Air New Zealand is considering making hundreds of cabin crew redundant as a "last resort" measure in response to a reduction in long-haul demand. The flag carrier says it has reduced its Los Angeles passenger service from a daily frequency to three return flights per week, and converted all San Francisco flights to cargo-only services. It will continue to operate eight cargo-only flights on the Auckland-Los Angeles route. "We recognise that a reduced schedule will require a smaller number of cabin crew going forward and we are working through what this means for the team. Any decision we make will be made in consultation with our people and the unions, with redundancies as the last resort," the airline says. "We appreciate that our cabin crew have already made significant sacrifices throughout Covid-19, but sadly our international schedule remains largely limited by border restrictions and unfortunately there is not enough flying to provide sustainable rosters for the number of crew we have." The airline, which posted its first loss in 18 years for the financial year ended 30 June, says that in the "foreseeable future" it has "around 385 more widebody cabin crew in the business than we have work for". Amid the turmoil of the Covid-19 pandemic, 4,000 staff have already left Air New Zealand. The airline has scaled back its executive team by a third, from nine members to six. Back in June, the airline painted a stark picture of the next two years, saying that it expected to be just 70% of its former size in 2022, with long-haul travel a distant prospect for 2021.

Source: Cirium

The 13 airlines of the Oneworld alliance plan to cut their carbon emissions to net zero by 2050, matching the individual commitments of several member carriers. Each of the airlines will work towards the target "within the existing environmental framework previously agreed to by governments, including through the International Civil Aviation Organization", the alliance says. Individual carriers will also develop their own approaches through initiatives such as improved efficiency, investments in sustainable aviation fuels and more fuel-efficient aircraft, and the reduction of waste and single-use plastics. Several Oneworld carriers have already made significant investments towards reducing their carbon emissions. British Airways and Iberia parent IAG, for example, committed last year to achieving net-zero emissions by 2050 and is investing heavily in an initiative to turn commercial and industrial waste into sustainable aviation fuels. Finnair is looking at a range of measures to achieve carbon neutrality by 2045. "The commitment of Oneworld member airlines to reach net zero emissions by 2050 underlines the importance that we as an alliance have placed on becoming a more sustainable industry," states Oneworld chairman and Qantas Group chief executive Alan Joyce. "Despite the challenges we are all facing amidst the Covid-19 pandemic, we have not lost sight of the responsibility we have to reduce emissions in the long term and today's announcement reflects the strength of that commitment." Oneworld chief executive Rob Gurney adds: "Alongside our member airlines, we are proud to be the first alliance to commit to net-zero emissions by 2050 and play a role in making the industry more sustainable. We want to thank our member carriers for their support and recognise IAG and Qantas for the leadership they have shown as we committed together to this goal." The alliance has 13 members: American Airlines, British Airways, Cathay Pacific, Finnair, Iberia, Japan Airlines, Malaysia Airlines, Qantas, Qatar Airways, Royal Air Maroc, Royal Jordanian, S7 and SriLankan Airlines.

Source: Cirium

The European Commission has announced a waiver of the 80:20 ‘use it or lose it’ slot allocation rule for the 2020-2021 winter season. The waiver conditions agreed between airlines, airports and slot co-ordinators earlier in September will be applied immediately on a voluntary basis, says European Commissioner for Transport, Adina Valean. The decision affects the roughly 100 slot-constrained airports covered by the Commission’s regulatory oversight – which is around half of such facilities worldwide – and follows a vocal pro-waiver campaign from bodies including IATA and, in recent weeks, airports association ACI Europe. “Air traffic levels remain low, and more importantly, they are not likely to recover in the near future,” Valean states in explaining the decision to implement a waiver. “In this context, the lack of certainty over slots makes it difficult for airlines to plan their schedules, making planning difficult for airports and passengers.” Valean cites, however, “certain problems with the current waiver”, which prevent efficient use of airport capacity. These issues “must be remedied”, she suggests. “Slots are not always relinquished in time for other users or airports to plan operations as they would like; competition may also be distorted if airlines seek to benefit by increasing their market presence without using their slots and airport capacity correctly,” Valean explains. “Such behaviour can hamper competition and can, therefore, harm EU passengers and freight customers.” The Commission is therefore consulting the public and stakeholders on how the industry will return to “a normal slot regime” once air traffic returns to “more stable levels”. Proposals are expected before the end of the year. Several regulators in Africa, Asia and the Americas had already agreed to a waiver of the 80:20 rule for the winter season. ACI Europe joined forces with airline bodies and slot co-ordinators to announce a theoretical framework for a waiver of the 80:20 rule on 3 September. That the conditions were agreed to by ACI Europe marked a shift in thinking from the airports body, which had expressed some reservations regarding the issue of waivers. Speaking to FlightGlobal in July, IATA’s head of worldwide airport slots Lara Maughan stressed the urgency of the winter-waiver situation for airlines seeking to know the terms on which network-planning decisions were being made. The flexibility afforded by a waiver is fair in the current crisis, Maughan suggested, particularly when few, if any, carriers expect to reach 80% of their pre-coronavirus capacity in the coming months.

Source: Cirium