ll likely see regional airports experiencing capacity constraints sooner as domestic travel resumes at an accelerated pace. On top of that come greater airline expectations, route volatility, space constraints, staff multi-tasking, and a myriad more.
Ready-to-go cloud-based airport management capabilities to help optimise resources while supporting collaborative processes and decision-making will be essential for these airports to thread the needle between passenger satisfaction, capacity, and profitability.
大綱
The aviation industry has been severely impact by the Covid-19 pandemic, with airlines experiencing overwhelming disruption and a shocking downturn. In 2021, the industry dealt with the fallout of Covid-19 through the implementation of a number of changes.
A sharp decline in passengers choosing air travel led to a revaluation of safety measures and reassurance for passengers. Due to the implementation of these measures, the aviation industry was has seen a gradual recovery as well as the return of passenger confidence. Overall, further progress is expected in 2022 with the introduction of new technologies to allow for these adjustments.
UV technology for cleaning everything from security trays at airports to cabin surfaces has seen deployment across the globe. I would expect to see more stringent cleaning protocols deployed to sanitise high-use touchpoints, and technologies like aircraft fogging, increased utilisation of High Efficiency Particulate Air Filters, and the continued use of PPE by air crews to continue in 2022.
In a post-pandemic world, digitisation of health records (vaccine passports) and its seamless incorporation in the travel process will be a key factor driving trends in this area. Digitisation of health records and procedures will go a long way in restoring consumer confidence and making key aspects of air travel safer and quicker, with the latter remaining a key factor to the recovery of the aviation and global travel sector.
Several airports around the world have begun implementing sustainable measures whether in their construction, using green spaces and increased utilisation of natural light, developing holistic recycling initiatives, energy saving measures, and sustainable printing practices.
With domestic air travel in bigger markets such as the United States, India, and China, the first to recover from the Covid-19 pandemic, regional airports are set to play an outsized role in the coming years.
心得
Regarding the future development of the aviation industry, there have been great changes since the outbreak of the epidemic.
It was really unprepared. Although the epidemic is still increasing, it is gradually slowing down.
I believe it won't take long for the aviation industry to recover.
06-23 00:35:
10924C072 王品心
The world after the epidemic: fewer flights and more expensive flights, and low-cost flights can't last?
After the COVID-19 epidemic, it may be necessary to report 4 hours early to take a plane to the airport, because the new pre-boarding health check and the original airport security check have greatly lengthen the time required to board the plane. Aviation industry experts said that after the COVID-19 blockade is lifted, we will face a "very sad" flight experience.Before the outbreak of the COVID-19 epidemic, the usual airport service and air travel experience we were not likely to return to normal within 5 years.So, what will happen to us when we travel by air in the short term when the COVID-19 embargo is lifted?
1. Airport health check and 4-hour boarding time
It is widely expected by the aviation industry that after the epidemic prevention and blockade measures are gradually lifted, in order to prevent the second outbreak of the epidemic, passengers will be required to undergo "ome form of health examination" before boarding the plane and before arriving at the destination.
2. Maintain a safe spacing distance
In addition, passengers who go through formalities at the airport must also maintain a safe distance, which further lengthens the time required for every check-in, passport inspection, airport security check, and boarding.
3. Ticket prices are soaringBecause airlines need to reduce the number of passengers on each plane, while avoiding loss, it can be expected that the ticket price will soar, and cheap airlines may not be so cheap.
4. Reduced routes and flights
Some airlines may be difficult to operate, even if they barely continue to operate, those routes that are difficult to profit, and those with few passengers will be forced to ground, and the number of flights that continue to be maintained will also be reduced.
5. Wear a mask on a plane
In addition, you may have to wear a mask to take a plane in the future.Wizz Air, a European cheap airline, said that it would require passengers to wear masks before boarding the plane. The airline is the first commercial airline to resume travel to and from the United Kingdom. (天下雜誌)outline
This article is about the fact that after the outbreak of the epidemic, it is more time to report to the airport to take a flight than before, because the need for a health check before boarding and the security check at the airport greatly lengthen the boarding time. There are also airlines who want to reduce the number of passengers on the flight and avoid losing money at the same time, so the air tickets will increase accordingly. Then there are fewer and fewer passengers now, and some routes will be forced to be grounded, and the routes that were originally continued will be reduced.
Experience
Since the outbreak of the epidemic, many things have changed in airlines, whether it is fares, routes, flight and airline choices, and the overall flying experience. And now that the epidemic is so terrible, few people go abroad to play, and they may go abroad to work more. Moreover, when you arrive at the airport, you have to do some health checks, and go through a series of check-in procedures, waiting and queuing. So now you must arrive at the airport early or you will miss your flight time, and it requires more procedures than before. I think it's better to stay at home obediently now, and go out to play when the epidemic is really over!
06-23 00:41:
The COVID-19 pandemic has had a profound impact on all industries. The aviation industry is undoubtedly one of the hardest hit regions. National lockdowns, businesses suspending travel, canceled meetings and travelers forgoing vacations have had the most immediate impact on the aviation industry. In some countries and regions, 97% of aviation activities ceased entirely during the COVID-19 pandemic.
Air travel across the industry, as measured by revenue passenger miles, fell 70.6% in October 2020 compared to a year earlier, according to the International Air Transport Association. Despite this, it was an improvement from the 90% drop in the same period in April.
Faced with these challenges, many airlines began to rein in costs and reallocate resources, and then adopted an operating model to stabilize their business. Now, as the COVID-19 vaccination campaign unfolds around the world, there are signs of hope for the future. As airlines navigate the pandemic, there will still be risks, but there will also be new opportunities that the industry must seize. Aviation is not just an industry. It’s part of the fabric and the network that ties the world together,” said Michael Burke, CEO of Aon Human Capital Solutions. “It’s the engine of job creation. It is an engine of social cohesion and innovation. "
The aviation industry's connections to many other aspects of the economy make it a global leader, and lessons learned can help leaders in other sectors make better decisions for their companies. Even before the Covid-19 pandemic, the aviation industry was not without risks. To take full advantage of the opportunities that will exist post-virus, every opportunity must be successfully addressed. In Aon's 2019 Global Risk Management Survey, the aviation industry identified five significant future risks as follows:
⚫ Failure to attract or retain top talent ⚫ Business disruption
⚫ Cyber attacks and data breaches
⚫ Increased competition
⚫ Workforce aging and related health problems
Find top talent
Like many industries, many airline companies' initial responses to the pandemic included furloughs, layoffs and
Freeze employees to save cash. This means airlines' talent problems will persist post-pandemic
In: A global pilot shortage and difficulty finding and retaining skilled IT and engineering staff.
"The industry will need around 645,000 pilots over the next two decades," said Suzanne Courtney, director of strategic growth for Aon Assessment Solutions EMEA. The choice to practice this practice is still being made during school hours, so establishing a pipeline of dialogue with practitioners in this industry is critical.” According to the U.S. Bureau of Labor Statistics, 94 percent of airplane pilots in the United States are white, while more than 92 percent are male. The industry is looking to ensure that its channels for establishing dialogue are more diverse. These early career conversations will be a key part of raising awareness. "Diversifying the pipeline will also mean getting more creative in overcoming traditional barriers to pilot training thresholds, such as high pilot training costs and the industry's mobile lifestyle," Courtney said.
The aviation industry also needs to attract workers with engineering and technical training. As a result, airlines will need to increase participation in science, technology, engineering and mathematics (STEM) in the classroom.
For the industry's current IT, engineering and other skilled workers, the pandemic has produced a different perspective: it's forced employers to think differently about remote work and employee engagement. Airlines are using this experience to give employees the flexibility to help them achieve a better work-life balance, and as a result, are increasingly attractive to IT and engineering talent.
Ryanair deputy director of human resources Mark Duffy said: “When we recruit tech talent, we’re not saying we’re an airline, we’re pitching ourselves at a tech company with 455 aircraft.
already. "We're taking our technology very seriously now. Reinventing aviation power
Like many other industries, an aging workforce and a wave of retirement age have brought the aviation industry
workforce and health challenges.
"As employees age, it's an inevitable trend for airlines to rely on older pilots to guide younger pilots to join the ranks," Courtney said. As the world becomes more data-driven, businesses will expand
digital talent. Bringing in new employees is certainly one way to embrace this skill, but Burke says Aon's human capital research shows that age isn't the only factor that determines future behavior and abilities, there are equally many opportunities to train years. long-term employees and offer the possibility of taking on new positions.
"Airlines will be able to retrain a group of loyal and dedicated employees with new skills," Burke said.
and talent deployment, and thus benefit, especially in today’s world where career paths are non-linear. "
"In the long run, companies will benefit from a more diverse workforce that sees multi-generational teams
Work together in a collaborative environment. Brighter skies for aviation
The combination of new talent and new technologies will finally allow the aviation industry to emerge from the COVID-19 pandemic
opportunity to grow. Changing sociocultural behaviours, political pressures, regulatory norms and business growth
Ambition drives the rapid development of technology. Emerging technologies such as electric motors or vertical take-off and landing will drive heavy
Newly designed hardware infrastructure and retraining programs to provide new necessary skills.
"In a rapidly changing world, aviation will continue to play a key role in global trade and travel, now and in the future," Burke said. "With a strong risk management and talent strategy, airline companies can look to the future with confidence. Seek opportunities.
大綱
這篇文章大概就是說全世界因為這個疫情讓大家沒辦法出國旅遊對任何產業都有很嚴重的影響，然後航空業是被疫情影響最嚴重的一個產業，新冠肺炎流行期間 97%的航空活動完全停止。根據國際航空運輸協會的統計，2020 年 10 月，以收入旅客里程數衡量，整個行業的航空旅行與去年同期相 比下降了 70.6%。雖然這樣但是它比 4 月份的同期下降 90%有所改善。 現在有疫苗出來幾乎全球的人都有打疫苗，有一點重新出發的機會，雖然會有風險但也會有新的機會。 航空業與經濟的許多其他方面的聯繫使其成為全球的領頭羊，經驗教訓可以幫助其他部門的領導人為自己的公司做出更好的決策。在新冠病毒流行之前，航空業也並非沒有風險。 要充分利用病毒流行後將存在的機會，就必須成功解決每個機會。 2019 年全球風險管理調查中，航空業確定了五種重大的未來風險， 1.未能吸引或留住頂尖人才。
2.業務中斷。3.網絡攻擊和數據洩露。
4.競爭加劇
5.勞動力老化和相關的健康問題。
許多其他產業一樣，員工隊伍的老齡化和屆齡退休的浪潮，給航空業帶來了勞動力和健康方面的挑戰，隨著員工年齡的增長，航空公司依靠年長的機師指導年輕的飛 行員加入這一行列是必然的趨勢。新人才和新技術的結合最終將使航空業擺脫新冠肺炎的流行，並利用可驅動未來成長的機會。不斷變化的社會文化行為、政治壓力、監管準則和商務成長的野心都推動了科技的飛速發展。新興技術如電動發動機或垂直起降，將推動重新設計硬體基礎設施並重新培訓計劃，以提供新的必要技能。
心得
在這個全世界被疫情的影響下很多人的步調生活出去玩走走出差的機會都停止了這個疫情也帶給我們很多不方便的地方，但遇到困難該面對還是要面對有時候有可能危機是轉機遇到這波疫情攪局是不是該換換其他方法經營撐下去，換個角度想其實也沒有這麼糟大部分的人都有打疫苗了，也有很多國家都慢慢陸陸續續開放可以旅遊了我想這波疫情也快要變成流行感冒化了，變回之前的生活步調其實也不算太久我相信也快要了，雖然中華民國還是處於在一個危險的狀態，但還好我們人民滿有危機意識不會像國外一樣不戴口罩不乖乖配合防疫措施這點做得蠻好的，我相信乖乖的做好勤洗手消毒戴好口罩沒事不要到處跑這樣被傳染的機率就會慢慢下降。其實滿多產業都受到影像尤其是觀光旅遊業重創滿大的但危機就是轉機大家也懂得改變經營模式有一種舊換新的感覺！希望我們可以趕快回到像之前一樣的生活方式。
