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Author Archives: theflyingengineer
Posted by theflyingengineer in Aircraft, General Aviation Interest, IndiGo
186, A320, Airbus, Delivery, First, Indigo, NEO, Seat
IndiGo, India's largest airline by domestic market share, today accepted its first Airbus A320neo at Toulouse, France. The aircraft, serial number (MSN) 6799, and registered VT-ITC will be the world's first Airbus A320neo to enter service outside Germany. IndiGo is the second airline to accept the A320neo after Lufthansa.
The A320-271N is powered by two Pratt & Whitney PW1127G-JM engines. Technical issues with the engines had delayed the delivery of these aircraft. At this stage, it is not clear if either the issues have been fully resolved, or IndiGo has benefitted from some sort of compensation from either Airbus or the engine maker Pratt & Whitey. The aircraft is expected to commence commercial operations on on before 15th March 2016.
The first flight for MSN 6799 was on 15th December 2015, nearly 3 months ago. The aircraft is fitted with 186 seats, six more (one row) than the other 101 A320s in the fleet, today. VT-ITC have 31 rows in the cabin, with no windows on the 31st row.
The geared turbofan (GTF) engines fitted on the A320-271N are expected to be quieter than the IAE V2527-A5 engines that power the current fleet of 101 aircraft. The engines are also expected to be more fuel efficient, delivering over 11% fuel burn advantage over the current engines.
The current engines (with the external casing) has a horizontal diameter of 2 meters. The neo engines, with the casing, have a horizontal diameter of 2.67 meters.
It is learnt that technical crew trained on the A320neo are for now based only at Delhi, Kolkata and Bengaluru. The aircraft will be based at Delhi, and initial routes may include DEL-CCU vv and DEL-BLR vv.
Posted by theflyingengineer in Aircraft, Go Air, IndiGo
186, A320, Air, Airbus, bulkhead, cabin, comfort, flex, galley, Go, Indigo, lavatories, Layout, LOPA, NEO, Plan, row, Seats, Space
IndiGo was supposed to have been the second airline to receive the Airbus A320 neo. Despite the delay, IndiGo will still be the first Indian airline to receive the A320 neos, followed by Go Air. Deliveries to IndiGo are likely to happen in the summer of this year. Lufthansa, the first customer of the variant, is already operating the neo albeit short routes within Germany, between Frankfurt, Hamburg, Munich and Berlin.
Seat maps published by Lufthansa allow one to compare the A320's cabin with the A320 neo's cabin. Both cabins are of identical length, but have a key difference in the layout: The aft two lavatories are moved to the rear bulkhead, reducing galley space, and making space for one extra row of seats (see the image on top). Lufthansa's A320ceos has 168 seats in its cabin (across 2 classes), while the A320 neo with the rearranged 'SpaceFlex' cabin fits 180 seats (across 2 classes), as shown below.
In the case of IndiGo and GoAir's A320 neos, the cabin will be fitted with 186 seats (single class), 6 more than the present 180 seats fit in the cabin. Moving the lavatories towards the rear bulkhead, and eating into the galley space makes sense for low cost carriers, as the quantum of uplifted food is lesser than full service carriers. But the last row will be where the lavatories were earlier located.
The issue is not about sitting where the lavatories once were, but that the last row (which will be identified as row 31 on IndiGo and GoAir, and row 32 on all other airlines that skip the number '13' when identifying rows) will have no window, and little to no recline. This will, undoubtedly, become the least preferred row on the entire aircraft. To make things a bit more uncomfortable, the walls start moving inwards at that row, part of the taper of the aft fuselage.
Seat pitch on the 186 seat A320s will remain unaffected at 28/29 inches. But remember to keep an eye out for windowless row 31 and above.
Posted by theflyingengineer in Air India, AirAsia India, General Aviation Interest, Go Air, IndiGo, Jet Airways, SpiceJet, TATA-SIA, Vistara
20, 5, Air, Airlines, Airways, India, Indigo, Jet, justification, Rule, Spicejet, unjust
Today, India, for the size that it is, has only four airlines that fly international: Full service carriers (FSCs) Air India and its subsidiaries, and Jet Airways, and Low cost carriers (LCCs) SpiceJet and IndiGo. This is in contrast to the 10 airlines that operate domestic scheduled services in India, today. While Indian carriers flew 81 million domestic passengers in calendar year 2015 (CY2015), Indian carriers flew only 18 million passengers in the same period.
Only two airlines/airline groups operate short, medium and long haul international services: Air India and Jet Airways. Both airlines have diverse fleets: from short haul domestic ATR 72 turboprops to long haul international Boeing 777s. The LCCs in contrast have narrowbody jets that can cater only to short haul international services.
Due to the limitations of fleet and perhaps the lack of commercially attractive international destinations, LCCs IndiGo and SpiceJet deployed only 4.8% and 9.5% of their total flights on international, in CY2015. In contrast, Jet Airways (Including operations from the Jetlite AOP) deployed 22.1%, while Air India (Including Air India Express and Air India Regional (Alliance)) deployed 32.7% of its total flights on international. Air India and Jet Airways together contribute to 84.5% of all international departures by Indian carriers, while IndiGo and SpiceJet contribute to just 8.8% and 6.8% respectively.
This statistic shows IndiGo and SpiceJet are very small players in the international front, serving destinations at neighbouring countries. IndiGo operates only to five international destinations: Kathmandu (Nepal), Muscat (Oman), Singapore (Singapore), Bangkok (Thailand), and Dubai (U.A.E.), while SpiceJet operates only to six international destinations: Bangkok (Thailand), Colombo (Sri Lanka), Dubai (U.A.E), Kabul (Afghanistan), Male (Maldives), and Muscat (Oman).
Air India and Jet Airways started operations before the 5/20 rule was instated in the year 2005. IndiGo and SpiceJet started operations after the 5/20 rule was introduced. The 5/20 rule requires airlines to operate domestic services for a minimum period of five years, after which it can fly international only if the airline has a fleet size of 20 or greater.
Air India Express was the only airline to start immediate international operations (although on an AOP different from Air India) after the 5/20 rule was introduced. The first flight of the airline was an international flight.
Neither IndiGo nor SpiceJet fought the 5/20 rule at that time as the focus of both airlines then, as it is today, is to tap the potential of the domestic market. SpiceJet started international operations in October 2010, while IndiGo commenced international operations in September 2011. Despite both LCCs having started international operations nearly five years ago, when the scale of domestic operations were smaller, both airlines chose not to focus on international operations. (See IndiGo's fleet induction, here) Both airlines always had the option of inducting larger aircraft to serve destinations beyond the surrounding Asian and Middle East countries. But such is not their business model.
As a result, the only Indian carriers to majorly serve international are Air India and Jet Airways, both of which were not 'victims' of the 5/20 rule, whereas IndiGo and SpiceJet, which chose to focus on domestic even though they started international operations five years ago, are 'victims' of the 5/20 rule, strongly opposing the removal of the a rule that means nothing, and does not impact either airline..
Go Air started operations in the year 2005, but chose not to increase its fleet beyond 19 aircraft. It deferred its 20th aircraft, which was readied by Airbus. As a result, the airline does not fly international, and seems to have no issues remaining a domestic player. Yet, the airline opposes the removal of the 5/20 rule, though it chose not to operate international.
Wasted capacity
In the quarter ending 31st December 2015, a total of 12.6 million international passengers were carried by both Indian and international airlines. Of that number, Indian carriers flew just 4.5 million passengers, or just 36% of the total traffic.
India is underutilising its bilaterals, due to restrictions placed by rules such as the 5/20. For the purpose of this case, and for want of time, we consider only three international destinations: Singapore, Bangkok, and Kuala Lumpur.
As of late February 2016, there are three airlines from Singapore that operate to 13 destinations in India. Singapore Airlines, Tiger Airways and Silk Air together operate 134 flights per week to India, from Singapore, and an equal number of return flights. Together, the airlines deploy 30,517 seats per week between Singapore and India, in each direction, using a variety of aircraft: Airbus A319s, A320s, Boeing 737-800s, Airbus A330s, Boeing 777-200s, 777-300s, and Airbus A380.
In contrast, three Indian airlines (four if you count Air India Express separately) connect Singapore to only four destinations in India. Air India, Air India Express, Jet Airways and IndiGo together operate 63 flights per week between the two countries. Together, the airlines deploy just 13,244 seats per week between Singapore and India, in each direction, using Airbus A320s, Boeing 737-800s, Airbus A330-300s, and Boeing 787-8s.
Thai Airways, Thai AirAsia, and Bangkok Airways operate from Bangkok to eight destinations in India, flying 73 flights and deploying 19,497 seats per week, Using Airbus A320s, Boeing 747s, 777-200s, 777-300s, Airbus A330-300s, and Boeing 787-8s.
In contrast, SpiceJet, IndiGo, Jet Airways and Air India together operate 62 flights, deploying 12,474 seats per week, from four Indian destinations to Bangkok, using Airbus A320s, Boeing 737-800s, 737-900s, and Boeing 787-8s.
From Kuala Lumpur, AirAsia Berhad, AirAsia X, Malindo, and Malaysian Airlines operate 180 flights to 12 Indian destinations, deploying 32,903 seats per week between Malaysia and India, using Airbus A320s, Boeing 737-800s, 737-900s, and Airbus A330-300s.
In contrast, only Air India Express operates to Kuala Lumpur, connecting only Chennai to the Malaysian capital with 4 weekly flights and deploying 744 seats per week.
While not all destinations are commercially viable, there is a huge mismatch between the capacity deployed by foreign carriers, and the capacity deployed by Indian carriers, on the same set of routes. Infact, the superior connectivity offered by foreign carriers is not matched by Indian carriers, leaving a large scope for more Indian carriers to boost the Indian economy while also providing international passengers seamless domestic connectivity.
The 5/20 rule must go if India should see it's own airlines connect India with the rest of the world.
What the FIA won't tell you
The Federation of Indian Airlines (FIA), have something against the airlines of the Father of Indian Aviation (FIA), Late JRD Tata. The Tata's have already done enough to promote connectivity within India: TATA airlines was renamed Air India.
The FIA (Federation) is shaken by the prospects of airlines such as Vistara and AirAsia India. The goal of the FIA is to restrict the operations of such airlines to within India, so that players like the market leader can use its low cost base to lower fares on every route such airlines fly, and bleed the airlines dry. Starting with the smallest and the least capitalised airlines, airlines will knock off the Indian scene, one by one, leaving only a few to operate in India, with the market player enjoying a huge monopoly in setting fares. At that point in time, India will suffer, with neither good international connectivity, nor with strong domestic competition nor worthy alternatives.
While the FIA blames consultancy firm KPMG of auditing Singapore Airlines and consulting for the government, it remains silent on consultancy firm CAPA.
CAPA India, in its Aviation Outlook 2016, stated, "Despite repeated statements by the Minister that there is no logic to the 5/20 rule and that it should be abolished, the discriminatory regulation still remains in place".
Guess which consultancy firm's services was sought for IndiGo's Red Herring Prospectus? CAPA India.
Posted by theflyingengineer in Aircraft, Manufacturer
28, 90, Air, Airline, Asia, Bombardier, Density, East, High, inch, Pitch, Q400, Seat, Show, Singapore, South, variant
Bombardier, manufacturer of the world's largest western civilian turboprop aircraft, the DHC-8 Q400, today launched the 90 seat variant at the Singapore Airshow, making the largest airplane even larger in terms of capacity, without so much as stretching the airplane by an inch.
The Q400 usually seats 78 passengers in a single class with a 30 inch seat pitch. In 2013, Bombardier had launched the 86 seat variant of the Q400, with Nok Air of Thailand as the launch customer. The 86 seat variant offered a seat pitch of 29 inches, by shifting the aft galley into the aft cargo hold, thereby reducing aft cargo space by 20%, and doing away with the forward baggage hold.
Then, in December, ATR received EASA certification for a 78 seat variant of its ATR 72-600 (click here to read), which offered a single class seating with 28 inches seat pitch, with Cebu Pacific of Philippines as the launch customer.
This made the case for Bombardier to announce a 90 seat variant with a seat pitch of 28 inches. To add an extra 4 seats, or one row, Bombardier is, according to Flightglobal, will push back the rear bulkhead and reconfigure the front right hand door. To make the airplane more attractive, Bombardier is increasing the 90 seat variant's payload by 900 kg, and proposing an escalation of the A-Check and C-Check intervals from 600/6,000 to 800/8,000 flight hours. The 90 seat variant is expected to enter service as early as 2018, provided Bombardier secures a launch customer for the type.
Why at the Singapore Airshow?
There are four reasons why ATR and Bombardier are focusing on South East Asia. First, the geography and infrastructure of countries is such that connectivity within the country is best offered by short haul air transport. Second, the region is comprised of developing nations, where the end customers, the passengers, are very price sensitive. Third, demand for travel is rising. Fourth, the average height of the population is much shorter than the western world.
Turboprops are excellent for short and thin routes. Average ticket prices can only be lowered if the cost per seat falls further. The same airplane packing more seats lowers the cost per seat per flight, which allows airlines to compete better using pricing as a tool. The 90 seat variant may reduce the cost per seat by as much as 11-13% when compared to the 78 seat variant, and by 3-4% when compared to the 86 seat variant. Packing more seats reduces the seat pitch, which would have been a repulsive product to sell to passengers in the western world. But in South East Asia, the lower average height makes a 28 inch seat pitch comfortable. South East Asians are, on average, one of the shortest in the world.
Bombardier had launched the 86 seat variant at Dubai, but the launch airline is from a South East Asian country. Knowing that any demand for ultra high density aircraft variants will only come from Asia, Singapore Airshow 2016, Asia's biggest commercial aerospace and defense exhibition, had to be the platform of choice.
Posted by theflyingengineer in Airline, IndiGo
Analysis, Ancillary, Cargo, CASK, December, Expenses, Factor, Indigo, Load, Operating, profit, Q3, Quarter, RASK, Revenues, Seat
IndiGo performed well in Q3'16, but was it the airline's best quarter in the fiscal in terms of performance? We dive into the numbers, comparing Q3'16 with three other quarters, while forecasting the airline's performance in Q4'16 – the current quarter.
Click here to access the analysis.
Posted by theflyingengineer in Airline
2015, Aviation, Domestic, Growth, India
The year 2015 has been a remarkable year for Indian domestic aviation. The growth in domestic passenger numbers, and the start of many new airlines, has undoubtedly led everyone to believe that 2015 is the third boom in Indian aviation.
But how did 2015 register a strong 20% growth in domestic passengers? Was it mere addition of capacity, or was it more? What triggered the growth? This and more, when you click here.
Posted by theflyingengineer in Air Costa
Air, Ammam, Costa, Delhi, E190, Embraer, Jordan, LEP, third, VT
Air Costa on Saturday the 19th, received its third Embraer E190 at Ammam, Jordan. The aircraft's original lessor is GE Capital Aviation Services (GECAS), and the aircraft previously flew for Saudi's Flynas. The aircraft is one of two E190s earlier destined for another southern regional yet-to-start airline in India. Both airplanes, MSN 217 and MSN 233 have now been leased by Air Costa. Both aircraft are aged 7 years, and configured with 110 seats in a single class.
The first aircraft, which will be registered VT-LPB, is expected to tomorrow (21st December) fly into Delhi. Air Costa presently operates two E190s, MSN 593 and MSN 608, which are the E190 STD variant. The ones from Flynas are the E190 LR variant, which have a maximum take-off weight that is 2,500 kg heavier, allowing it up to 900 km (500 nautical miles) longer range when compared to the E190 STD, when flying with a load of 100 passengers.
The first of the two E190STD aircraft is expected to enter service on the 26th of December, 2015. On the 25th, Air Costa's E190STD VT-LVR (MSN 608) will fly out to Jordan for scheduled heavy maintenance. The maintenance-bound aircraft will operate a special Chennai-Bengaluru flight LB712, before proceeding to Jordan. The active fleet at the airline will remain at 3 aircraft, until VT-LVR returns from maintenance, to take the fleet to 4 active aircraft. In November, the airline returned one of its 67 seat E170s (VT-LSR / MSN 278), which took the active fleet down to 3 aircraft. The other E170's (VT-LNR / MSN 293) lease contract was extended by another nine months. The third E190 will therefore result in no net additions to Air Costa's fleet size.
Activities such as return of aircraft, and scheduled and unscheduled maintenance of aircraft have led to numerous flight cancellations that threaten profitability in the peak season. Air Costa had last year reported a modest profit in the month of December. Fuel prices have fallen, since then.
Air Costa recently received a no objection from the Ministry towards securing a pan India air operator permit (AOP). According to news sources, Air Costa plans to induct the fourth E190 in February 2016, and commence pan India operations in April 2016. By then, the airline will have a fleet of 5 active aircraft. The airline completes 30 months of operations in March 2016.
Posted by theflyingengineer in Jet Airways
Airport, Airways, Amsterdam, Brussels, European, Gateway, Hub, Jet, Schipol, Scissor
Brussels in Belgium presently serves as a 'scissor hub' for Jet Airways, for which it dedicates all four of its Airbus A330-330s configured with 34 Première and 259 Economy seats, totalling 293 seats per aircraft. These four A330s, registered VT-JWR/S/T/U, fly to only 4 cities: Delhi, Mumbai, Newark, and Toronto, through the scissor hub at Brussels. No aircraft are parked, no crew are stationed, but the role of Brussels is to allow passengers from Delhi and Mumbai to fly onward to either Newark or Toronto, and vice-versa, while also catering to passengers originating at, or destined for Brussels.
The beauty of this hub is how all four A330-300s from Newark (9W227), Mumbai (9W228), Toronto (9W229), and Delhi (9W230) arrive at Brussels in just a 5 minute window, between 7:45 – 7:50 in the morning, everyday, only to leave 2:30 hours later, together. The four aircraft arrive and depart together.
Passengers from Mumbai transit through Brussels onward to Newark, and vice-versa. Passengers from Delhi transit through Brussels onward to Toronto, and vice-versa. But passengers from Mumbai will need to be transferred at Brussels to the other aircraft to continue to Toronto, and vice-versa. Passengers from Delhi will need to be transferred at Brussels to the other aircraft to continue to Newark, and vice-versa.
Everyday, Jet Airways contributes 8 flights to Brussels, flying in a daily capacity of 2,344 seats, or 855,560 seats annually, of which nearly 75% of seats are filled up to contribute to nearly 650,000 passengers originating, departing, transiting, or transferring at Brussels. 33 Brussels based staff are employed, 75% of which are Belgians.
In the calendar year 2014, Brussels had 22 million passengers use its airport, of which nearly 3% was contributed to by Jet Airways, despite the airline contributing to just over 1% of aircraft movements. Further, of the top ten overseas (outside Europe) destinations from Brussels, New York (JFK & Newark/EWR), Mumbai, Toronto, and Delhi feature in the list. While New York is at the first position, Mumbai is at the 6th place, Toronto in the 8th, and Delhi at 10th.
Jet Airways is the only airline to directly connect Brussels to Toronto, Mumbai, and Delhi, and is one of just four airlines to directly connect Brussels to New York / Newark. Jet Airways enjoys nearly 32% market share on the Brussels – New York/Newark direct route, and 100% on the other three routes.
Nearly 30% of the passengers flying to/from the top ten overseas destinations from Brussels are carried by Jet Airways.
Jet Airways' operations have thus meant much to Brussels.
Jet Airways has cited commercial reasons for shifting the airline's European gateway to Amsterdam, which is just 160 kilometres to the north of Brussels, effective March 27, 2016. The airline states that a new strategic code share partnership with KLM Royal Dutch Airlines and Delta Air Lines will significantly enhance connectivity between India – Europe and North America.
However, the airline will be dropping its flights to Newark from its new European gateway, and while all three flights (To Delhi, Mumbai and Toronto) depart Amsterdam at nearly the same time, they will arrive at Amsterdam in a window of 1 hour 15 minutes. Jet Airways will continue to commit the A330-300 to the European gateway, but will free up one aircraft, allowing it to deploy it on a pattern that is not yet publicly known.
In contrast to Brussel's 22 million passengers in CY2014, Amsterdam's Schipol airport handled 55 million passengers in the same period, perhaps promising Jet Airways better commercial prospects.
(Picture on top shows an A330-200, the shorter variant of the A330-300 discussed in this piece).
Posted by theflyingengineer in Aircraft, Technical
737, Air, Boeing, Cochin, Delhi, Flight, Force, Indian, Indigo, Lateral, Minister, Modi, Narendra, path, Prime, Spicejet, vertical
Today, Prime Minister Narendra Modi flew into Cochin from Delhi on Indian Air Force One, operated by an Indian Air Force Boeing 737-700 Boeing Business Jet (BBJ) with tail number K5014. The way in which the airplane was flown was interesting, and different from the way in which a similar aircraft operating for a scheduled airline is flown. We compare the way in which the military 737 was flown, with the way in which a commercial 737-800 was flown on the same route.
The 737-700BBJ's lateral flight path is compared with the lateral flight path of a Boeing 737-800 VT-SZA operated by SpiceJet today on Delhi-Cochin as SG 561. What stands out is that the flight path of the military 737 is curvy, and not straight unlike the SpiceJet 737, strongly indicating that the flight was manually controlled, either by being hand flown throughout or by manual heading inputs to the autopilot. It does point to neither the autopilot's VOR/LOC function, nor the FMS-controlled lateral navigation being used.
The vertical flight path shows that the Prime Minister's flight (image on the left shows Him beside the 737 at Cochin) was not optimized for fuel burn. The aircraft climbed to 31,000ft (odd level altitude) when headed in the easterly direction, and as it changed direction over Hyderabad to a westerly direction, the aircraft descended to 30,000ft (even altitude). A BBJ, usually being light, can fly much higher than 31,000ft. The optimum altitude for an airplane gets higher as it gets lighter, and it could have step climbed rather than step-descended over Hyderabad.
The SpiceJet 737, in contrast, flew at 37,000ft till over Hyderabad. By then, the airplane was lighter, having burnt most of the flight's trip fuel. Over Hyderabad, when turning towards Cochin, it step climbed to 38,000ft – just as one would expect for optimal fuel burn.
A valid argument would be the winds at altitudes that could have impacted the military 737's decision to fly at a lower altitude. The SpiceJet flight and the military 737 flight were 5 hours apart. However, IndiGo's VT-IEM operating 6E 289 DEL-COK took off just 28 minutes after the Air Force 737, climbed to 35,000ft and then to 36,000ft over Hyderabad. IndiGo's aircraft in fact picked up 13 minutes enroute, to land just about 15 minutes after the Air Force 737, clearly showing that winds at higher altitude were not unfavourable.
The intent of this piece isn't to highlight who flies better, but rather to appreciate some of the differences between air transport flights in the military and in the commercial world. Vastly different priorities may explain the differences in flying. In the airline world though, it is all about minimising costs at every little opportunity.
Thanks to Karthik Kumar for the image of K5014.
Posted by theflyingengineer in Airline, General Aviation Interest, IndiGo
Delhi, Domestic, Flight, India, Indigo, longest, Trivandrum
IndiGo will launch a direct daily flight between Delhi and Trivandrum (Thiruvananthapuram) on 7th January 2016, making it the longest domestic direct daily flight to be presently offered in India, with a block time of 3:15 hours.
6E 533 will fly DEL-TRV effective 7th January 2016, and 6E352 will fly TRV-DEL effective 8th January 2016.
No other operator offers direct flights between the two cities.
The flight will cover a great circle distance of 1201 nautical miles (NM) or 2,224 km.
Presently, the longest direct daily domestic flight in India is between Mumbai and Guwahati, operated only by IndiGo, with a great circle distance of 1,119 NM and a block time of 3:00 hrs from BOM-GAU, and 3:30hrs from GAU-BOM. The 30 minute difference is due to headwinds when flying from Guwahati to Mumbai, which serve as tailwinds when flying from Mumbai to Guwahati.
Thanks to Ameya: The longest domestic flight is Port Blair – Delhi (1,339 NM) operated by Air India regional on their CRJ 700s on Fridays and Sundays.
Problem with the engine makes IndiGo now the third operator to induct the A320neo
Posted by theflyingengineer in Airline, Go Air, IndiGo, Vistara
Air, Customer, Engine, entry, Go, GoAir, Indigo, into, Launch, Lufthansa, Pratt, problem, Qatar, Service, Vistara, Whitney
The Airbus A320 is the first aircraft to be certified with the Pratt and Whitney (PW) Geared Turbofan (GTF) Engines. The GTF engines are revolutionary, moving somewhat closer to a turboprop with the presence of the reduction gear-drive. The A320neo (new engine option) variant with the PW 1127G-JM engines, the A320-271N, has run into a spot of bother, which has made Qatar and IndiGo refuse the aircraft with its present restrictions. Lufthansa is now the launch customer of the neo.
The A320-271N was certified late November 2015.
According to Air Transport World (ATW), "…operational restrictions are still in place for the Pratt & Whitney PW1100G engine, pending some hardware and software changes". This restriction requires the engines to idle for three minutes before the aircraft can commence taxi. Qatar will not accept a part-baked product, and IndiGo will not operate an airplane that will mess with its strict turn-around schedule.
The 5th production Airbus A320neo (-271), MSN 6801, is slated for Lufthansa, to be registered D-AINA. The 11th production A320-271N, MSN 6864, to be registered D-AINB, is the second A320neo slated for Lufthansa. The remaining A320neos upto the 11th are slated for Indigo (5), Qatar (2), and Spirit Airlines (1). Both are assembled at the line at Hamburg (Germany). The first A320neo is planned by Lufthansa to be introduced into commercial service in January first week, according to ATW.
With Lufthansa stepping up as the launch customer, Qatar will become the second operator to induct the A320neo, and IndiGo the third. Go air is slated to receive the 23rd production A320neo (-271N). IndiGo will then receive its neos only in early 2016, as had originally been widely speculated, based on other issues the engine had earlier faced.
The Pratt and Whitney GTF engine, by virtue of its new technology, will have its share of issues till the engine matures, as is the case with almost every new engine. While the GTF optimises propulsive efficiency through the use of a reduction gearbox to drive the three stages of the engine at optimal speeds, the alternate engine to power the A320neo, CFM's LEAP-1A, optimises thermal efficiency by running the combustion chamber much hotter, relying heavily on material technology to withstand such temperatures. According to Aspire Aviation, the CFM engines have underperformed on fuel consumption, and is facing issues related to both component heating, and cooling mechanisms.
While IndiGo and Go Air will bear the brunt of the bound-to-happen hiccups as the engine matures, Vistara, which is yet to make a decision on its engines in the first half of 2016, will receive its leased neos only in the second half of 2017. The airline will have good time to keep a close watch on the PW1127G-JM engine performance and reliability to make a better informed decision. While the aircraft and engine certification programme put the aircraft through extreme tests, it is also a known fact that Indian operating conditions are harsh for engines. Prolonged operations in Indian conditions will truly test the A320-271N.
Air India has apparently not yet decided on leasing neos in the short-medium term.
ATR 72 is now EASA certified for 78 seats
Posted by theflyingengineer in Aircraft, General Aviation Interest
72, 78, 86, Approval, ATR, Bombardier, CASK, Cebu, Density, EASA, High, Pacific, Q400, Seats
ATR received EASA certification for its high-density cabin layout which fits 78 seats, using the existing airframe which was until recently certified for a maximum of 74 seats. Cebu Pacific, the leading Phillipines low cost airline, is the launch customer of this new configuration of the ATR 72-600. The airline had formally announced an order for 16 ATR72-600s during the Paris Air Show with options to acquire an additional 10 ATR 72-600, worth US$673 million at list prices.
Cebu Pacific will receive its 78 seat aircraft in August 2016. According to ATR, " The additional seats are very valuable for airlines operating in the regions where traffic grows rapidly and the demand is highly sensitive to fare". According to Thierry Casale, ATR Senior Vice President Programmes, "The demand comes from airlines, especially in the Southeast Asian market, requesting to further optimize the cabin space and to increase the number of available seats for regional flights".
In August 2014, Thailand's Nok Air took delivery of an 86 seat Bombardier Q400, becoming the launch operator for the extra capacity seating configuration. Bombardier was able to squeeze in 86 seats at 29 inches seat pitch by shifting the aft galley into the aft cargo hold, thereby reducing aft cargo space by 20%. Forward baggage hold is done away with.
ATR can pack in 78 seats by reducing seat pitch to 28 inches, downsizing and moving the aft galley into the rear cargo compartment, and by placing two rear facing seats in the first row, which take up a part of the otherwise forward right cargo hold, thereby reducing forward cargo space. ATR's target is an 80 seat ATR 72, which will be possible only with four, rear facing seats on the first row. Such seats do not recline.
The configuration is built with the current SFE Geven Classic seats, requiring no special or different seats.
Interestingly, demand for these configurations have come exclusively from South East Asian low cost operators. According to a study that the 'Association of Southeast Asian Nations DNA' conducted, Filipinos are the second shortest race in the South East Asian region, with males measuring 5 feet 3.7 inches. Thailand's males are the second tallest, at an average 5 feet 6.9 inches. This makes Filipino men 4.8% shorter than the average Thai man, while a 28 inch seat pitch is only 3.4% lesser than a 29 inch seat pitch. Assuming similar thin seats on both aircraft, Filipinos, due to their height, may feel as comfortable, if not more comfortable, than Thai men flying in the high density Q400.
Indonesian males are the shortest in the South East Asian region, at 5 feet 2 inches, which makes the 78 seat variant well suited for the Indonesian market. If airlines are scientifically driven, airlines in other countries may not opt for the 78 seat variant, unless the business model decides otherwise.
The 78 seat ATR 72 seats 4 more than the until-recent maximum of 74. Assuming a 100% seat factor, 4 extra passengers will burn around 11 kg additional fuel on a 250NM sector, assuming ancillary cargo remains unchanged. This results in a 1.3% fuel burn increase on a 250NM sector, or a 0.65% increase in costs assuming fuel is 50% of the total operating expenses. Yet, due to the four additional seats, the cost per seat, after including the fuel increase, drops by 4.5% on a 250NM sector. We ignore possible increased maintenance costs due to slightly higher stressed operations.
This allows an airline to drop average fares by down to 4.5% to remain competitive in the market at unchanged margins.
Air Costa's active fleet reduces to 1 active aircraft today, operates 8 flights as it returns its second Embraer E170.
Air, cancellation, Costa, E170, E190, Flight, Lessor, return
Air Costa today flew only one aircraft, its Embraer E190 registered VT-LVR. VT-LNR, the lone Embraer E170 in Air Costa's fleet operated its last commercial flight yesterday. Sistership VT-LSR was flown to Lisbon and returned to the lessor on 22nd November.
The E170 will be tomorrow (28th November) be flown to Jordan's capital, Ammam, as its lease comes to an end.
Today, Air Costa operated only 8 flights: MAA-AMD-BLR-JAI-BLR-HYD-BLR-AMD-MAA, resulting in the cancellation of 28 flights.
The airline was supposed to have resumed operations of its other E190, VT-LBR, today (27th November). However, the aircraft is on its return from Jordan at the time of writing this. VT-LBR is flying into Bengaluru, from where it will operate a non-commercial ferry to Chennai early next morning, from where it will operate scheduled flights.
From tomorrow (28th November) onwards, Air Costa is expected to operate 16 flights a day, with 2 Embraer E190s. The MAA-HYD-VTZ-BLR-VTZ-HYD-MAA-JAI-MAA pattern, which was suspended since 16th November, will be resumed.
With the return of the E170, flights to Coimbatore, Tirupati and Vijayawada remain suspended till 4th December.
The airline's website reflects flights on the VGA-BLR-CJB-HYD-VGA-HYD-TIR-HYD-CJB-BLR-VGA pattern available from 5th December. This pattern will be operated by the Embraer E190, suggesting that the E190s are expected by the 5th of December.
However, the 4th pattern for the E190s could not be determined.
The airline may perhaps not be able to secure its pan-India AOP until the 5th Embraer E190 is inducted into its fleet.
Air Costa's flight cancellations in the month of November has been very high, and may have the highest cancellation rate among all airlines for the month.
AirAsia India reports a net loss of INR 65.2 crore in Q2'16, stellar cost improvement but disappointing revenue performance. Total losses accumulate to around INR 200 crore
Posted by theflyingengineer in AirAsia India, Airline
16, Air, AirAsia, Analysis, Asia, Break, data, Even, forecast, FY, India, loss, profit, Q2
Net loss INR 65.2 crore.
Excellent work in reducing unit costs in Q2'16, exceeded expectations.
Disappointing revenue performance.
Excellent ancillary revenues.
Accumulated losses around 200 crore, losses since start of operations around INR 150 crore.
Financial & certain performance data reported by AirAsia India is inconsistent, inaccurate, and unreliable.
Data Discrepancy
Before we begin the analysis of AirAsia India's performance, it must be noted that the quarter reports of AirAsia are unreliable, on at least four counts, as observed:
The quarter report for Q1'16 ("SECOND QUARTER REPORT ENDED 30 JUNE 2015") states that in Q1'15, AirAsia India reported a net loss of RM 0.4 Million. However, the quarter report for Q1'15 ("SECOND QUARTER REPORT ENDED 30 JUNE 2014") states that AirAsia India reported a net loss of RM 13.8 Million. This translates to a difference of RM 13.4 Million / INR 25.9 crore.
The quarter report for Q4'15 ("FIRST QUARTER REPORT ENDED 31 MARCH 2015") states that in Q4'14, AirAsia India reported a net loss of RM 12.4 Million, which, based on the RM-INR conversion rate prevalent then, converts to INR 22.7 crore. However, the P&L statement in the same Q4'15 report states that AirAsia India had a net loss of only INR 8 crore.
The quarter report for both Q2'16 ("THIRD QUARTER REPORT ENDED 30 JUNE 2015") and Q2'15 ("THIRD QUARTER REPORT ENDED 30 JUNE 2014") states that in Q2'15, AirAsia India recorded a net loss of RM 15.7 Million, which converts to INR 29 crore based on the RM-INR conversion rate prevalent then. However, in the Q2'16 report, AirAsia India is stated as having incurred a net loss of INR 52.9 crore.
The flown capacity (ASK) reported by AirAsia India in its quarterly reports is 12%, 5% and 3% higher than what the airline has reported to the DGCA in Q2'16, Q1'16, and Q415. However, in teh two sources of data, the number of flights by the airline match perfectly, and the number of passengers flown are reasonably close.
As a result of (3), we will refrain from comparing Q2'16 data with Q2'15 data, but will only compare Q2'16 data with Q1'16 and Q4'15 data.
As a result of (4), we will refrain from using the AirAsia India flown capacity as reported in the quarterly reports, as this leads to very misleading performance numbers. We stick to the DGCA data.
We had already mentioned the first three points, but the discovery of issue (4) made us withdraw our earlier analysis and revise the numbers. This is the revised analysis.
Due to the ambiguity resulting from points (1), (2) and (3) above, the total losses accumulated by AirAsia India including Q2'16 is around INR 200 crore. Total losses since start of commercial operations (ignoring June 2014) stands at INR 150 crore as reported by AirAsia India.
Q2'16 Analysis
Q2'16 (July 01st – September 30th, 2015) was AirAsia India's first full quarter of 5 aircraft operations. In this period, the airline flew 416,182 passengers (excluding no shows: 401,905. No shows : 3%), which is a 38% rise compared to Q1'16, though the number of flights increased by 50%. This explains Q2'16's load factors of 76%, as against Q1'16's load factors of 83%. The load factors in Q2'16 were lower than the 79% witnessed in the other lean season – Q4'15. Load factors include no show passengers.
The airline operated 34 daily flights as of 30th September 2015, and flew its millionth passenger in the first half of August 2015.
Q2 is historically a lean season. Capacity in Q2'16 grew by 56% over Q1'16, despite flights increasing by only 50%. This is in line with the average stage length of each flight increasing to 1,208 km/flt from 1,146 km/flt. Low load factors, increase in average stage length, and the low pricing power in the lean season have together resulted in the average fare dropping to INR 2,684 in Q2'16 from INR 3,350 in Q1'16. In Q2'16, AirAsia India did not inaugurate any new routes, but added a frequency on the Bengaluru – Vizag sector, and hence, there was no significant effect of low yields due to new routes.
Ancillary revenues at the airline have picked up very well. From being just 8% of total revenue in Q4'15, to 10% in Q1'16, it touched 15% in Q2'16. This has been aided by the increase in cargo per flight, to an average of 1,205 kg per flight in Q2'16 compared to 1,074 kg/flt in Q1'16 and 971 kg/flt in Q4'15.
However, on a unit basis, the airline's revenue per available seat kilometre (RASK) suffered a 27% drop from Q1'16 figures, to settle at INR 2.22/seat-km, due to the factors mentioned in the preceding paragraphs. The unit revenues are 22% lower than the Q4'15 lean season.
AirAsia India's cost performance is very good, and has touched record low values in Q2'16.
Unit aircraft fuel expenses fell by 13% in Q2'16 compared to Q1'16, despite fuel prices falling by only 9%. Higher average stage length of 5% can only contribute little to improved fuel consumption. However, tankering and uplifting fuel from stations with low sales tax on fuel may explain a part of the lower fuel expenses. Sales tax at Vishakhapatnam is just 1%, Goa 12.5%, Guwahati 22%, Imphal 20%, and Delhi 20%. Delhi, Guwahati, Imphal and Vishakhapatnam operations, and increased operations to Goa in Q2'16 may have significantly contributed to the drop in fuel costs.
Inexplicably, the staff costs have dropped in Q2'16 compared to Q1'16, from INR 31 crore to INR 29 crore. While there is no obvious explanation for such a drop, it has resulted in the unit staff costs to drop by 41% in Q2'16.
Unit maintenance costs have increased by 2% in Q2'16.
Due to longer flights, capacity has increased by 56% but flights by only 50%, in Q2'16 compared to Q1'16 resulting in the 7% drop in unit user charges and related expenses, which are largely a per-flight expense.
Unit lease expenses have dropped significantly by 29% in Q2'16, attributable to increased aircraft utilisation, higher capacity and no aircraft having to remain on ground in Q2'16. Average lease rental per aircraft per month is INR 2 crore.
Other operating expenses, most of which are fixed, have been diluted by the higher capacity, dropping by 25% in Q2'16.
Other Income, which is treated as part of operations by AirAsia India, increased by 10%, positively impacting the bottom line.
The cumulative effect of increasing frequency, network changes, and increased aircraft utilisation, amongst others, has reduced unit total operational costs at AirAsia India by 21% (including other income which can also be a negative quantity as in Q4'15). This is a brilliant performance, though the drop in staff costs is yet to be clearly identified. One explanation is perhaps the reduction in training expenses due to stagnation of fleet growth, and perhaps the voluntary exit of certain crew.
Break Even Figures
In Q2'16, AirAsia India realised a per-passenger cost of INR 4,621, which is 10% lower than the INR 5,166 cost per passenger in Q1'16, but 15% higher than the INR 4,009 cost per passenger in Q4'15.
In Q1'16, AirAsia India incurred a loss of INR 1,469 per passenger. At the same unit passenger revenue of INR 3,154, AirAsia India would have needed a break-even load factor of 112%.
AirAsia India lost INR 1.04 per seat flown every kilometer, which is 5% lower than INR 1.09/seat-km in Q1'16, but 30% higher than the unit loss incurred in Q4'15.
AirAsia India's cost structure is depicted in the pie chart. Fuel constitutes 36% of the airline's expenses.
Cancellations and OTP
Only 6 flights were cancelled by AirAsia India, in Q2'16. The airline operated 3,032 flights, with an average on time performance (OTP) of 87%.
Q3'16 forecast
In Q3'16, AirAsia India inducted its 6th aircraft into operations, in the second half of November 2015. Daily flights have gone upto 40, with increase in frequencies and the inauguration of a new route, Delhi – Vishakhapatnam.
Our forecast for AirAsia India's performance in Q3'16:
Quarter's Load factors to increase to around 85%.
Capacity to increase by 12% and passengers carried (including no shows) to touch around 520,000.
Average unit passenger revenue may rise by around 20%+ compared to Q2'16.
Certain unit costs to slightly increase due to addition of 6th aircraft and sending one aircraft for half a month for scheduled heavy maintenance.
Certain unit costs to very slightly increase due to weather related delays and diversions.
Ancillary Revenue percentage to drop in light of higher average fare.
For break even, unit passenger revenue must rise by around 45% (compared to Q2'16)
Very slim chance of an operational break-even. More likely in Q1'17 (April – June 2016).
Airbus A320NEO (A320-271N) receives Type Certification, IndiGo to soon receive first aircraft
A320, Air, Airbus, Asia, Engine, Geared, Go, India, Indigo, JAEC, JM, MTU, NEO, Orders, Pratt, PW1100, Turbofan, Vistara, Weight, Whitney
9th sub-variant of the Airbus A320-200 to get certified.
Exactly 14 months since the first Airbus A320NEO took to the skies on September 25th, 2014, the aircraft has won a joint FAA and EASA type certificate, today.
The Type Certificate however is for the A320NEO powered by the Pratt and Whitney PW1127G-JM Geared Turbofan Engine. This aircraft variant is A320-271N.
The PW1100G-JM family of engines uses a revolutionary but not new technology that essentially makes the engine a cross between a turboprop and a pure turbofan. This is the largest geared turbofan produced till date. With this engine, Pratt and Whitney marks its return as a single brand powerplant option for narrowbody mainline jets. Boeing 737-300/400/500/600/700/800/900/MAX-7/8/9 are all powered by CFM engines, while the Airbus A320 family of aircraft are powered by either CFM or the IAE consortium's engines. Pratt and Whitney is part of the IAE consortium.
The "JM" in PW1127G-JM represents partner companies Japanese Aero Engine Corporation (JAEC) and (Motoren- und Turbinen-Union GmbH) MTU. JAEC holds a 23 percent share in the PW1100G program and is responsible for the fan, low pressure compressor (LPC) and combustor/diffuser. MTU holds an 18 percent share and is responsible for the low pressure turbine (LPT), and jointly with Pratt & Whitney the high pressure compressor (HPC). Pratt & Whitney is responsible for the remainder of the engine and systems integration.
The PW1100G-JM family powers the Airbus A320NEO family (A319NEO, A320NEO, and A321NEO) and is available in 5 thrust variants of 22,000/24,000/27,000/30,000/33,000 lbf (pound-force) per engine. The PW1127G-JM that powers the A320NEO is the 27,000 lbf variant.
The CFM powered A320NEO (A320-251N) will be certified in the coming months.
In India, all operators that have placed direct orders for Airbus A320NEO aircraft have chosen the PW1127G-JM as the power plant of choice. IndiGo has 430 Airbus A320NEOs on order, some of which may be converted to A321NEO orders. Go Air has an order for 72 Airbus A320NEO aircraft. Vistara, which is committed to the lease of 20 Airbus A320 aircraft from Bank of China Aviation (BOC Aviation), will receive 7 Airbus A320NEOs from mid 2017 onwards. However, the engine option has not yet been finalised. AirAsia India, which leases aircraft from AirAsia Berhad, will receive Airbus A320NEOs powered by the CFM LEAP engines.
One of IndiGo's Airbus A320NEOs, MSN 6720, is one of the three test aircraft, and has been flying since September 25th, 2015. However, the first production aircraft is destined for Qatar Airways, the launch customer. MSN 6744, to be registered VT-ITA, a Hamburg produced A320NEO already painted in airline colors, may be the first A320NEO for IndiGo, despite being produced after the aircraft that was already flying for the certification program.
The three flight test aircraft powered by Pratt & Whitney engines accumulated over 1,070 flight hours over 350 flights. Of these 1,070 flight test hours, 300 were completed with the same aircraft in an airline like environment to ensure operational maturity at entry into service.
The A320-271N is the 9th sub-variant of the A320-200 family, after A320-211/212/214/215/216/231/232/233. The A321-271N is 'significantly different' from the original A320 Type certificate via the modification labelled "MOD 161000". Pratt and Whitney received FAA certification for the PW1100G-JM engine on December 19th, 2014.
The A320-271N's operating empty weight is around 3 tonnes heavier than the A320-232 which IndiGo flies today. However, the maximum take-off weight of the highest weight variant of the A320-271N is 79 tonnes, which is just 1 tonne higher than the maximum take-off weight of the highest weight variant of the A320-232. The dry weight of each PW1127G-JM engine is 453kg heavier than the IAE V2527-A5 that powers the -232 variant. This implies that the weight of accessories and structural reinforcements total to around 2 tonnes.
The A320-271N promises a fuel saving of upto 11% over the A320-232SL and 15% over the A320-232 (non winglet). Such savings are however realised only on flights of 3000NM and higher.
There is a strong possibility of IndiGo receiving its first Airbus A320NEO by end of this calendar year. As per our information, IndiGo's A320NEOs will be fitted with 186 seats – six seats more than what it fits every aircraft cabin with, today.
Thanks to Cyril for the heads up on the certification.
IndiGo: Desperate for Capacity
Posted by theflyingengineer in Aircraft, Airline, IndiGo
A320, Airbus, Indigo, NEO
IndiGo has turned out to be a consistently aggressive player. The 9 year old airline, which went public when fuel prices were at their lowest and profits at their highest, already flies 98 Airbus A320 current engine option (CEO), and is soon expected to add its 99th airplane. Then, the Airbus A320 new engine option (NEO) starts getting delivered. The magnitude of the airline's orders, and the airline's share of the first 35 aircraft to be delivered dwarfs every other airline.
Out of the 98 airplanes that the airline flies, 84 are part of the 100 airplane order that the airline placed in the year 2005. 16 aircraft were returned to the lessor, and those were the only airplanes that had a 6 year lease term. Then, IndiGo did something it had never done before – it started short term dry leasing older, previously operated airplanes, in a desperate attempt to increase capacity. The airline has leased 14 aircraft, most from Tigerair, and is soon expected to induct it's 15th such airplane, making it the 99th active aircraft in the fleet. All the short term dry leased airplanes that were not part of the airline's order are registered VT-IDx, with 'x' taking values from A to O.
IndiGo resorted to such leases because it felt the Indian market had the demand. More than 50% of the airline's fleet today has been inducted since 2012 – the year Kingfisher airlines went down. IndiGo filled in the void left by Kingfisher, was prepared for a void to be left by SpiceJet, and prepared to boost capacity to take on AirAsia India and Vistara. Today, the airline has a momentum that seems unstoppable. After exhausting its A320CEO order (100 airplanes, placed in 2005), the airline is left with 430 Airbus A320NEO airplanes that have been ordered and not yet delivered (an order for 180 airplanes in 2011 and 250 in 2015). The Airbus A320NEO is expected to soon be certified. IndiGo has opted for the Pratt and Whitney PW1100G geared turbofan engine option, and the NEO airplanes offer fuel savings of upto 15% more than A320CEOs without winglets/sharklets.
As of October 31st, there are 2,868 disclosed orders for Airbus A320NEO airplanes from airline operators and leasing companies. Out of those 2,868 orders, IndiGo's totals 430 aircraft – a staggering 15% of that number. This is followed next by the AirAsia, which has 304 NEOs on order.
Although Qatar Airways is the launch customer of the A320NEO, the first production NEO is destined for IndiGo. Out of the first 35 NEOs to be produced, 10 are IndiGo's, followed next by 6 of Qatar Airways.
Both these point to one thing – that IndiGo is desperate for capacity.
But with the 1st, 2nd, 4th, 6th, 9th, 10th, 12th, 15th, 18th and 19th A320NEOs destined for IndiGo, why would the airline want to lease a 11 year old A320 as its 99th aircraft?
The A320NEO was expected to be certified this November, but there apparently few delays that has forced Airbus to state that Qatar, the launch customer, will receive its A320NEO by end of this year, without publicly stating a date. IndiGo is a good planner, and perhaps the induction of the 99th aircraft as an old airplane points to the airline having some knowledge about delays in the NEO program which may be unacceptable for a carrier that is ever looking to add capacity.
IndiGo will be adding capacity not just with airplanes, but with seats. While the airline has stated its intent to induct Airbus A321NEOs, orders for such airplanes do not yet officially reflect in Airbus's order book. Another way the airline is adding seats to airplanes is through the Space Flex concept, where the two aft lavatories will be moved into the galley, freeing up enough space to accommodate an additional row of passengers, taking the total to 186 seats per A320 as opposed to the present 180 seats per A320. All A320s can be retrofitted to the new configuration.
Interestingly, IndiGo co-founder Rakesh Gangwal mentioned that that the larger A321NEO will have a longer range, when compared to the A320NEO. He told Livemint, " We will soon have the (Airbus) A321, with 234 seats. That brings down costs dramatically and allows us to do different things. Also, the range of the A321 is bigger, so with the same product, we can fly on longer routes from India". It was only in January this year that Airbus formally announced the A320NEOLR, a 97 tonne Airbus A321 with three auxiliary fuel tanks that offers a range of 4000 nautical miles (NM), which is 300 NM more what is advertised for the A320NEO. Airbus claims that the 97 tonne A321NEO has "the longest range of any single aisle airliner available today and tomorrow, making it ideally suited to transatlantic routes and will allow airlines to tap into new long haul markets which were not previously accessible with current single aisle aircraft."
However, deliveries for the long range A321NEO are expected in second half of 2018, which means IndiGo will have to do with the A320NEO till then.
Aditya Ghosh told AIN that the airline will increase its operating fleet to 111, 134 and 154 aircraft, by the end of March 2016, 2017 and 2018, respectively.
This means that IndiGo will need to induct:
13 A320NEOs by end March 2016, or 4 – 5 airplanes a month assuming deliveries for IndiGo start in January 2016.
23 A320NEOs between March 2016-March 2017, or 2 airplanes a month in FY2016-17.
20 A320NEOs between March 2017-March 2018, or 1-2 airplanes a month in FY2017-18.
This will total to 56 A320NEOs, which will represent 36% of the airline's fleet by end 2018, in line with what Aditya Ghosh told AIN in October: "We will, within two and a half years, have two-thirds of our fleet with Neos and in five to six years, have an all-Neo fleet".
With such a plan, all the airplanes presently in IndiGo's fleet will stay atleast till end March 2018, after which aircraft may be replaced by A320NEOs.
Assuming that IndiGo starts replacing the A320CEOs in its fleet with A320NEOs in its fleet from FY2018-19 to FY 2020-21 (to have an all NEO fleet in 5-6 years), that will involve replacements at an average rate of 2-3 airplanes a month. IndiGo has historically inducted on average 1 airplane a month, but in March 2012 it inducted 3 airplanes in a month. IndiGo will be able to handle 2-3 replacements a month, and perhaps 2 additions each month, taking the induction to a total to 4-5 airplanes a month, perhaps at maximum. At such a rate, the fleet at maximum may rise to around 220 airplanes in FY2021-22. A ball-park figure of 200, if achieved, will translate to IndiGo doubling its fleet in the next 5-6 years, amounting to a net CAGR of 12% – a very reasonable growth rate.
The initial hiccup, however, may still be with the A320NEO program. If IndiGo is to achieve its target of 111 airplanes by end March 2016, and if the NEO certification further pushes back timelines, the airline may have to induct more, previously-operated and old CEO aircraft, though that seems somewhat unlikely.
One of IndiGo's A320NEOs, a Toulouse assembled frame, which is also the 6th NEO to be built (MSN6720), has been flying since 25th September 2015 to help with the certification program. The second A320NEO (MSN6744), which unlike the other initial NEOs for IndiGo has been assembled at Hamburg, and fully painted in the airline's colors, but missing engines. It may be that the latter MSN (the Hamburg build) will be delivered first to IndiGo.
Thanks to Ameya for heads-up on the 99th aircraft.
FLYeasy's Embraer E190s spotted at Jordan (Satellite Imagery)
Posted by theflyingengineer in Air Costa, Airline, Flyeasy
217, 233, Air, Costa, E190, Embraer, flyeasy, Image, JorAMCO, Jordan, MSN, Satellite
Saudi Arabian airline Nas Air, which was later re-branded as Flynas, operated 6 110 seat Embraer E190LRs and 4 118 seat Embraer E195s, but ceased operations of the regional jet a while ago, as the airline transitioned to an Airbus A320 fleet. Of the six E190s, all leased from GECAS, two aircraft, with manufacturer serial number (MSN) 217 and 233 were reportedly to be leased to Bengaluru based FLYeasy, which is yet to obtain its Air Operator Permit (AOP).
Google Earth satellite imagery dated 15th September 2015 of the Jordan Aircraft Maintenance Company (JorAMCO) facility (see the highlighted portion in the image above) at the Queen Alia International Aiport at Jordan's capital Ammam shows two Embraer E190 aircraft painted in what definitely appears as Flyeasy's livery. Earlier satellite imagery dated 17th June 2015 shows one E190 in Nasair colors, and one E190 in Flyeasy's colors parked at the JorAMCO facility.
The Flyeasy livery is very evident in the images, with the dark green winglets, dark green engines, and the dark green paint that follows the vertical stabiliser down to the bottom of the fuselage.
Air Costa's 112 seat E190 registered VT-LBR, leased from GECAS, today flew into JorAMCO for scheduled maintenance.
Below are zoomed in images of the aircraft, and below that the embedded map. Please click on the image to view in full resolution.
Below is the map:
Air Costa cancels 8 additional flights for 11 days
Posted by theflyingengineer in Air Costa, Airline
170, 190, Air, AirAsia, Asia, cancellations, Costa, E, Embraer, Fleet, Maintenance
Air Costa, which used to operate 32 daily flights to 9 destinations, will be operating 18 flights to 8 destinations starting today, 16th November, till 26th November, as the airline's fleet temporarily reduces to just 2 aircraft – one 67 seat Embraer E170 and one 112 seat Embraer E190. No sale of flights on one of the patterns (MAA-HYD-VTZ-BLR-VTZ-HYD-MAA-JAI-MAA) was noticed on the airline's website. This leads to VTZ not being temporarily served by Air Costa.
VT-LSR, one of the two Embraer E170s, has been pulled out of operations due to the planned return of the aircraft to its lessor. VT-LBR, one of the two Embraer E190s, operated a special Chennai-Bengaluru flight LB709 (the first 7xx flight number for the airline), which is a ferry flight turned commercial flight, before heading off for scheduled maintenance to Jordan via Muscat. This leaves only two airplanes – VT-LNR (E170) and VT-LVR (E190) in the active fleet in the short term.
In contrast to Air Costa cancelling flights, AirAsia India, which presently has one of its Airbus A320 airplanes (VT-BLR) at Hyderabad for scheduled maintenance (Since 1st November), has not allowed operations to be impacted. The airline, which recently received its 6th aircraft (VT-APJ), continues to fly 5 patterns with 5 active aircraft. VT-BLR is expected to return from maintenance today to allow VT-APJ to fly to Delhi to operate additional frequencies on existing routes, from tomorrow. (Edit: VT-BLR flew to Delhi late this morning, and will take on Delhi flights from tomorrow).
Exactly one month ago, we had reported Air Costa not selling the E170 sectors for flights between 25th October and 30th November. The airline however later changed plans and started selling and operating 10 E170 flights. One operating E170 flies the VGA-BLR-CJB-HYD-VGA-HYD-TIR-HYD-CJB-BLR-VGA pattern, accumulating 10:15hrs block time.
The airline is expecting two additional Embraer E190s to soon join its fleet.
SpiceJet: Net Profits, Operational losses in Q2 FY2015-16
Posted by theflyingengineer in SpiceJet
16, 2015-16, FY, loss, profit, Q2, Spicejet
SpiceJet posted its third straight quarter of net profits, with the announcement of its Q2 results. The airline posted a net profit of INR 23.77 crore, but realised an operational loss of INR 27.91 crore. This loss includes the depreciation and amortisation expense of INR 30.36 crore. The airline has immensely benefitted from lower unit fuel costs which have dropped by 35% to INR 1.17/seat-km, compared to the same quarter last year. Higher load factors at the airline have driven up unit revenues by 7% over the same quarter last year.
Below is a detailed comparison of unit revenues between Q2'16 and Q2'15:
In Q2'15, the airline had an average sale (including ancillary revenue, which includes non-passenger revenue such as cargo) of INR 4,019 per passenger. In Q2'16, the airline had an average net sake of INR 3,750 per passenger. Although the airline was able to extract lesser per passenger, it flew more passengers, with the net effect being positive on the revenues.
Cargo performance has however been disappointing, with the airline flying on average 140kg lesser, per flight, in Q2'16 compared to Q2'15. This has resulted in a 7% drop in cargo carried per ASK. This however is partly explained by the shrinkage of the mainline jet fleet at SpiceJet.
Higher passengers, lower per-passenger sales, and lower cargo have resulted in a net 9% higher unit sales.
On the operating expense front, SpiceJet performed worse (on a unit basis) than the same quarter last year. The graph clearly shows that all unit costs have gone up, except for fuel, lease rentals, and aircraft redelivery expenses.
Average fuel prices in Q2'16 was 34% lower than in Q2'15. This has resulted in Spicejet's unit fuelc osts falling by 35% (The 1% difference is due to the dissimilar fleet mix of Jets and Turboprops). Unit lease rentals have gone down due to a smaller fleet of mainline jets, and a higher utilisation of aircraft. In Q2'15, the airline re-delivered a large number of dry-leased Boeing 737s, which cost the airline much. In Q2'16, there were no re-deliveries of dry-leased aircraft, which has led to lower redelivery expenses.
All other unit costs are much higher, most notably due to the smaller scale of operations which has concentrated certain fixed costs. In Q2'16, the airline deployed 34% lesser capacity than in Q2'15. Yet, all these unit cost increases were offset by the drop in fuel prices.
In Q2'15, SpiceJet lost 69 paisa for every seat flown every kilometre. In Q2'16, SpiceJet lost 10 paisa for every seat flown every kilometre.
However, the unit EBITDA (Earnings before Interest, Taxes, Depreciation and Amortisation) in Q2'16 was INR 0.01/seat-km, which was an earning of INR 1 paisa for every seat flown every kilometre.
What pushed the quarter to profits?
"Other Income" of INR 72.7 crore, which included 65.4 crore "consequent to finalisation / revision of terms of settlement of earlier lease terminations with an aircraft lessor for three aircraft" tipped the airline into net profits.
Comparison to Q1'16
Q2'15 and Q2'16 are a year apart. In that one year gap, the airline went througha near-death experience and changed hands, making the usefulness of such a comparison limited. A comparison with Q1'16 allows for a better understanding of how things are shaping up at SpiceJet.
Average load factors in Q2'16 were higher than in Q1'16, despite Q1 historically being a season of peak travel demand, while Q2 is historically a lean season.
In Q2'16, compared to Q1'16, SpiceJet flew 5% more flights, carried 5% more passengers, yet carried 10% more cargo, resulting in 5% more cargo per flight. The airline carried on the same number of average passengers per flight : 121, in both quarters. However, the airline operated flight lengths that were 2% lower than in Q1.
Unit revenues were understandably lower in Q2 due to lower pricing power. Net sales per passenger dropped from INR 4,215 to INR 3,750, which resulted in a 8% drop in unit revenues.
On the cost front, fuel prices on average in Q2 had fallen by 9%, but resulted in just 8% unit fuel savings at SpiceJet due to the shorter flights. Lease rentals have perhaps gone up due to the wet leased A319 aircraft contributing to smaller capacity per flight, and the mainline fleet growing in size with no significant change in capacity. This is due to some aircraft going for scheduled maintenance in this period, which has also driven up maintenance costs. The US dollar being higher by 3% in Q2 over Q1 may have also added to the increased expense. However, airport charges have remained almost unchanged. Q2's higher capacity of 2% brought down employee unit costs by 2%.
Other operating costs and other expenses going up by 27% and 9% respectively cannot be easily explained. Other operating costs were expected to remain the same, while other expenses were expected to fall by around 2%. The increase may be partly explained by increased selling costs (higher agent commissions – which may also explain the higher load factors), increased marketing spend, and training, among others. The airline has done something that has attracted higher expenses in Q2.
Scheduled Commuter Airlines (SCAs) – A turning point in Indian Regional Aviation?
2015, Airline, Aviation, Civil, Commuter, lease, Ministry, National, NCAP, Policy, rates, Scheduled
Till date, regional airlines in India have been looked upon in poor light, largely because of the past and the present. No regional airline in India has survived long, collapsing under the pressures of mismanagement and poor planning. Even today, the way in which regional airlines are both managed and run is disappointing.
The ministry's proposal for Scheduled Commuter Airlines (SCAs), and the associated benefits, are huge. For one, SCAs will be able to enter into code shares with other airlines. This will be the starting point for capacity purchase agreements (CPAs) as seen in the US of A where mainline airlines contract commuter or regional airlines to offer last airport connectivity. It turns into a win-win for both mainline and the regional or commuter airline.
Yet, the paid up capital requirement, as stipulated by the ministry, reduces entry barriers. This will allow the "not-so-good" to enter the business, mismanage the business, ultimately leading to a collapse, non-payment of salaries, and the like. So how much does an airline require to run?
It depends on many factors. We look into market lease rates of popular aircraft, and the amount of money the airline is going to lose over a period of 2 years. The projections are based on statistical data derived from many airlines, and will make you appreciate how much an airline really needs. We also expand the aircraft set to include other, smaller, in production turboprops.
We invite you to learn more by clicking here.


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Ms. Gwynne Tate
Friday, August 9th, 1957 - Saturday, January 7th, 2023
To share your memory on the wall of Ms. Gwynne Tate, sign in using one of the following options:
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Please share your favorite memory of Ms. Gwynne to be included in a special keepsake book for the family.
An obituary is not available at this time for Ms. Gwynne Tate. We welcome you to provide your thoughts and memories on our Memory Wall. To send flowers to the family of Ms. Gwynne Tate, please visit our Heartfelt Sympathies Store.
Saturday, January 21st, 2023 | 10:00am - 12:00pm
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August 9, 1957 - January 7, 2023
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redpajama_set_name: RedPajamaCommonCrawl


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Working with Royalty, Inspiring Start-Ups and Challenging Outdated Leadership Models.
It is impossible to label Janine Kirk due to her extraordinary range of experience in the private, public and charity sectors, including representing HRH The Prince of Wales' in Australia. CEO. Chair. Role model. Start-Up influencer. Passionate life-long learner.
Janine Kirk was the founding Chief Executive of The Prince's Trust Australia from Jan 2013 to Jan 2019, representing His Royal Highness The Prince of Wales' charitable endeavours in Australia. Prior to her appointment, Janine was a Partner at EY where she was responsible for establishing and leading the Victorian Government & Public Sector practice for the firm. She was also Oceania Leader Community; and a Director of the EY Foundation.
Prior to EY Janine was the Chief Executive of The Committee for Melbourne an apolitical, not-for-profit, member-based organisation that brings together over 150 organisations from Greater Melbourne's business, academic, arts and community sectors who have a passion for shaping Melbourne as a leading global city.
She is currently Chair, Phoenix Australia – the Australian Centre of Excellence for Posttraumatic Mental Health, Chair HousingFirst, an affordable and social housing association, Chair of The Melbourne Prize Trust, and is Deputy Chair of the Women and Families United by Defence Service Council.
Janine's long service to the community has been recognised by being awarded a Member of the Order of Australia (AM) for her contribution to Melbourne and child welfare, an honorary Doctor of Laws from Monash University and a Deakin University Vice -Chancellor's Distinguished Fellows Award for contributions to business, education and the community.
Board members are people too
Janine Kirk
HousingFirst


Chelsea Martin was interviewed at Weird Sister.
The National Book Foundation has put together a Pride Month reading list.
Checking in with Daveed Diggs's group Clipping at Rolling Stone.
At Literary Hub, a discussion of writing and solitude.
Publishers Weekly reviewed Leigh Stein's forthcoming Land of Enchantment.
Talking NYC DIY venues with Todd Patrick.
At the Emerging Writers Network, a review of Anna Noyes's new collection.


Klearview Appliance in Brooklyn, NY is an authorized dealer of Ilve Products. ILVE continues a 50 year heritage of elegant design and powerful engineering, as the finest manufacturer of cooking products in Europe today. Located near magnificent Venice, ILVE artisans hand-assemble the Majestic and Professional Series of ranges and hoods using premium materials for each custom designed piece. ILVE, known for their attention to detail, is a preferred brand worldwide for people with passion for cooking and shining design.
So if you are looking for Ilve products in Brooklyn, Manhattan, Queens, Bronx, Staten Island, Nassau, Suffolk, Westchester, New York and Long Island, or if you have any questions about Ilve products, please feel free to call us at 800-478-COOL or simply stop by Klearview Appliance at any time and we would be glad to help you.


Fishing Charters from Alpena Michigan. Charter fish for Salmon and Lake Trout on Lake Huron with a member of the Michigan Charter Boat Association.
Lake Huron Pink Salmon, Lake Trout, Steelhead, Brown Trout, Walleye, Perch. Fishing charter captains directory from the port of Alpena , Michigan located at 45.079582,-83.445282 USA Great Lakes Region.


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package com.github.anba.es6draft.runtime.objects.binary;

import com.github.anba.es6draft.runtime.types.ScriptObject;

/**
 *
24 Structured Data

 *
24.1 ArrayBuffer Objects

 *

 * Interface for {@link ScriptObject}s which hold an {@link ArrayBufferObject}
 */
public interface ArrayBufferView extends ScriptObject {
    /**
     * [[ViewedArrayBuffer]]
     *
     * @return the array buffer object
     */
    ArrayBuffer getBuffer();

    /**
     * [[ByteLength]]
     *
     * @return the view length in bytes
     */
    long getByteLength();

    /**
     * [[ByteOffset]]
     *
     * @return the byte offset
     */
    long getByteOffset();
}

redpajama_set_name: RedPajamaGithub


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The Customize Windows > Computer and Internet > General > Aerogel or Frozen Smoke or Blue Smoke
Aerogel or Frozen Smoke or Blue Smoke
Aerogel is highly porous solids, where up to 99.98% of the volume is made of pores. There are different types of aerogel, silicate by far the most common. Other materials, for example plastics – or carbon-based are used in special cases. Basically any metal, polymer and other materials can be used as a base. The name blue smoke is due to typical color of Aerogel which most commonly seen. Aerogel is Open Source material.
Properties and Structure of Aerogel
Aerogel has a highly dendritic structure, which is a ramification of particle chains with many gaps in the form of open pores. These chains have contact points, so ultimately leads to the picture of a stable, spongy network. Aerogel is a misnomer, it is not gel but a solid material.
The pore size is in nanometer range. Aerogel is used as an insulating or filter material. The applied areas of Aerogel will further increase with the discovery of additional features which are still not clear. The high optical transparency, together with a refractive index of about 1.007 to 1.24 and a typical value of 1.02, makes Aerogel interesting from a visual standpoint.
Image : Silica Aerogel tile insulating matches from the heat of a blow torch, by Aerogel.org
A silicate Aerogel appears milky blue against a dark background, as the silicon dioxide scatters shorter wavelengths more than longer wavelength radiation. This effect can be in the form of Raman effect like scattering which we see in daylight the sky as blue. Despite Aerogel has transparent appearance it feel like hard plastic. Because of this property, they appear dull and transparent and therefore bear the nickname frozen smoke. The chemical composition of the material Aerogel corresponds approximately SiO (OH) y (OR) z, y and z are the manufacturing process dependent parameters.
Usage of Aerogel
As Aerogel has high porosity the development of first Aerogel was with the intention to obtain a storage media for gases and solids. In 1960s, Aerogel investigated for their suitability as a storage media for liquid rocket fuel. By their fine structure, Aerogel can be used as a matrix for collecting small dust particles.
Since the refractive index of Aerogel is an area that can be reached either by gases or liquids or by conventional solid-state, they play an important role as a radiator material for complex systems.
Aerogel have a very low thermal conductivity and are therefore often used as insulation for special applications.
Carbon Aerogel has high electrical conductivity and stability plays an important role in materials research for electrode material in automotive catalysts and in supercapacitors.
Tagged With frozen smoke aerogel
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Title: Aerogel or Frozen Smoke or Blue Smoke
Cite this article as: Abhishek Ghosh, "Aerogel or Frozen Smoke or Blue Smoke," in The Customize Windows, August 30, 2012, July 19, 2019, https://thecustomizewindows.com/2012/08/aerogel-or-frozen-smoke-or-blue-smoke/.


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3 bold predictions for the first Chargers preseason game vs Rams
The LA Chargers preseason begins on Saturday against the LA Rams and will be the first of three games that the Bolts have to wet fans' beaks before the regular season begins. However, since the team is so cautious with its big-name players, we likely won't see most of the true starters in action.
That being said, there is still a lot to monitor and a lot we can learn from this game. The outcome of the game does not really matter all that much whereas the performance of players on the roster bubble and in position battles do.
There are still some things we would like to see and we think we will ultimately see in this game, regardless of the outcome.
Here are 3 bold predictions for the Chargers preseason game vs the Rams:
1. Isaiah Spiller scores a touchdown
Isaiah Spiller essentially has the RB2 job locked down but I would not be surprised if he plays a series or two in this first preseason game before paving the way for other running backs to get reps. A lot of fans are really excited to see how Spiller does in the powder blue and I do believe it will start with a bang.
I do not expect this game to be very high scoring but one player that seems like a guarantee to reach the end zone is Spiller. Whether it be via the ground or the pass, Spiller will find the end zone for six as he is playing along some other fringe starters in the beginning of the game.
Since he probably won't play every preseason game and will only play one or two series in this one, Spiller should touch the ball a fair amount as the Chargers not only see what he is made of but show him off to the fanbase.


The United Arab Emirates (UAE) is a country with paradoxical contrasts.
Indeed, while its seven emirates are rooted in Islamic traditions, the country is still host to veritable influences. While Ajman & Umm Al Quwain provide glimpses of the country's pre-oil days, Abu Dhabi, the UAE capital, and Dubai play hosts as glamorous playgrounds for tourists and non-Muslims alike.
Despite its profound traditions, the UAE has opened its arms and doors to a mosaic of culture, providing some truly world-class experiences. Dubai establishes itself as an indefatigable city full of culture, class, and nocturnal action. It is a city not afraid of ambition, one forever on the lookout for a good time.
Dubai is a city that demands attention, its malls are unrivaled, and the lively nightlife and hotels are grander and unashamedly glitzy. Its sheer amount of glass and steel can be seen as an oasis sprouting up from the desert. But for others, this may be an overwhelming experience.
For those seeking a reprieve from the overwhelming buzz of the city, many of Dubai's high-rise watering holes offer refuge. But be forewarned: To drink within the city's walls, and within any of six emirates, as Sharjah is a dry emirate, a non-Muslim resident requires a Dubai liquor license. Tourists, on the other hand, do not require a liquor license as most licensed bars are situated within hotels.
With all that said, head up to the clouds and take a tour of some of the city's best sky-high venues. From Burj Khalifa's dizzying heights to a Japanese-inspired cocktail lounge under the stars, drink in the views, and more importantly, the alchemic cocktails.
Offering stunning views of the bustling Sheikh Zayed Road below, this sleek and stylish sky lounge, sitting 43 floors up, provides its guests unrestricted panoramic views of Dubai's skyline. On a perfect day, Level 43 offers its guests breathtaking views of Burj Khalifa, Dubai Mall, and the Jumeirah coast.
By day, Level 43 Sky Lounge is a pool bar. At night, it transforms into a swanky lounge offering its visitors cocktails, mocktails, and more on its menu. With indoor dining seats and an outdoor lounge setting, this relaxed but upscale venue is the perfect place to unwind.
Level 43 features an in-house music stylist, setting the perfect tone for ladies' night and happy hour.
Equivoque of its picturesque setting and elite clientele, Uptown Bar is style and sophistication. On the 24th Floor, Uptown Bar is a spacious terrace that offers one of Dubai's most spectacular views.
Whether your preference is for free-flowing bubbly, vintage grapes of traditional spirits like cognac, whiskey, or gin, Uptown Bar's complex beverage menu means guests are spoiled for choice.
Like Uptown Bar, 360° is a Dubai institution. Reflective of its namesake, 360° boasts the best views in Dubai, featuring panoramas of the iconic seven-star Burj Al Arab and sweeping waters of the Persian Gulf.
Its Pan-Asian seafood à la carte menu is only rivaled by its curated cocktail menu, featuring popular favorites and homegrown creations. An effortlessly cool lounge, 360° is chic and sophisticated, an oasis of calm that transforms into an energetic and trendy hotspot for residents and visitors alike.
The crown jewel of The Oberoi Dubai, Iris Dubai is the perfect oasis amid Dubai's concrete jungle. Located on the 27th floor, Iris Dubai is a tropical yet modern gateway, a sizeable Beirut-inspired rooftop bar.
Its casual and relaxed vibe is a stark contrast to its location with Dubai's Business Bay. Yet, this chic bar embellishes the concept of al fresco dining: mellow, charming and particularly welcoming.
The drinks selection is extensive and the live acoustic sessions include a track list that encourages sing-alongs.
Establishing itself as one of Dubai's premier Japanese restaurants and bars, Tomo has been a crowd favorite since it debuted back in 2013.
As its literal translation from Japanese means "a long time friend," Tomo is a place where good friends gather. Helmed by Chef Chitoshi Takahashi, Tomo delivers authentic Japanese dishes which are beautifully complemented by the restaurant's wide variety of sake and shochu, a distilled Japanese spirit.
The indoor setting features traditional Japanese fixtures while its outdoor lounge, the Tomo Views bar, offers stunning sight lines of the city scape.
Atop the tallest building on earth, one that looms audaciously over its city sits the peak of fine dining, At.mosphere. Rising 442 meters from the ground, its unrestricted views of the city's skyline is only rivaled by its exquisite array of gastronomical wonders and innovative cocktail menu.
The bar excites your palate with delightful new creations while the panoramic views bring an exceptional lounge experience.
Come for a sundowner. The splendor of changing hues as the sun fades away and twilight beckons are worth the trip alone.
Located in the most ostentatious hotel in the world, Skyview Bar in the 7-star Burj Al Arab is a lavish hideaway and the perfect setting to quench your thirst. While the journey up to the 27th floor is decisive and finished within seconds, the bar itself takes a gentler approach.
The experienced mixologists at Skyview Bar go to great lengths to impress, offering a variety of cocktails from modern day classics to innovative experiences. The only thing that may catch your eye more than the floor-to-ceiling views of Dubai's skyline would be the 7-star cocktails made to suit your taste and mood.
The best views of any city are from a high, vantage viewing point. The few flights closer to the sun celebrate some of the most memorable views that a city has to offer. Dubai is no exception to the phenomenon. From atop one of Dubai's palatial rooftop bars, the city below awaits with magical silence.


TV Land announced that the network is moving forward with three sitcoms – two new series and a renewal for Retired at 35. These series join Hot in Cleveland which was also upped from a 22 episode order to a 24 episode order for season three. Currently, the sitcom is in the middle of season two, with the final ten episodes of season two airing in the summer. These pick-ups take TV Land from zero to four scripted sitcoms within less than a year's time, along with several additional sitcoms in development.
The two new series joining the network's roster are Happily Divorced marking Fran Drescher's (The Nanny) return to television joined by John Michael Higgins (Best in Show), Tichina Arnold (Everybody Hates Chris) and Rita Moreno (West Side Story) as well as The Exes (working title) starring Donald Faison (Scrubs) , Wayne Knight (Seinfeld, Hot in Cleveland), David Alan Basche (Law and Order) and Kristen Johnston (3rd Rock from the Sun). Additionally, TV Land has renewed its hit sitcom Retired at 35 starring George Segal, Jessica Walter and Johnathan McClain for a second season. Happily Divorced, The Exes and Retired at 35 are all picked up for 10 episodes each. Happily Divorced is slated to premiere Wednesday, June 15 at 10:30pm airing after new episodes of the final 10 episodes of season two for Hot in Cleveland. No word on premiere dates for The Exes and Retired at 35, but they will premiere next winter (2012).
Happily Divorced is based on Fran Drescher's real life and centers around Los Angeles florist Fran (Drescher) as she deals with dating after finding out her realtor husband of 18 years (John Michael Higgins) is gay. The show focuses on how she juggles her new relationships and her ex-husband post-divorce while still living under the same roof. The cast is rounded out by Fran's best friend Judi (Tichina Arnold), her parents Dori and Glen (Rita Moreno and Robert Walden) and her flower delivery employee Cesar (Valente Rodriguez). Additionally, in the pilot, Fran's love interest, Elliot, is played by D.W. Moffett.
The Exes revolves around three divorced men, ladies man Phil (Donald Faison), homebody Haskell (Wayne Knight) and newly-single and needy Stuart (David Alan Basche). The men live together in an apartment across the hall from their divorce attorney, Holly (Kristen Johnston), who also happens to be their landlord. Holly avoids her own relationship and commitment issues by becoming immersed in the men's affairs as they put their lives back together and return to the dating scene.
As you recall we mentioned TV Land ordered three sitcom pilots, but as of now they have not picked-up the third pilot, Rip City (aka Untitled Terri Minsky Pilot), which stars Christine Taylor, Barry Watson and The View's Sherri Shepherd. If they do pick that up to series, we will let you know but as of now it seems unlikely.
NBC revealed some of its original series programming for Summer 2011 that features the sixth-season premiere of summer's top-rated America's Got Talent on Tuesday, May 31 from 9-11 p.m. ET, the announcement of the new game show It's Worth What? and the second-season debut of The Marriage Ref on Sunday, June 26 at 10 p.m. ET.
In addition, NBC will offer fresh programs such as the musical competition series The Voice (premieres April 26, regular day and time Tuesdays at 8 p.m. ET) through the end of June as well as the new game show Still Standing (working title in the U.S.) and reality series Love in the Wild (days and times for both are TBA). Original episodes of the drama Law & Order: Los Angeles on Mondays at 10 p.m. ET also continue through the end of June.
NBC also will present the broadcast network premiere of the final season of Law & Order: Criminal Intent beginning on Monday, May 30 at 9 p.m. ET. Meanwhile, the last season of Friday Night Lights on Fridays at 8 p.m. ET also continues into the summer (premieres April 15).
As for timings for America's Got Talent, it will premiere its sixth season on Tuesday, May 31 from 9-11 p.m. ET with a two-hour broadcast. After its debut, the series will resume its run on Tuesdays in the 9 p.m. ET hour from June 7 through June 28. The series then will begin two-hour Tuesday editions from 9-11 p.m. ET starting July 5 until September 6. America's Got Talent will debut its Wednesday broadcasts on June 1 in the 9 p.m. ET hour and will continue on that night through September 7. On Tuesday, September 13, America's Got Talent returns to one hour at 9 p.m. ET for its penultimate episode before returning for its two-hour season finale on the next night - Wednesday, September 14 from 9-11 p.m. ET. Encores of both the Tuesday and Wednesday airings will air on the following Sunday and Monday.
View more about the new original programming for NBC summer 2011. We will let you know the full summer schedule as soon as it is announced, including premiere dates for the three new original series (game shows - It's Worth What and Still Standing and reality series Love in the Wild). For now view the NBC summer line-up without them added in.


Think before to you try to peek at your employees' personal telephone records. This practice is prohibited by the Telephone Records and Privacy Protection Act ("TRPPA").
TRPPA targets the practice known as "pretexting," where someone calls a company impersonating a customer and attempts to secure personal records of the customer without the customer's knowledge or permission. The law focuses on pretexting to obtain phone records. It provides criminal penalties for those who attempt to fraudulently obtain confidential telephone records or to sell or purchase such records.


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Articles ›
Ten Questions for Catherine Chung
Ten Questions
This week's installment of Ten Questions features Catherine Chung, whose second novel, The Tenth Muse, is out today from Ecco. Growing up with a Chinese mother (who eventually abandons the family) and an American father who served in World War II (but refuses to discuss the past), the novel's protagonist, Katherine, finds comfort and beauty in the way mathematics brings meaning and order to chaos. As an adult she embarks on a quest to solve the Riemann hypothesis, the greatest unsolved mathematical problem of her time, and turns to a theorem that may hold the answer to an even greater question: Who is she? Catherine Chung is the recipient of a National Endowment for the Arts fellowship and a Director's Visitorship at the Institute for Advanced Study in Princeton. Her first novel, Forgotten Country, was a Booklist, Bookpage, and San Francisco Chronicle Best Book of 2012. She has published work in the New York Times, the Rumpus, and Granta, and is a fiction editor at Guernica. She lives in New York City.
Catherine Chung, author of The Tenth Muse.
(Credit: David Noles)
1. How long did it take you to write The Tenth Muse?
From when I first had the idea to when I turned in the first draft, it took about five years, with many starts and stops in between.
2. What was the most challenging thing about writing the book?
My mind! My mind is the biggest challenge in everything I do. I write to try to set myself free, and then find myself snagged on my own limitations. It's maddening and absurd and so, so humbling. With this book, it was a tie between trying to learn the math I was writing about—which I should have seen coming—and having to confront certain habits of mind I didn't even know I had. I found myself constantly reining my narrator in, even though I meant for her to be fierce and brilliant and strong. She's a braver person than me, and I had to really fight my impulse to hold her back, to let her barrel ahead with her own convictions and decisions, despite my own hesitations and fears.
3. Where, when, and how often do you write?
I write where I can, when I can. I've written in bathtubs of hotel rooms so as not to wake my companions, I've written on napkins in restaurants, I've written on my phone on the train, sitting under a tree or on a rock, and on my own arm in a pinch. I've walked down streets repeating lines to myself when I've been caught without a pen or my phone. I've also written on my laptop or in a notebook at cafes and in libraries or in bed or at my dining table. As to how often I write, it depends on childcare, what I'm working on, on deadlines, on life!
4. What was the most unexpected thing about the publication process?
I wish it didn't turn me into a crazy person, but it does. A pleasant surprise is just how kind so many people have been—withdrawing from the real world to write can be very isolating; it was lovely to emerge and be reminded of the community I write to be a part of.
5. What are you reading right now?
Right now I'm reading Honeyfish—an absolutely gorgeous collection of poetry by Lauren Alleyne, and the wonderful The Weil Conjectures—forthcoming!—about the siblings Simone and Andre Weil, by Karen Olsson. I'm in love with Christine H. Lee's column Backyard Politics, which is about urban farming, family, trauma, love, resilience, growth—basically everything I care about. It's been a very good few year of reading for me! I'm obsessed with Ali Smith and devoured her latest, Spring. I thought Women Talking by Miriam Toews and Trust Exercise by Susan Choi were both extraordinary. Helen Oyeyemi is one of my absolute favorites, and Gingerbread was pure brilliance and spicy delight. Jean Kwok's recent release, Searching for Sylvie Lee, is a stunner; Mary Beth Keane's Ask Again, Yes broke me with its tenderness and humanity; and Tea Obreht's forthcoming Inland is magnificent. It took my breath away.
6. Which author, in your opinion, deserves wider recognition?
Ali Smith and Tove Jansson are both widely recognized, especially in their home countries—but I feel like they should be more widely read here than they are. I didn't discover Smith until last year, and when I did it was like a hundred doors opening in my mind at once: She's so playful and wise, she seems to know everything and can bring together ideas that seem completely unrelated until she connects them in surprising and beautiful ways, and her work is filled with such warmth and good humor. And Tove Jansson's The Summer Book is so delicious, so sharp and clean and clear with the purity and wildness of nature and childhood. Ko Un is a Korean poet who's well known in Korea, but not here—he's incredible, his poems changed my idea of what poetry is and what it can do. I routinely e-mail his poems to people, just so they know. Bae Suah and Eun Heekyung are Korean fiction writers I admire—I really like reading work in translation because the conventions of storytelling are different everywhere, and I love being reminded of that, and being shown the ways my ideas of story can be exploded. Also, how Rita Zoey Chin's memoir Let the Tornado Come isn't a movie or TV show yet, I don't know. Same with Dan Sheehan's novel Restless Souls and Vaddey Ratner's devastating In The Shadow of the Banyan. And Samantha Harvey is a beautiful, thoughtful, revelatory writer who I'm surprised isn't more widely read in the States.
7. If you could go back in time and talk to the earlier you, before you started writing The Tenth Muse, what would say?
I'd say, "Hey, I know you're worried about things like finishing and selling this book, and also health insurance and finding a job and not ending up on the street, and all that will more or less work out, but more pressingly, here I am from the future, freaking out because apparently I've figured out time travel and also either bypassed or am creating various temporal paradoxes by visiting you now. Clearly we have bigger issues than this book you're working on or the current moment you're in, so can you take a moment to help me figure some things out? Like how should I now divide my time between the present and the past? Am I obligated to try to change the outcome of various historical events? Should I visit the distant, distant past before there were people? Should I visit the immediate future? Do I even want to know what happens next and if I do will I become obsessed with trying to edit my life and history in the way that I edit my stories? Help!"
8. Would you recommend writers pursue an MFA?
I don't see it as a one-size-fits-all situation—I think sure, why not, if it's fully funded and you feel like you're getting something out of it. Otherwise, no. The key is to protect your own writing and trust your gut as far as what you want and need.
9. What is the biggest impediment to your writing life?
My mind, always my mind! Related: self-doubt, self-censorship, and shame.
10. What's the best piece of writing advice you've ever heard?
Back in my twenties, when I was writing my first book, I was eating breakfast at the MacDowell Colony, and this older writer asked me where he could find my published work. I said nowhere. I had an essay coming out in a journal soon, but that was it. He was astonished that I'd been let in and made a big production out of my never having published before, offering to read my forthcoming essay and give me a grade on it. It was weird, but it also sort of bounced off me. Anyway, there was a British poet sitting next to me at that breakfast named Susan Wicks, and some days later, as I was going to fetch some wood (it was winter, we all had our own fireplaces and wood delivered to our porches—have I mentioned MacDowell is paradise?) I opened the side door to my porch, and a little letter fluttered to the ground. It was dated the day of the breakfast, and it was from Susan Wicks. It said: Dear Cathy, I was so angry at the conversation that happened at breakfast! If you are here, it is because you deserve to be here. And you should know there is nothing more precious than this moment of anonymity when no one is watching you. You will never have this freedom again. Enjoy it. Have fun! And have a nice day! And then she drew a smiley face and signed her name. Susan Wicks. I think of her and that advice and her kindness all the time.
Ten Questions for Mona Awad
by Staff | Ten Questions 6.11.19
"So much can come of being willing to shut up and pay close attention to the world around you." —Mona Awad, author of Bunny
Ten Questions for Nicole Dennis-Benn
by Staff | Ten Questions 6.4.19
"We have to remind ourselves why we write and why it's important for us to tell these stories. The universe will take care of the rest." —Nicole Dennis-Benn, author of Patsy
Ten Questions for Domenica Ruta
"I love more than anything to be alone in my imagination, but sometimes it is a dangerous place." —Domenica Ruta, author of Last Day