A joint study by Boeing and the University of Arizona found that disinfectants already used on aircraft are successful in killing viruses like the one that causes Covid-19. Boeing says the results demonstrate that passengers face little risk of catching the virus from recently disinfected aircraft surfaces. The study comes as the airline industry continues stressing to the public that they are safe from the virus when flying. The sector has said several other recent studies support that conclusion. Boeing’s study, the first of its kind, aimed to determine how well various disinfectant methods, many already in use, kill a virus called MS2 on aircraft cabin surfaces, the Chicago airframer says. MS2 is harmless to humans, and more difficult to kill than SARS-CoV-2, the virus that causes Covid-19, says Boeing. The tests involved placing MS2 on “touch points” within an aircraft cabin, including on tray tables, armrests, seat cushions and storage bins, and in lavatories and galleys. Study participants then disinfected the surfaces using various products and methods. Surfaces were wiped and sprayed with virus-killing chemicals and treated with “antimicrobial coats” and ultraviolet light. The study confirmed that the disinfectants killed the virus, Boeing says. The University of Arizona “validated” the testing and “correlated those results in a lab to the virus that causes Covid-19,” it adds. “The probability of getting infected is close to zero. Using these techniques, there will be no transmission of the virus on these surfaces,” says University of Arizona virology professor Charles Gerba, who participated in the study. “Current cleaning solutions effectively destroy the virus that causes Covid-19,” Boeing adds. Michael Delaney, who heads Boeing’s “Confident Travel Initiative”, says the study confirms that cleaning recommendations Boeing provides its customers work. Last week, the US military released results from a study into the possible airborne spread of the Covid-19 virus within aircraft cabins. That study concluded that the “overall exposure risk from aerosolised pathogens, like coronavirus, is very low”. On 8 October, IATA said the risk of catching Covid-19 on an aircraft “appears very low”. IATA said “computational fluid dynamics” research completed by Airbus, Boeing and Embraer demonstrated that “aircraft airflow systems do control the movement of particles in the cabin, limiting the spread of viruses”. Boeing’s study was an effort by its Confident Travel Initiative, which the company created earlier this year to establish safety recommendations and to study the risk of Covid transmission on aircraft.

Source: Cirium

Cathay Pacific Group will cut 8,500 jobs, in a HK$2.2 billion ($284 million) restructuring exercise that will also see the Cathay Dragon brand cease operations effective immediately. As part of restructuring efforts, the group will eliminate 8,500 positions, or about 24% of its existing headcount. Of these, 2,600 are currently unfilled, owing to cost reduction initiatives in recent months including a hiring freeze and the closure of certain overseas bases. The majority of the staff — more than 5,000 — to be axed will be Hong Kong-based employees. Cathay did not disclose which jobs were affected. As for the closure of Cathay Dragon, Cathay states it intends to take over the majority of the carrier’s routes, together with its low-cost arm HK Express. Data shows that Cathay Dragon only operates five routes now, the majority of which are to mainland China. Before the coronavirus outbreak affected its network, the carrier — which began life as Dragonair — flew a network of more than 50 points across mainland China and Asia, including to Japan, the Philippines, India as well as Malaysia. News of Cathay Dragon’s closure ends months of speculation about the carrier’s fate. As recent as June, the group was mum about whether or not the carrier might be absorbed into either Cathay or HK Express’ operations. The restructuring announcement caps off a business model review that began in June, shortly after the carrier unveiled a HK$39 billion recapitalisation plan. The carrier said then that by the fourth quarter of the year, its senior management team will make recommendations to its board on the “optimum size and shape” of the group. Cathay Pacific Group reported a staggering operating loss of HK$8.7 billion for its half-year financial results, amid plunging travel demand amid the coronavirus outbreak. It has since parked about 40% of its fleet in long-term storage overseas as well as deferred delivery of its Airbus aircraft. Cathay also recently said it only expects to operate at half capacity in the coming year, given that recovery will be slower than expected.

Source: Cirium

Wizz Air chief executive Jozsef Varadi sees a "major opportunity" for his carrier to expand into the vacuum left by retrenching competitors amid the Covid-19 crisis. During an online broadcast by the UK's Aviation Club, Varadi said Wizz had been "waiting for a crisis" to emerge since the financial crash of 2008/9, given the role of recessions in shaking out weaker players. "Of course we didn't know it would be Covid," he adds, "but we knew any crisis would be an opportunity… It sorts winners from losers." Varadi's confidence that Wizz will emerge as the former appears bulletproof. "This is a commodity business, and the lowest cost prevails," he says, opining that his airline can offer the lowest fares in Europe – an advantage he expects the pandemic to only accentuate. This is on the basis that, in contrast with many carriers, Wizz has continued to accept new aircraft throughout the crisis, taking 12 Airbus jets since March, and with a further 40 due for delivery over the next 15 months. This will continue to bring down the age of the fleet and reduce costs. Many airlines have meanwhile been slashing aircraft deliveries as they look to cut all but essential spending. "Not only are we using our unit cost [advantage] versus the industry, but the industry is going to increase its unit cost with an ageing fleet," says Varadi. A younger, more efficient fleet has, he notes, the double benefit of bolstering the carrier's environmental credentials, something of growing importance to passengers. Continued market diversification is another of Wizz's core strengths, Varadi contends. Whereas some airlines have withdrawn to their key routes, Wizz is flying to 85-90% of its usual destinations, axing flights only when government restrictions make operations effectively impossible – "and we will be resuming the balance when we can, from a restrictions point of view". Wizz's capacity is at about 45% of last year's levels, but it has launched more than 200 new routes in the past five months, and opened 12 bases."Some of our competitors are contracting in a big way and leaving a market vacuum behind them – of course we make sure that we take advantage of that," says Varadi. In addition, the carrier's Abu Dhabi unit, a joint venture with the city-state's government, has recently received its air operator's certificate and is preparing for the start of operations. Securing financing has been a challenge for many carriers, but, again, Varadi believes Wizz has in this area been able to plot a smooth course amid the crisis. Other than securing one support loan from the Bank of England, something he describes as "more like testifying our standing in the market", the carrier has not taken any significant liquidity measures. This "shows the resilience of business model", Varadi argues, adding: "We didn't need to raise equity or borrow money."
Again, he draws a contrast with competitors. Many, Varadi suggests, will not make it to the other side of the crisis. Although some will be able to access government support, this is not available to the majority. "There will be less players in the industry," Varadi predicts. "This is not rocket science. Out of 3,000 or so flying around the globe, not 3,000 are going to survive."

Source: Cirium