The Differences Between HAL TEJAS and JF-17 Thunder

Hello and welcome pretty much from Pakistan and India Also, this is part of our military playlist. I'm gonna put them in the cards in this blog also TSo to continue learning about many different amazing aircrafts and everything from militaries from around the world We look at two really unique fighters one Chinese and Pakistan and the other one originating from the country of India and with that we look at the differences between the Jf-17 and the hal tejas and find out if there is a big difference which one is better and perhaps which one is worse Let's go to everybody. 

What's up Dave Walpole here. Welcome back to FTD facts if you are a Reoccuring sort of subscriber if you're new here. Well, welcome to beauty facts for the first time. So today Yes, we are looking at fighters. Now. I love learning about different types of military aircraft from around the world It's just really cool to learn, you know, different specs and kind of what other countries have to offer But the thing is these two fighters for the people from these countries They might be very proud of them because yeah, they original they'll be in the description box below and at the end of the blog if you want to learn more just about militaries Trust me guys. 

We've done a lot of stuff on militaries It's really cool to kind of like put your mind out there. You know what I mean? So now let's take a look at these single-engine single-seat multi-role combat aircrafts both of them are classified as modern fighters as for which Generation they are it's really hard to say because there's nothing really down on paper however for the of-17 Although it is an older fighter many people consider that to be a four-plus generation fighter And as for the Hal Tejas because it's very recent. I could see it as a fifth However, keep in mind just because it's higher up in the numbers. That doesn't make it a better aircraft. That's not true So the of-17 has a really interesting history now its first flight was in August of 2003 however, it wasn't introduced for military function until March 12th of 2007 basically you had this fighter being made by two different companies one from Pakistan and one from China However, there are many different reasons why the two joined together to work on this fighter? First of all, there's a bit of an operational history I mean Pakistan has used Chinese fighters before but however at that time one of the biggest things was that these two-country wanted to produce a fighter that was comparable to the western fighters But was much cheaper to develop in 1989 China was working with a US company to develop what was known as the super 7 which was basically an Upgraded version of the Chengdu f7 Pakistan was also part of this program, which was known as project Sabre, however, unfortunately, The US company had to pull out due to the fact that there were heavy sanctions on Pakistan and there were heavy sanctions on China as well and what I mean by the fact that this fighter has a really interesting history Is these sanctions were put in place because of the famous Tiananmen Square incident? This is where you get this famous photo of the man standing in front of the Chinese Tanks that were brought in to break up the protest Obviously the United States didn't like that at the time so they said not we're not doing this anymore However by 1999 China and Pakistan had joined and signed a contract and that is when work really began Now in today's world, there is really not an actual number of how many of these are flying around They do say that there's over a hundred plus. 

I think it's somewhere around 120 somewhere around there and when it comes to producing this aircraft China has been making them since 2007 and Pakistan has been producing them since 2008 however, as for China interesting fact They do not fly this aircraft They make them and ship him to other countries around the world, as a matter of fact, the first full squadron of Jf-17 s was the number 26 black spiders which became fully formed on February 18th, 2010 with a strength of 14 fighters And by the way, the black spiders is a Pakistan flight squadron and speaking of Pakistan It's said that they operate about 99 of these aircraft currently in the combined history, though Pakistan has a hundred and one of these aircraft. However, a couple of them were lost due to accidents in 2011 There was an accident where the pilot did not survive and in 2016 one crashed in the Arabian Sea and the pilot ejected safely besides that the other countries that operate these aircraft are Nigeria in which they have three of them and the country of my Yanmar which is purchased 16 other countries like Azerbaijani has a deal in the works but other countries like Algeria Argentina Egypt Qatar I ran and many others have an interest in this fighter now jumping over Let's look at the HAL Tejas its first flight was in 2001. However, it wasn't introduced until 2015 but the history of this aircraft, it goes all the way back to 1983 at least it was at this time that India realized that they would need to replace their aging MIG 21s and by 1984 designs decided to go-ahead to build a new fighter for the country Interesting fact when it comes to this fight a lot of people identify it as the Hal Tejas but you could theoretically say it's the ad a Tejas and I'll explain why the reason for this as many people identify this fighter to be developed by the Hindu aeronautics limited and although that might be true most of the Responsibilities was actually under a company known as a DEA which is simply a consortium Company of over a hundred different companies known as the aeronautical Development Agency But to skip all that it was in 1993 that the first phase of this fighter began with a proof of concept and design Development testing similar to the of-17. 

There was also u.s Involvement such as Lockheed Martin was heavily involved in the development of this fighter, However, in 1998 they ended up pulling out simply due to the fact that India Well, did second nuclear tests and the United States really didn't like that, however, with all of that by 2001 they had several prototypes with a developmental cost of approximately seven thousand nine hundred and fifty-six decimal five-six crore testing for this aircraft would go on until 2015 when the IAF ordered 120 of these aircraft and today they are considered the new bad boys of the air and the first full squadron of these for the IAF was the number 45 squadron known as the Flying Daggers and they were formed on July 1st, 2016 now as for operators well pretty much You've only got one Country that's operating this aircraft partially due to the fact that it is brand Spanking new and that is the country of India. And even though they are very careful with this new fighter They have recently stated that they would allow friendly and neighboring countries to purchase this aircraft For example in January of 2019 Malaysia even had an interest in this fighter as for the current number of these Well, it's been said that India has 120 of them on order currently as of 2019 including prototypes There is only 28 of them made and keep in mind when it comes to the 120 I'm not a hundred percent on that because there are some mixed reports in 2016. They said that India also ordered 83 of them So I think it's 120. But again, there's some Miscommunication in media. They're moving right along. Let's take a look at some of the variants of these fighters So besides its prototypes the of-17 has three variants there is the of-17 block one And of course, block two which has improved avionics enhanced load-carrying Electronic warfare abilities and much more. Unfortunately, the original one did not have an air refueling capacity So they blocked two now has corrected that there's also block three which is the most recent which they added a helmet-mounted Display in sight multi-panel and function display upgrades to the radar and infrared and this all came in 2017 on top of that. 

There's also the jf 17 B, which is basically your two-seater version It has enhanced surveillance abilities and is somewhat used for training as for the Heritage as when it comes to its variants There's really only one type of them that is currently in use by militaries however There are other variants that have been built or are at least in future plans besides the MK 1 the MK or mark 1a Has increased radar which is the AES a radar which is developed with Israel It is also a thousand kilograms less and has more maintenance-friendly similar to the jf-17 The first original version did not have the capability to refuel in the air, However, the mark 1a fixes that there's also plans for the mark 1 Navy This one's to address major naval concerns And the biggest one is that is way too heavy For the carriers that they have and it should be able to take off on a small runway They also have plans for a mark 2. 

However, this won't be completed until 2022 it is aimed to have a more powerful engine which will help with increase load and as well There is radar infrared upgrades and onboard oxygen system upgrades as well So now let's take a look at how these stack up in other particular stats So looking at length, you got the jf-17, which is approximately fourteen point nine three meters You've also got the Hal to jazz, which is thirteen point two zero meters for its wingspan The jf-17 is a lot bigger with nine point four eight meters where the two jaws is eight point two zero Meters and for height the jf-17 comes in a little bit bigger at four point seven two meters where the tediz is Four point four zero meters basically the outage s is just a little bit smaller which could be helpful for dog fights or anything like that as for the max takeoff weight the Jf-17 has twenty nine thousand seven hundred and fifty pounds Whereas the hal tejas can have a total of twenty-nine thousand one hundred pounds speed However, the jf-17 can go to mach 1.6 and the two jaws can go to mach 1.8 the service sealing however The jf-17 can go much higher at fifty five thousand five hundred feet. Where the Tisha's Has a ceiling height of fifty two thousand five hundred feet now as for operational range This is including with drop tanks the jf-17 can go Approximately one thousand three hundred fifty two kilometers where the two jaws can go one thousand seven hundred and fifty kilometers For weapons though when it comes to these two fighters, ironically enough They both use the same guns because the jf-17 in the house has used a one x 23 millimeter twin-barrel cannon, which is known as the GS h twenty-three hardpoints though This is also where they defer Basically your jf-17 can carry seven x four underwing to under tip and one under the fuel Solange meaning that they can carry up to seven different types of weapons for example They can use air-to-air air-to-surface an anti-ship As well an array of different types of bombs from unguided to guided in total it can also hold three drop tanks and many counter Measures the Hal Tejas however has eight times hardpoints Six on the wing one on the fuselage and one beneath the portside intake trunk

There are Nimmons include air two air to surface and air to ship missiles and as for bombs they can have laser-guided or unguided bombs and they can also carry drop tanks and last but not least the one thing that we Got a look at is the cost of these two fighters for the of-17 for its bloc one original version It comes in at 25 million USD. However for its block 3, although it's not official and it is apparently planned It is said to cost 32 million USD cultish as its original version is very similar it sits at 23 million USD, and for the mk1 a for all of its upgrades It's said to jump way up to 64 million USD. So there you go guys That's me looking at the differences between these two fighters interesting enough. They are the more modern fighters from these two countries What are your thoughts on them? Which fighter do you think is better to be perfectly honest? I mean, I always say it's always down to the pilot because simply you see old fighters just totally obliterating new ones It's just kind of What happens but I want to know your thoughts and with that before you guys get out of here Don't forget to check out the military playlist if you like learning about different military topics and last but not least. I'm Dave, Walpole Thank you guys for tuning in and I'll see you guys in the next one.

How to become airline pilot with EASA licence

Hello and Welcome Senior Flight Training Consultant at Flying Academy. Today I'm going to tell you how students of Flying Academy becoming airline pilots in Europe. So quick answers you need to obtain an EASA ATPL Frozen license. Let's take a look at what it consists of. It all starts with the Private Pilot License -the first step in the aviation career. The holder of a PPL license can act as a pilot in command or co-pilot on airplanes in non-commercial operations. To obtain a PPL license you will go through theoretical and practical exams. Once that's set, we move to the major theoretical part which is ATPL theory - the highest level of aircraft pilot certification. During ATPL theory you will need to pass 14 exams for different subjects which are covered in a more detailed way comparing within the PPL course. Meanwhile, you will need to finish your Nights Rating. This qualification allows students to fly during night time in visual meteorological conditions. From this point, you will be able to start your time building to meet requirements at the end of your training. Actual fun starts after finishing ATPLtheory. Yes, I'm talking about the practical part. First is Instrument Rating. It allows you to use navigational instruments available in the pilot cockpit. It's useful in conditions of low visibility caused by weather, for example. Then training moves to the Commercial Pilot License part. 

CPL the qualification that permits the holder to act as a pilot of an aircraft for remuneration when issuing CPL license pilot will have 200 total time flight hours, out of which 100 as a pilot in command. Finally, the student joins his last part of the training - Multi-Engine Piston add-on Multi-Engine Piston is a rating that extends privileges of Private Pilot License and Commercial Pilot License and allows you to fly aircraft with more than one engine. At this moment we have different courses for the students with no experience in aviation what so ever. At the end of those, you will get the same license ATPL Frozen. However, there are some differences in training approach, time, theory lessons, and additional qualifications in each course. Let's take a look at what we have got for you. 0-ATPL is a modular program that you can finish in 12 to 14 months. At the end of the training, you will have 200total time flight hours. Part of the training ATPL theory is done in the group. Nevertheless, the remaining parts of the training are done individually. You can start your program anytime whenever it's most comfortable for you. The modular 0-ATPL program is suitable for students who are not able to be in the training on daily basis and who need a more flexible schedule. It makes our 0-ATPL program the top choice among the trainees. The modular course is more flexible than an integrated one but it requires more dedication, self-study, and discipline. 0-ATPL with experience is the program with the unique opportunity to finish your PPL and teambuilding in the Miami United States. 

The perfect weather conditions will allow you to finish two training modules in the shortest terms. After time building you will be able to continue your training in one of our European bases in the Czech Republic. The best thing about this course that at the end of the training you will get two licenses PPL FAA and EASA ATPLFrozen. How cool is that! 0-1500 is the same as the 0-ATPL program designed, especially for European Union citizens. You can finish your program in14 to 16 months. After getting your ATPL Frozen license you will finish the flight instructor course. This will give you the opportunity to get your first job as a flight instructor in Flying Academy for the next 24 months. During the employment period, you will reach 1500 hours. The program 0-1500 is the best way to start your career in aviation, to gain significant experience and many valuable flight hours ATPL integrated program is designed for students who want to be perfectly ready for their airline job straight after the training.

 The duration of the course is 14 months. Theoretical preparation is done in small groups on a daily basis. This program includes a significant number of IR hours. Moreover, multi-crew cooperation and jet orientation course are also included. So,  that's what you need to know about our European courses that will help you to get to the pilot cockpit of international airlines. I hope that was very helpful for you. Make sure to the checklist of your blogs. You can find more detailed information on our website 

What Really Happened To Malaysia Airlines Flight 370 | Aviation's Greatest Mystery

Hello and Welcome This Aircraft maybe a Boeing 777 at Kuala Lumpur Intl Airport. (Malaysia Airlines Flight 370) Malaysia Airlines Flight 370 is preparing for a flight to Beijing Capital Airport. In command is Captain Zaharie A.(Age 33)He has 18,300 Flight Hours. His Co Pilot is First Officer Fariq A.(Age 27)He has 2,763 Flight Hours This Flight is his final training flight before becoming an actual First Officeron the Boeing 777 There are 227 passengers and 12 crew members on board The aircraft operating flight MH370 is an 11 year old Boeing 777-200ER it's accumulated 53,471 hours and seven ,526 cycles in commission and had not previously been involved in any major incedents Kuala Lumpur Tower: MH370 32R Cleared for Takeoff. farewell . First Officer: 32R, Cleared for Takeoff, MH370. 

Thank You. Bye. V1 After Takeoff, The Pilots are instructed to tune into Lumpur Radar ATC, The frequency used for on the way traffic Kuala Lumpur Tower: MH370, contact Lumpur Radar, 132.6. farewell . Captain: Night. 132.6. Malaysia 370. 12:46 AM 12:46 AMThe Boeing 777 is climbing to 35,000 FT Lumpur Radar: Malaysia 370, climb to flight level 350 Lumpur Radar: Malaysia 370, climb to flight level 350Captain: Climb flight level 350, Malaysia 370 Minutes later , Flight 370 reaches its cruising altitude of 35,000 FT Captain: Maintaining flight level 350, Malaysia 370 1:19 AM 1:19 AMAs the aircraft leaves Malaysian airspace, Lumpur Radar transfers the plane over to the Ho Chi Minh Area center Lumpur Radar: Malaysia 370, contact Ho Chi Minh, 120.9. farewell . Lumpur Radar: Malaysia 370, contact Ho Chi Minh, 120.9. farewell .Captain: Malaysia 370, farewell.

One minute later, MH370'S MODE-S symbol disappears from Lumpur Radar screens MH370 later disappears from both Lumpur Radar and Ho Chi Minh's radar screens The transponder of the aircraft has stopped working Despite disappearing in civilian secondary radar, MH370 remains being tracked by military radar Just the instant during which the transponder stopped working, the Boeing 777 makes an address the proper then it makes a left turn towards south west Current Direction: South West 1:30 AM 1:30 AMAnother aircraft attempts to form a radio contact with MH370 using the international distress frequency 1:31 Amit successfully establishes communication with the plane although he could only hear "Mumbling and Static" Between 1:30 AM and 1:35 AM, Military radar detects flight 370 flying at 35,700FT and heading 231 

The aircraft continues to fly over the Malay Peninsula , with its altitude fluctuating between 33,000FT and 31,000FT The sultan ismail airport's radar detects an unidentified aircraft 4 times, probably MH370 between 1:30 and 1:52 AM 1:52 AM 1:52 AMMalaysia Airlines Flight 370 is detected flying south of Penang Island Then, the plane makes another right turn towards north-west Current Direction: North-West 2:03 AM 2:03 AMThe aircraft crosses the straight of Malacca on the brink of Perak Island 2:22 AMFlight 370 is detected as being 438km northwest of Penang Airport and flying at 29,500FT this is often THE LAST KNOWN LOCATION OF MALAYSIA AIRLINES FLIGHT 370 The aircraft makes antoher turn left towards south Current Direction: South 2:25 AMThe aircraft's satelite communication system sends a login request to Inmarsat 2:25 AMAfter logging on to the network the aircraft responds to hourly status requests from Inmarsat during a series of "Handshakes" 2:39 AMInmarsat ,akes a Ground to Aircraft call to the cockpit but nobody answers 3:41 AMThe Boeing 777 makes a second handshake initiated by Inmarsat's ground station 4:41 AMThe Aircraft makes a 3rd handshake initiated by Inmarsat's ground station 5:41 AMThe plane makes a fourth handshake initiated by Inmarsats ground station 6:41 AMThe Aircraft makes a fifth handshake initiated by Inmarsats ground station At 7:13 AM, Inmarsat makes a second Ground to Aircraft call , during which nobody answers 8:10AMThe Aircraft makes a sixth handshake initiated by Inmarsats ground station 9 minutes later, the Boeing 777 makes a seventh handshake, initiated by the aircraft itself This last handshake was incompletand was the last transmition from Malaysia Airlines Flight 370 At now , it's presumed that the aircraft has run out of fuel EVENTUALLY, MH370 CRASHES INTO THE OCEAN Malaysia Airlines Flight 370 is presumed to possess crashed somewhere within the southern Indian Ocean The multi national look for the aircraft soon became the most important and mostt expensive in aviation history quite 120,000 square kilometres of seabed were searched without finding any evidence 

The search was stopped on January 17, 2017, a couple of pieces of the aircraft are found ashore in reunion island, near Madagascar, but the wreckages were far too few to determine what happened to the plane The disappearance of flight 370 brought attention to the limit of aircraft tracking This included issues that were mentioned following the disappearance of Air France flight 447 in 2009, but never mandated Following the disappearance of Air France flight 447 the international civil aviation organisation adopted new standards for aircraft position reporting over open oceans This included extending the recording tie for flight recorders addition, by 2020, ICAO would require new aircraft designs to possess the means of recovering the recorders or the knowledge they contain, before they sink into the water Flight 370 still remains the most important aviation mysteries of all times In memory of the passengers and crew of Malaysia Airline Flight 370 

737 MAX RETURN? - AIRLINE SURVIVAL | Aviation News

Hello, and WelcomeAnother start to the working week and anotheraviation newsweekly to get us underway, I hope you’re all doing well and have enjoyedyour weekend. In today’s blog, I’ll be taking a look at the battle for Norwegianand the domestic sector over there, KLM looking at the early retirement of aircraft and moreso stay tuned, I know you all enjoy these. Wizz Air has announced that it is planningon completely shaking up the Norwegian domestic market with the launch of three new services 

\The low-cost unit has been rapidly expanding during this pandemic, essentially constantlylaunching new services for customers and is now setting up its first base in Scandinaviawhich brings the start of these services in Norway, all of them originating in Oslo. The3 services from Oslo will be with the A321 and will rival Norwegian and SAS, one of whichis very much on its last legs. The flights with Wizz begin next month, however, manyhave called this potentially the end for Norwegian who have faced problems after problems thathave continued and been magnified with this current global pandemic. The Boeing 737 MAXs return date has been highly speculated for some time now with months beingflown all over the shop. 

We’ve had FAA executives say one thing and then airline executivessay the other, however, it all contributes to the aircraft’s return itself and withanother aviation news weekly it’d be wrong not include an update to its return to servicewithin the United States according to a Ryanair exeuctive. The FAA and Boeing have been workingon certifying the jet now for many months and that looks to be coming to a close. Thanks to an interview with Irelands Newstalk radio station the chief executive said The FAA (FederalAviation Administration) finished their test flights last week and it looks like it's goingto go back into service in the US in the next month or so and we'll take our first deliveriesas part of that order. The airline has 200 of the type on order and is also looking ata new sizeable order in the hundreds of the 737 MAX in the future. They expect the first MAX to arrive into their fleet early next year, being 2021 for anyone watching downthe line potentially. Whether this is actually going to happen is a whole other thing andI’d highly recommend taking dates nowadays with a grain of salt given what we’ve seenin the past, however, it’s still I believe worth mentioning to see what various othercustomers expect around the world. Over at KLM who as we know recently retiredtheir Boeing 747s talk has surrounded the early retirement of their Airbus A330s alongsidethe 747s due to once again the global pandemic. 

The airline was originally set to retire theAirbus A330 in 2025, so in some 5 years although those plans could now be changing as the airlineis reported to be in talks with its lessors over the aircraft. The thing is, the airlinedoesn’t have exactly an abundant of Airbus A330s, it has eight of the A330-200s and thenjust five of the A330-300s but it does still make a part of its operations that now KLMneeds to analyze whether or not are required to still be around with the gigantic dropoff in global pandemic and whether the other long haul or wide-body aircraft, if you will,can do the same job as their Airbus A330s moving forward, especially as demand slowlybut surely returns back to normal for the Dutch carrier. In an interview which was seenby a dutch news website the KLM CEO spoke on the early retirement of the A330 in whathas described an internal video, he said the following You have to imagine that those leasecompanies have about a hundred airlines who knock on the door and say, ‘Well, I havesome aircraft to return to you.’ That just doesn’t happen. So we are talking aboutit, we are looking into it, but going forward we will be using the Airbuses a bit longer. Highlighting the lengthy process to actually return these Airbus A330s. KLM is eyeing upin the future an all Boeing wide-body fleet and removing the A330s now, during a pandemiccould give them the most imperfect, yet also perfect solution to attain that goal thatthey want, but for now even earlier than they first imagined. In some more news surrounding Airbus, theyreported their order and delivery results for the month of September, a month that consistedof no new orders for aircraft but three cancellations. In more positive news the aircraft manufacturerdid deliver a seizable number of aircraft, that totaled 57 which is massively up fromprevious months. For example in April Airbus delivered 14 jets while in August they delivered39. Still, though the 57 from last month is down 14 from the 71 from September of 2019. 

Total yearly deliveries currently stand at 341 aircraft with 282 of those being for theA320 family of aircraft, a very popular option and one that’s quite easy produce. Despitethese 341 deliveries and an improved September, they are still down around 40% over theirnumbers for 2019 were at the same stage they had delivered 571 total aircraft to customersaround the world. A sign of how the industry has been hit during this global pandemic whichshows no signs of slowing down, especially in a sense of aviation. Airbus continued to deliver a lone AirbusA320 to Middle East Airlines or MEA and this A320 had the serial number of 10,000 morecommonly known as MSN10000. The Chairman and Director General of MEA commented on takingdelivery of the 1000th We are honoured to receive the state of the art A321neo withits distinctive serial number 10,000 coinciding with the 75th anniversary of Middle EastAirlines and especially after receiving MSN5,000 back in 2012. 

Since we first acquired an A320Family aircraft in 2003, we have not only benefited from the outstanding operationalefficiency of the aircraft but were also the first airline to introduce the wide-body cabinproduct on a single-aisle aircraft which has become a trend in the airline industry afterward. To shown the rapid progression in building aircraft within the Aviation Industry MEAactually welcomed in MSN5000 back in 2012 and this was some 23 years after productionfirst began on the Airbus A320 family, the 5000 we saw just pass now only took 8 yearsand can show you perfectly how rapid the advancements in technology have been and in addition therapid demand changes that while have disappeared now came with the changing times and growthin the overall population and therefore need for narrowbodies just like  the A320 family. 

UNITED NEWS - JET AIRWAYS RETURN? | Aviation News

Hello, and welcome it’s only been afew days but I thought why not bring back the Aviation News if you willthat you’ve been enjoying throughout this week, today’s blog covers recent financialand quarterly results over at United Airlines, the reveal of a new A330neo and more! I begin today's proceedings though with the focus centering on the results recently posted over at United Airlines, with Delta being covered here on the blog I only saw it fitting that I gave Delta the spotlight as well to see how they’ve been tracking recently. United began their press release by notingthat their revenue performance, while down from the previous year due to the difficultenvironment will still see their revenue results better than their current competitors. They said that their total unit revenue is done 26%, with loyalty revenue being down 45%, cargo revenue is up, however, their passenger units revenue is down 47. United CEO Scott Kirby commented in the quarterlystatement saying Having successfully executed our initial crisis strategy, we're ready toturn the page on seven months that have been dedicated to developing and implementing extraordinaryand often painful measures, like furloughing 13,000 team members, to survive the worstfinancial crisis in aviation history. 

The airline further reported an adjusted net loss of US 2.4 billion. However, despite this its liquidity at thispoint is quite good with US 19.4 billion in liquidity at the end of the third quarter, this was helped through adjustments to their business overall and the leaseback of someof their aircraft that they deemed no longer required for their operations. Finally, Kirby added Even though the negativeimpact of COVID-19 will persist in the near term, we are now focused on positioning theairline for a strong recovery that will allow United to bring our furloughed employees backto work and emerge as the global leader in aviation. Uganda Airlines saw their absolutely stunningAirbus A330-800neo rolled out with their livery in the past week and as I discussed on myTwitter the livery is majestic but also reminds me a tad of Nandos, especially with the logocentred on the tail! The airline has noted that their first A330neowill be delivered to them in December of 2020 and will be deployed on services to the likesof Dubai, London, Mumbai, and Guangzhou, Now, that could very well be subject to changegiven the current global pandemic preventing international services from operating fortourism purposes. The airline only has an order for two of thea330-800neos and the order is quite a big one, especially as the -800neo has been the type which has been less favored by customers over time with questions arising of whether demand would truly ever pick up for the smaller A330neo. 

Their -800neos will be equipped with 3 classes including 20 passengers in business class, 28 in premium economy and 213 in economy class that's a total of 261 seats. Jet Airways were last talked about here on the channel in 2019 and they are seemingly coming back after well over a year of uncertainty and many people just assuming they were no more. The airline is an Indian one and went up against the likes of SpiceJet, Indigo, and Air India, however, competition from new low-cost airlines struggled to really get a grip on the market. A  consortium of investors won a bid last week to take over Jet Airways, by doing this they officially become the new owners of the airline. 

It’s a London based financial advisory and asset management firm. What’s been noted though widely is that the pair do not have exactly a background in aviation as the new owners include an Indian but UAE-based entrepreneur. They’ve said they’ll invest US 136 million in Jet Airways over the next 5 years in a bid to resurge the airline and help it move forward in the right direction. We don’t have much information on just how they'll move forward with aircraft but the board member did in an interview with CNBC-TV18say that they planned still on being a full-service airline but would initially restart their operations domestically. 

DELTA NEWS - AIRLINE MERGER | Aviation News

Hello and Welcome It’s been a really slow start to the week with no major breakout stories happening. However, when many little developments occur it always makes for an honest today aviation newsweekly with some dire financial results over at Delta who announced their Q3 results which are pretty bleak, this is something you’d be already ready to imagine however now we've firm confirmed with the numbers it truly highlights that. Delta has announced a pre-tax loss of some 6.9 billion on revenue that totals at US 3.1 billion. 

However, with an adjusted pre-tax loss of 2.6 billion. Ultimately the adjusted revenue which is at 2.6 billion may be a decline of 79% over the prior year. Delta is slowly improving over their Q2 results, however, things remain as mentioned earlier bleak. It’s not an exactly pleasant position that they find themselves in to mention the smallest amount. The carrier is lucky though that it's something a number of airlines aren’t ready to have and that is a solid amount of liquidity that stands currently at the top of the September quarter so Q3 at US 21.6 billion. However, cash burn every day averaged at US24 million for Q3 together but only for every day in September it had been at US 18 million. Delta also provided a spreadsheet that highlights when specific types are going to be leaving the fleet and at the time of recording and time of the press release what percentage of every is remaining. The carrier will have phased out some 383aircraft come the top of 2025 with aircraft types just like the 777, 767, MD-90, A320, CRJ-200, and more all on the cutting board so as to stay the airline as efficient as possible moving forward with the adjusted demand.

Delta CEO said While our September quarter results demonstrate the magnitude of the pandemic on our business, we've been encouraged as more customers travel and that we are seeing a path of progressive improvement in our revenues, financial results, and daily cash burn. The actions we are taking now to require care of our people, simplify our fleet, improve the customer experience, and strengthen our brand will allow Delta to accelerate into a post-COVID recovery. Lufthansa has announced some changes to its winter timetable which runs through to the top of March in 2021 and this may see 4 AirbusA350-900s that are parked be brought back to life to serve destinations within the UnitedStates from its hub in Frankfurt. 

These flights which will see the a350 are replacing the Boeing 747-8 which would’ve been flying these routes for the amount of your time as mentioned through to March of 2021. Finally, on top of this, the A350 will also be placed on the Frankfurt to Tokyo service in situ of the A340. Decisions that while highlighting the return of some services for nationals and permitting restrictions on international travel the absentees are the likes of the A340 which has been retired and therefore the 747-8, which while is staying on is deemed just like the A340 and A380 as not the foremost efficient option for these services moving forward, especially during a tike where the worldwide pandemic is extremely present. The A350 fleet consists of 16 Munich-based aircraft, however, as they note in their handout thanks to the huge reduction in travel demand they're going to initially fly in need of half that, at just 7 A350s out of Munich to North America and Asia. Moving across to now the Canadian aviation sector, there’s been an update surrounding the acquisition of Air Transit by Air Canada. 

This was announced back in June of 2019 and at the time Air Canda was getting to be paying some 13 dollars per share with a complete purchase price of around 520 million dollars. However, that was only their initial offer and this was eventually upped to some 720 million with them paying 18 dollars per share. With the worldwide pandemic now impacting things greatly Air Canada is saving quite a lot of cash. They’ll be wiping some 8 dollars off each share from their initial for Air Transit and now pay $5 per share with a complete value of the purchase of Air Transit being at 190 million. The negotiations are natural as Air Canada had not actually finalized the deal so there was always getting to be room for things to adjust, however, without the worldwide pandemic I feel personally it’d be pretty safe to assume that the savings naturally wouldn't amount to what they need to be done. 

The Air Canada CEO commented on the deal saying the following during a handout COVID-19 has had a devastating effect on the global airline industry, with a cloth impact on the worth of airlines and aviation assets. this mix will provide stability for transit's operations and its stakeholders and can position Air Canada, and indeed the Canadian aviation industry, to emerge more strongly as we enter the post-COVID-19 world. It’s a move that seems to profit Air Canada and obviously the staff at Air Transat as many would ponder just how the airline would survive by itself. As for the way Air Canada uses this new acquisition is still remains to be seen officially but if you've got any thoughts don't hesitate to drop them below. Moving back to Australia, the country has announced that it's planning on remaining closed essentially at the foremost for an additional year, that meaning they’ll keep all international borders closed through to the top of 2021while allowing citizens returning range in gradually but again which will depend greatly on the caps being set and therefore the actual ability for passengers to urge back home. The country closed its borders back in March of 2020. Travel bubbles are likely though going to occur between the likes of Australia and New Zealand aside from that say tourists coming from America or Europe are going to be refused entry. many thanks considerably once more for the continued support you’ve

How Braniff Went Bust: The Collapse Of The Fastest-Growing Airline In America

Hello, and Welcome In 1982, Braniff International, one of the most profitable and largest airlines in the world,   ran out of money. The world, however, wasn’t really surprised. Why weren’t they you may ask? Well,   Braniff had been showing signs of a struggle for the past few years, and everyone was just waiting for the straw that would break the camel's back. But what happened to cause them to drown in an industry that it once dominated? This is the nosedive of Braniff International. Braniff started out in the year 1926, and over the next five decades,   they became a major carrier in the Southwestern United States. From their main hub in Dallas,   they grew to serve many domestic and international markets with their large fleet of jets. Some iconic aircraft the airline operated in its heydays included the Boeing 747, the 727,   the Douglas DC-8, and even Concorde flights between Dallas and Washington DC   in partnership with British Airways and Air France. Everything was going extremely well for the airline until 1978 when airline deregulation was enacted. 

Since the government no longer controlled the routes and prices airlines could set,   Braniff placed a big, Texas-sized, bet on deregulation and decided to expand rapidly. The number of routes they served increased by 50%   overnight as Braniff built itself a domestic and international empire.   In order to finance their new operations, the airline borrowed heavily. They also moved their headquarters into a new facility in Dallas in 1978, which cost $6 million in rent a year. Braniff expected profits to increase, but, the exact opposite happened. Passenger numbers decreased due to competition from other airlines, mainly American and Delta Airlines, which were also based in Dallas. In addition, Braniff’s costs rapidly increased along with their expansion,   with Braniff’s fuel expense increasing 94% to $400 million. Increased fuel usage combined with rising jet fuel prices was a recipe for disaster,   and Braniff was pushed further and further into debt as the country entered into a recession.   Layoffs preceded in the next few years, with the company laying off a quarter of its workforce. By 1981, Braniff was over $700 million dollars in debt. The industry had too many seats and not enough passengers to fill them. Some Braniff flights were taking off less than half full,   and the quality of service had started to dwindle. Braniff’s board members realized that a change in management was imminent, so the airline brought in staff from the newly successful Southwest Airlines as the last resort to save Braniff. They made another bold move by converting planes to either all economy or all First class layouts.

While it was innovative, passengers who wanted higher quality services switched to American and Delta Airlines, both of who were increasing their services to DFW. Next, Braniff launched giant sales to advertise its Texas Class,   a new economy service, with a simplified fare structure. Other airlines responded by matching Braniff’s sale prices and offering more flights to the same destinations as Braniff. In January 1982, Braniff started recording negative cash flows,   which meant that they were spending more money than they were making.   The company needed cash desperately if they were going to have any chance of survival. Braniff attempted to sell off its Latin American routes to Pan Am,   but the Civil Aeronautics Board denied it, citing that Pan Am would have a monopoly in the area. The routes were eventually sold to Eastern Airlines for $18 million,   but Braniff had already lost more than they received by the time the new deal was made. Not knowing where else to turn, Braniff launched crowdfunding. A donation department was set up at Braniff’s headquarters to try and raise money to keep the airline afloat,   but they still couldn’t get the funds they needed to pay their bills,   despite the generosity of thousands of people in the Dallas area. A few months later, there was a threat of an industry-wide pilot strike that left Braniff with no other options. On May 12th, 1982, Braniff International Airways ceased all operations.   All flights were immediately grounded with thousands of passengers and crew members stranded. The issues of high competition and too few customers that brought down Braniff were similar to what plagued other airlines, but since Braniff had spent millions expanding their network right after deregulation, the airline was in a position that made them extremely likely to fail. Some analysts agree that the actions of management after Braniff’s rapid expansion were virtually pointless, as the airline had already put itself in a position that was unrecoverable. However, this wasn’t the end of Braniff. 

There were two comeback attempts:   one in 1984 and one in 1991. The first attempt used a low-cost business model but failed after 5 years due to high competition. The second attempt was even less successful, with the airline operating only a year before it stopped flying due to issues within upper management. Braniff’s subsidiaries continued to operate after the original airline shut down.   Braniff Education Systems, Braniff International Hotels,   and even their aircraft maintenance services carried on the legacy of the airline. Even Braniff’s parent company, the one that used to run the original airline,   is still operating. They’re now a branding and licensing firm that still owns the airline’s intellectual property and is only one of two defunct airlines to do so, the other being Pan Am. Recently, more companies have been created to protect all the trademarks, copyright,   and intellectual property of Braniff and all the other airlines it acquired during its growth. But Braniff’s influence in the airline industry can also be found today. In 1983,   a year after Braniff shut down, employees from the original airline got together to form Sun   Country Airlines in Minneapolis, which still operates today as a low-cost holiday airline. If we ever want to see the original Braniff flying again, it’ll have to be a decision by the companies that own the branding to either start the airline themselves or sell the usage rights of their branding. But until that time, it’s legally impossible for the airline to start up again. Braniff’s downfall may have been a nasty one, but it just goes to show that when airlines need to make big decisions, they must take industry predictions into account accurately.   Otherwise, they might end up destroying themselves and nose-diving into failure like Braniff.