Jin Air Upgrades Cebu

14 May 2017

Low cost carrier Jin Air is upgrading night flights to Cebu beginning July 22 from Seoul with the airline operating Boeing 777-200ER, instead of 737-800 aircraft. 

The airline will however reduce frequency from 3x daily  B737-800  to two daily flights with the morning flight continue to operate B737 service.

Meanwhile, the Airline will also add 5th weekly flights to Clark beginning 24 July with Boeing 787-800


PAL Leaves Abu Dhabi

Axe Cebu-Los Angeles

9 May 2017

Flag carrier Philippine Airlines (PAL) will drop Abu Dhabi from its route network beginning July 6 and will enter code-share arrangement with Etihad Airlines instead. The decision came after the airline continue to bleed in the red as it continue to operate in Abu Dhabi.

PAL entered codeshare deals with Etihad on the Manila-Abu Dhabi route in 2015 but this partnership has not provided much needed traffic to sustain its current Manila-Abu Dhabi-Manila route due to disparity of flight services.

PAL President Jaime J. Bautista said they were contemplating to drop Abu Dhabi in March 2017 but opted to extend the service after securing new deals with Etihad.

The Etihad-PAL codeshare is now limited to Manila-Abu Dhabi flights terminating domestic connections beyond Manila. in the deal Etihad will instead fly in behalf of PAL giving the Abu Dhabi based airline four more frequency from the existing new 3x a week entitlements.

The airline is also ending temporarily Cebu – Los Angeles service to make its product to North America more consistent, currently served 3 times a week, with Airbus A340-300 aircraft which will be returned to lessor. Last flight for this route which started March 2016 is scheduled on May 27, 2017. Passengers with existing reservations are re-routed via Manila.

Flight termination ends Cebu’s only nonstop Trans-Pacific service for now with future flight expected to resume in 2018 with the arrival of A350 aircraft both for Los Angeles and San Francisco.

Newly Acquired Huey Crashed Again

4 May 2017

Injure One, Kills Three


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Another Huey (UH-1D,cn 8469) helicopter of the Philippine Air Force (PAF) crashed this afternoon at Tanay, Rizal. There were three fatalities, Captain Litan, the Pilot in Command (PIC) and the two crew members, Ssg Tolosa and A1C Joseph De Leon, while the copilot 1Lt. Rimas was brought to the AFP Medical Center for treatment. All of them are from the 205th Tactical Helicopter Wing "Stingers" of the PAF. crash.

According to the lone survivor the Huey chopper encountered engine trouble when they were about to land and suddenly loss power causing it to crash to the ground while conducting air to ground and disaster rescue operation training (AGOS) for 60 military personnel of 2ID and 12 police personnel from Region 4A in Camp Capinpin.

The German-made single engine helicopter build in 1970 was recently acquired by the PAF in 2015 from Rice Aircraft Services Inc and Eagle Copters in a contract signed in 2013. Of the 21 contracted only seven was accepted by the Philippine government. It was the second UH-1D helicopter acquired from Rice to crash. In November 2015, one of the aircraft crashed in Sarangani, injuring two pilots and seven other personnel on board.

Air Force spokesman Col. Antonio Francisco said the remaining five UH-1D helicopters have been ordered grounded pending an investigation as to what caused the incident.

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Philippines AirAsia

In Spotlight

4 May 2017

Low Cost Carrier Philippines Air Asia is the third biggest airline in the Philippines with 16 Airbus A320-200 flying 30 routes across 20 airports in the country and overseas.

According to the airline, the carrier transported 3.99 million passengers in 2016 at an average load factor of 87%, an increase of 11% compared with 2015 with the airline’s load factor improving by six percentage points. The average sector length jumped 10% to 1,109 kilometres, while the number of flights operated increased by 3% to 25,607. As a result ASKs (Available Seat Kilometres) grew by 14%, but RPKs (Revenue Passenger Kilometres) were up 22%.



In the first quarter of 2017 the airline set a new record, handling 1.15 million passengers (+19%) at a load factor of 92% (plus five percentage points).

Analysis from anna.aero of OAG schedule data for 2017 Q1, Philippines AirAsia has around 11% of the domestic market (well behind Cebu Pacific Air with 46% and Philippine Airlines with 33%) and around 4.6% of international seat capacity. Philippine Airlines (30%), Cebu Pacific Air (19%) and Cathay Pacific Airways (5.2%) are all bigger than the LCC in terms of international operations from the Philippines.



In the second quarter of 2017 the carrier has launched several new domestic routes; between Clark and Davao, as well as between Puerto Princesa and Davao. It has also started one, and resumed two, domestic links from Cebu. As a result, the airline’s network currently comprises 30 routes; the shortest just 283 kilometres from Cebu to Caticlan and the longest between Cebu and Kuala Lumpur, which clocks in at 3,029 kilometres. Of the 30 routes, 17 are served at least daily, with the 565-kilometre connection between Cebu and Manila having 51 flights per week. Cebu Pacific competes head-to-head on 22 of the airline’s 30 routes, while Philippine Airlines also provides direct competition on 22 routes. In the graph below domestic routes are shown in dark green with international routes in light green.



Philippines AirAsia currently serves 20 airports in all, nine of which are in the Philippines (shown in dark green), three are in China with two each in Malaysia and South Korea. In addition it flies to Hong Kong, Macau, Singapore and Taipei. Manila is the LCC’s busiest airport with 252 weekly departures followed by Cebu (97), Kalibo (57) and Davao (52).

SR Technics Bag PAL MRO Contract

For A320 and A330 Fleet

4 May 2017
Flag carrier Philippine Airlines and maintenance, repair and operations (MRO) service provider SR Technics recently inked a 12-year Integrated Component Services agreement.

The signing ceremony, held at the Century Park Hotel, was attended by top officials of both companies, according to Philippine Airlines.

The accord covers the servicing of a total of 45 A321s and 15 A330-300s. This includes maintenance, component pooling and consignment of the main base kit ensuring flexible access to spare parts. SR Technics’ Center of Excellence for component maintenance in Kuala Lumpur, which currently serves over 460 aircraft in the Asia Pacific region, will manage the services.

"Safety remains the cornerstone of our operations. As such, we put premium in cultivating relationships with MRO experts to help ensure the reliability of our fleet," PAL President and Chief Operating Officer Jaime J. Bautista said.

SR Technics CEO Jeremy Remacha stressed, “We are delighted to contribute to the success of Philippine Airlines, extending our partnership for another 12 years. SR Technics has been expanding its presence in Asia over the past few years, and we are committed to further develop our services in this fast-developing market.

"This new agreement demonstrates our world-class quality and reliability, offering our customers genuine added value. We look forward to supporting PAL for many years to come," he added.

Both PAL and SR Technics also signed a five-year engine maintenance contract to support the airline's entire fleet of CFM56-5C engines. Under the agreement, PAL will utilizeBeyond.Fleet.Services™, a product suite which extends the life of maturing fleets and reduces the day-to-day operating costs for engines, airframe and component maintenance. SR Technics and Aerfin jointly manage the said services. -The FINANCIAL.


Why New PHL-UAE air talks Fails?


Give us MNL and We Will Fly Davao!

3 May 2017

Air Bilateral talks between the Philippines and the United Arab Emirates (UAE) has failed according to Civil Aeronautics Board (CAB) Executive Director Carmelo Arcilla.

The two-day talks between the Philippines and the UAE was held in Davao City on April 26 and 27 with the aim of expanding the air service entitlements between the two countries from the existing 70 flights per week.

Arcilla said the talks ended in deadlock after the UAE asked for seven (7) more landing slots in Manila without elaborating further.

“Our talks included the commitment of Emirates to operate out of Davao and additional flights to Manila, but the details could not be resolved as of yet,” Arcilla said.

CAB said UAE wanted to mount more flights out of Manila for a total of 42 flights a week to the objections of local carriers Philippine Airlines(PAL), Cebu Pacific(CEB) and Air Philippines(GAP).

The local carriers argued that there are still plenty of entitlements to the Philippines, other than Manila, that has not been taken by the UAE carriers since the latest air talks. In the agreement UAE airlines are required to invest in developmental gateways outside Manila.

Local airlines further argued during the meeting that giving in to the UAE request for more Manila flights would lessen the incentive for Emirates to continue flying to Clark and Cebu, or its contemplated new service to Davao.

Emirates on the other hand committed to launch Davao flights on a triangular service to Cebu in exchange for more entitlements out of Manila airport which the Philippine panel is not prepared to give on account of so many unused slots in the Philippines, among them Angeles, Cebu, Davao.

Arcilla said the Philippine panel would have wanted Emirates to used first the slots for Clark, Cebu and particularly Davao since its not being served yet, but the UAE group wanted Manila given first before committing to fly Davao.

“There are things they want, but it’s hard for us to give, there are things that we want, but its hard for them to give. Like, we want Davao for them to operate, they want Manila, so we negotiated along those lines, but we can’t iron out the differing positions,” says Arcilla.

ASA to the UAE has recently been expanded in 2015 granting UAE airlines 35 flights a week to Manila and 35 flights to the rest of the Philippines, from the old 28 flights a week ASA negotiated in 2012.

Emirates Airlines and Etihad has existing and unused landing rights to Clark (14x), Cebu(14x), Davao(7x). So far Only Emirates served Dubai-Cebu-Clark-Dubai triangular routes on daily flight, equivalent to single frequency. It has also stopped flying out of Angeles City in 2014 leaving 34 landing slots not utilized.

Emirates flies 18 weekly flights from Dubai to Manila, while Etihad flies 17 times weekly from Abu Dhabi to Manila, a total of 35 flights weekly. Meanwhile, Philippine Airlines (PAL) has 14 slots to Dubai and Abu Dhabi, while Cebu Pacific(CEB) and Air Philippines(GAP) has daily frequencies to Dubai with a total used slot of 28 frequencies.

PAL and CEB earlier manifested no objections from UAE carriers to launch flights to Davao in a white paper released last week saying Clark, Cebu and Davao are still under serve markets.

PPS Grand Terminal Inaugurated

Opens Gate on May 4 

3 May 2017




Terminal Opening
Domestic Pre Departure (RIGHT: allocated seats for 2 million passengers per annum; LEFT: Future allocation for 3 million passengers)
 International Pre Departure
 Check-In Counters
 Terminal View Landside
 International Pre Departure Area
 Terminal Landside

Diking Tacloban Airport

To Transfer or Not. That is the Question

28 April 2017
Tacloban Airport needs a dike to be feasible in the long term, according to senior official of the Transport Department (DOTr).

Transport Secretary Art Tugade disclosed the needs of the airport at the sideline of the press briefing at the International Media Center in Conrad Hotel yesterday.

The senior official said there's a need for the facility to be surrounded by dike to protect the airport infrastructure from future storm surges, similar to the 20 km Tide Embankment Project being developed by the Department of Public Works and Highways (DPWH) at Palo, Leyte.

DOTr has approved the feasibility study in 2015 financed by Japan International Cooperation Agency (JICA) to determine whether to develop the existing facility further with existing tidal hazard or relocate the airport to higher inland site in Palo, Leyte to protect the airport from future tidal surges brought by typhoons. The study was completed last month.

Secretary Tugade said they will come out with the decision soon when development cost are properly calculated.

Initial results of the feasibility study found the need to reclaim land and dike the facility should decision to stay at the present site is made adding ₱2 billion more to its price tag with total development cost of around ₱6 billion, almost the same amount spend for its relocation to a much bigger facility. Tacloban airport is 3m(9ft) above sea level with 100 percent of its land hugging the coastline. Its present shoreline protection was shown to be inadequate when a 6-10 meter tidal wave breached its seal wall.



The ₱2.8 billion airport development project was halted by DOTr after Typhoon Yolanda (Haiyan) struck Tacloban in November 2013 bringing tidal surges that destroyed the airport terminal and facilities which was previously not considered by JICA in the earlier master planning and FS design stage of the airport facility in 1996 and 1997. At that time there was no record and basis for ecological assessment.

The Airport Development Masterplan developed in 1997 comprised the airports of Bacolod, Iloilo, Legaspi and Tacloban to be funded by foreign loans. The three former airports were eventually transferred and built with Legaspi set for completion in 2019, while the present Tacloban airport was adjudged fit for future expansion and development with the finding that the new terminal be set further back for ICAO safety compliance in the future.

Both Legaspi and Tacloban airports however were dropped by the Philippine government for funding through Official Development Assistance (ODA) of Japan in 2008 due to the inability of local government units to relocate affected settlers to other areas despite providing funds for their relocations.

According to JICA in their 2004 reports, Tacloban City Council opposed community resettlement and redevelopment prompting suspension of the project until it was eventually dropped for funding in 2008, ten years after the loan grant was made available by the Japanese government in 1998. Development of these two airports were now funded by DOTr through annual appropriations (GAA) but their development was postponed for several years due to funding shortfall.

The original comprehensive development cost as approved by the National Economic Development Authority (NEDA) board in 2011 hovered around ₱2.3 billion, all to be funded by GAA.

The ₱760 million proposed terminal (PTB) was however re-designed from single to two-storey terminal after surge of passenger traffic exceeded design capacity of the old plan, and ultimately upgraded to support three bridge facilities in 2013 costing another 200 million. The new two-storey passenger terminal building will have different levels for departure and arrival, according to DOTr.

The new terminal design was again re-modified in 2014 after Yolanda struck Tacloban to be more “storm surge-resilient” delaying further the PTB construction by another three years pending detailed re-engineering works that cost another ₱300 million more for the terminal. Construction was likewise held in abeyance pending result of the FS which determines the fate of Tacloban Airport.

The national government has since spent ₱1.06 billion of the ₱2.1 billion in rehabilitation works which should have went to the construction of the new terminal and support facilities had it not destroyed by typhoon Yolanda.




Project Development cost covered site development and airside infrastructure involving the new taxiway lanes while landside infrastructure covers access road and car park, shore protection, land acquisition for access road, terminal and car park (VPA). Landside component also include building works for passenger terminal building (PTB), cargo terminal building (CTB), new control tower and operations building; including acquisitions of safety vehicles and terminal equipment consisting of air conditioners, baggage conveyors and x-ray machines, CCTVs and navigational aids.

What remains to be completed are the landside components costing ₱1.5 billion, comprising the PTBs, CTB, ATC, Admin, Engineering and ancillary structures, VPA and access road. In the original timeline, the new terminal building and support structures is supposed to be completed on Sept. 30, 2018.

Under the 2017 budget, Tacloban airport will get ₱415 million for the phase 1 construction of the new terminal building.