Wednesday, December 18, 2013

The year ahead for EX-YU airlines

Great expectations for 2014

As an eventful year for the aviation industry in the former Yugoslavia comes to a close, attention now turns to 2014 with major developments set to take place over the coming months amongst the region’s airlines.

Adria Airways enters 2014 with the aim to expand its business after years of stagnation and cost cutting. However, the airline will have to be cautious if it is to post a profit. Despite plans to do so this year, Adria is now expected to end 2013 with a loss of one million euros. In 2014 the Slovenian carrier plans to expand its route network out of Ljubljana, station an aircraft in Verona, consolidate its position in Pristina and exercise seventh freedom rights out of Tirana. At the same time, the airline’s privatisation process is expected to be launched as it awaits for the European Commission to rule on whether it accepted state aid contrary to European Union competition laws. A decision by the Commission is expected to be made soon.

Croatia Airlines enters 2014 in the midst of a restructuring program and a privatisation process. Despite receiving no offers for a 49% stake in the Croatian carrier late last month, the government insists with carrying on with the sale. "Early next year, when we announce the second round for initial offers after publishing the airline’s 2013 financial results, there will be interest in Croatia Airlines", the Minister for Sea, Transport and Infrastructure, Siniša Hajdaš Dončić, said recently. Regardless of the privatisation drive, 2014 marks Croatia Airlines’ final year of restructuring. Next year the Croatian carrier might face some local competition on the market with a new airline, under the working title Libertas Air, hoping to set up flights from Dubrovnik.


Earlier this week B&H Airline said it plans to expand regionally following the launch of its new Belgrade flights. The Bosnian national carrier intends to launch flights to Skopje and Podgorica. In early 2014 the airline is also expected to launch a new website while its search for a strategic partner continues. The Federation government has said it plans to boost the 3.5 million euros currently allocated to B&H from the federal budget in 2014.

In 2014 Air Serbia plans to expand its route network and introduce a further four aircraft to its fleet, including the Airbus A320. The airline is expected to begin with the sale of its new summer season flights by the end of the week. On January 1, Etihad Airways will officially take over its stake in Air Serbia. However, the airline will also have to address delay problems it has had in recent days relating to its fuel supplier at Belgrade Airport. A broken supply pump has led to the delay of many flights over the past two days. In 2014, Air Serbia will also have to face increased competition with several airlines already announcing new flights to the Serbian capital.

Finally, Montenegro Airlines is expected to take delivery of an Embraer E190 jet in April. The Montenegrin government has said it will cover the cost of the ordered aircraft. Currently, the airline has eight jets in its fleet. In 2014, the carrier intends to continue with its restructuring and cost cutting program. Montenegro Airlines has announced it will launch flights to Dusseldorf at the start of the 2014 summer season but will also face increased competition from Ryanair.

What is your forecast for airlines in the former Yugoslavia in 2014?

68 comments:

  1. So does anyone know what excatly caused yesterday's disruptions in BEG?

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    Replies
    1. It says in the article

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    2. OK but whose responsibility was it? NIS'? JU's? BEG's? And whose responsibility was to have a proper back-up system installed?

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    3. NIS is exclusive supplier for Air Serbia.

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    4. Looking at the morning departures from BEG today it seems they have solved the issue with the pump.

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    5. Well, Air Serbia along with some other carriers are having trouble with exclusive fuel supplier NIS, allegedly broken pump 'causing cancellations and delays in the last two days. Without BEG's assistance a single Air Serbia flight in the last would not be performed at all.

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  2. Off-topic:
    Has there been a complete report on the Zurich airport accident with the CA bird?
    Finally, what was the cause? Poor maintenance, construction problem or something else.

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  3. ETIHAD IDE SWISSAIROVIM PUTEM

    Prošlo je 11 godina od bankrota Swissaira i raspada Qualiflyer grupe.

    Swissair je pokrenuo Qualiflyer sa Austrianom i Sabenom. Alijansa se razvijala na način da je tada jak igrač Swissair kupovao manjinske udjele u kompanijama koje je potom uvlačio u alijansu. Među tim kompanijama su bile i neke veće kompanije poput Sabene, TAP, Air europe, LOT-a, Austriana, ali i niz majušnih poput Air Liberte, Volareweb, Air Lotteral, Portugalia, AOM, Crossair... Problemi su počeli kada je Delta okrenula leđa Qualiflyeru i sa Air Franceom oformila SkyTeam (2000.). Sustav se urušio kao kula od karta nakon 11-9-2001. i ne samo da se 2002. raspao Qualiflyer nego je sa sobom u ropotarnicu povijesti odnio i Swissair, Sabenu i niz manjih kompanija. Dobar dio preživjelih je pobjegao u Star Alliance (TAP, LOT, Austrian), dok je Air Europe otišla u SkyTeam. Svi oni i danas osjećaju posljedice avanture pod imenom Qualiflyer, te su ili kupljeni pred bankrotom ili jedva preživljavaju i čekaju da ih netko kupi.

    Etihad danas radi apsolutno istu stvar koju je radio i Swissair. Investira u kompanije koju su na samom dnu, koje su već jednom nogom ušle u bankrot i Etihadova investicija ih je spasila u zadnju sekundu. Air Berlin, Air Seychelles, Jet, Jat (Air Serbia) i Darwin su doslovce bile na dnu, preko glave u g..... U svim tim kompanijama Etihad nema većinski udio, nego raspolaže sa 25-30% (samo u Air Serbiji to je 49%). U Virgin Australiji nemaju ni 20%, dok u Aer Lingusu nemaju ni 3%, iako su najavili kupovinu većeg broja dionica u 2014. kada Aer Lingus kreće sa prodajom. Ista priča kao i Swissair. Imaju utjecaj na strategiju kompanije, no ipak ju ne vode (i opet uz izuzetak Air Serbie). I nemaju partnera u Sjevernoj Americi, bez čega danas ozbiljne globalne alijanse nema.

    Naravno, Etihad može računati na izuzetna sredstva svoje vlade koja Swissair nije mogao imati, ali isto tako Swissair je u trenutku ekspanzije (kraj 1990-tih) bio daleko veći nego je Etihad danas, kako prema veličini flote, broju destinacija, tako i prema broju putnika. Nemojmo smetnuti ni s uma činjenicu da je Lufthansa, daleko jači igrač od Etihada i Swissaira, skoro slomila zube na vrtoglavoj ekspanziji (Austrian, Swiss, Brussels, bmi, Dolomiti, Eurowings, Germanwings, JetBlue, Luxair, SunExpress...) i danas mora kirurški rezati da bi preživjela. Razlika je i u tome što je Swissair sa najvećima razmjenjivao dionice (Sabena, Austrian...) dočim su međusobno imali utjecaj na poslovanje. Kod Etihada to nije tako, on investira u oko 1/4 kompanije dočim ima člana upravnog odbora, i neka upravljačka prava, no ne i kontrolu kompanije.

    Povijest je učiteljica života. Jeli Etihad na njoj nešto naučio, tek se treba vidjeti.

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    Replies
    1. Swissair-ovu "strategiju" nisu smislili ljudi koji se razumeju u avio saobracaj, vec konsultanti iz McKinsey-a koje je interesovala da uzmu sto vise novca na racun konsaltinga. Etihadova strategija je od 0 stvorena od strane svojih ljudi koji imaju dosta iskustva u avio saobracaju. I drugo, Swissair je firma iz male zemlje koja nije mogla da racuna na podrsku vlade, dok je Etihad drzavni projekat najbogatije zemlje na svetu. Etihad je stvoren da ne bi ispalo da Abu Dhabi nema svoju mega avio kompaniju dok komsije iz Dubaija i Dohe imaju i sejkovi ne zale para na avione za njega.

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    2. Povijest jeste uciteljica zivota ali se ne ponavlja tek tako niti na isti nacin. Razlika izmedju Qualifliera i alijanse koju pravi Etihad (ako je uopste pravi) je ocita. Jedno je plesati sa Deltom i drugim prevoznicima koji te mogu napustiti u svakom trenutku, a drugo je imati svoju privatnu alijansu gde imas vlasnicki udeo kod svakog clana.

      Na kraju ti jos treba novi 9/11 kako bi se Etihadu dogodilo isto sto i Swissairu.

      Etihad i da hoce, ne moze imati vecinski udeo u kompanijama u koje je investirao. Sto opet ne znaci da se Etihad tamo nista ne pita, naprotiv.

      Ovo sto oni rade je pokusaj da se napravi svetski igrac na 40km od sedista Emiratesa. Normalno je da ce probati neku drugu strategiju, nesto sto ostali ne rade. Drugacije bi bili progutani ocas posla. Mozda I'm uspe, mozda puknu, ali u odnosu na Swissair moze se reci da ima vise razlika nego slicnosti.

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    3. 1. anonymous:
      i ja sam rekao da Swisser nije mogao računati na podršku države koju Etihad može i to ogromnu.

      2. anonymous:
      No, to ste apsolutno u pravu. Potpuno je drugačija priča kada imaš "svoju" alijansu nego kada se moraš ulizivati drugim igračima koji svakog trena mogu otiči. No, ni 25% vlasništva nije garancija da netko neće okrenuti leđa. Sjetimo se Lauda Aira koji je lijepo levitirao između Austriana (Qualiflyer) i Lufthanse (Star) koji su imali 20-30% vlasništva, sve dok Austrian nije ušao u Star. Te sekunde je Lauda nestao. No, do tada ni Luftica, ni Austrian nisu mogli ništa posebno napraviti. U tom kontekstu se nikako ne slažem da u odnosu na Swissair postoji više razlike nego sličnosti.

      Prednosti Etihadovbe priče je velik izvor financija (tatica Šeik će uletjeti ako se negdje popuši), relativno mala ulaganja (vrijednost ulaganja u Air Serbiu je ekvivalent vrijednosti jednog aviona), mogučnost izlaska. No, u nekim slučajevima ta vrijednost i nije baš tako mala. Virgin Australia npr. 19,9% je opako koštalo, a intencija je da se investicija poveča u kontekstu veće investicije New Zealanda koji želi povećavati udio, te Singaporea koji je, vjerovatno, u dealu sa Air New Zealand kao članom iste alijanse. Ali opasnost stoji u šarolikosti investicija, kompanija koje su već prešle rub i bile nad ponorom, te velikim brojem investicija. Malo investicija x XY investicija x rizičnost kompanija (različiti poslovni modeli ili izostanak poslovne strategije kao kod Air Berlina, te neuspješan model za koji trebaš mnogo energije i sredstava da ga "izvedeš na pravi put") je već druga priča, nije li? Jel ovdje ne govorimo o 1-2 investicije, nego o njih 7, a u budućnosti i više. To multiplicira mogući rizik, a Etihadov angažman i stručnjake razvlači ko kaugumu.

      U svakom slučaju Etihad je najmanji od MEB3, a ako se Saudia proširi izvan svoje uske nacionalne granice onda postaje 4. u MEB4 i mora riskirati daleko više da bi išao ukorak sa većima, poglavito gigatom Emiratesom. Kupovina nerealno velkog broja zrakoplova (na 89 zrakoplova oni su naručili 218 komada, što je povečanje flote za gotovo 150%, tj. ona će za par godina biti 250% od sadašnje flote, te još 89 opcija), investicije u rizične kompanije ogromnih zaduženja i loše pozicije (Jat sa katastrofalnim imageom u turbulentnom prostoru i državi ekstremno niskog standarda; Air Berlin ogromna ekspanzija bez strategije i više kao stihijski pokušaj pariranja Lufthansi i drugim konkurentima; Air Seychelles na udaljemo otoku sa samo 85.000 stanovnika i relativno uspješnim turizmom; Jet izuzetno loše vođena kompanija u nestabilnom poslovnom okruženju uz veliku konkurenciju poglavito nacionalne kompanije koju štiti država; Darwin majušna kompanijica u okreženju ogromnih lavova sa zastarjelom i nefunkcionalnom flotom...), svakako jesu rizik sam po sebi i bez možebitnih vanjskih utjecaja. Sjetimo se efekta koji je imao SARS, 11-9-2001, koji bi imao eventualan rat na Bliskom Istoku, pa da njih i ne pogodi direktno, rapidno i jako snižavanje cijene goriva, a znamo da ovo nije prvi puta da su Amerikanci radi svojih interesa manipulirali cijenama goriva (ogromna naftna kriza početkom sedamdesetih, ekstremno snižavanje cijene energenata krajem osamdesetih što je srušilo SSSR...), itd. itd...

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    4. Za Anonymous 10:37 AM:

      A gdje mislis da ti isti bogati Arapi drze svoje novce? U Svicarskoj naravno. Ali manje bitno.

      Ono sto ti sugeriras je da se historija ne moze ponoviti samo zato sto je u pitanju Air Serbia jer eto glupi i nerazvijeni Svicarci su zaposlili sarlatane da im vode avio komapniju a pametni i iskusni Arapi su zaposlili strucnjake?! Kako da ne!
      Ovo sto se trenutno dogadja na nebu je svojevrsni rat izmedju velikih igraca a u cega se silom ili milom zeli upteljati Etihad. Tko ce pobijediti pokazati ce vrijeme i to uskoro...All the best

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    5. Drzava ekstremno niskog standarda je spasla svog nacionalnog prevoznika, dok je drzava koja "ima veliki stepen razvijenosti" primorana da svoju avio-kompaniju stavi pod stecaj. Admin molim Vas da uklonite Purgerov komentar jer je to velika uvreda.

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    6. Anonymous 2:55

      O cemu ti lupetas??? NIje Srbija spasila svog avio prijevoznika nego je netko iz vana (Arapi) ulupali nesto novca a na drzavi su ostali svi stari dugovi Jat Airwaysa. Stvarno, koje boje je nebo u tvom svijetu?

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    7. Qualifier group se uci na svim MBA studijama kao fantasticno veliki promasaj McKinsey "strategije", tako da Air Serbia treba da se nada da Etihad ne placa McKinsey da ih savetuje u vezi strategije...

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    8. Zašto pobogu je moj komentar uvrijedljiv? Niti je to bila intencija, niti je išta rečeno netočno. Razvijenost i standard su egzaktne stvari koje se mogu provjeriti vrlo lako.

      Human development (pozicija prema UN-u, ožujak 2013. godinu)
      09. Švicarska
      64. Srbija

      BDP per capita prema Međunarodnom monetarnom fondu
      04. Švicarska (78.881 USD)
      96. Srbija (5.309 UDS)

      BDP per capita prema Svjetskoj banci (identičan plasman je i prema UN i CIA):
      06. Švicarska (79.052 USD)
      100. Srbija (5.190 USD)

      I da, smatram da je Srbija napravila odličan posao, bez obzira na svoje financijsko stanje, jer je zračni promet izuzetno bitan za razvoj jedne zemlje. Ono što je željeznica bila prije 150 godina, danas je zračni promet. No, naravno da Etihad više riskira ako investira u kompaniju koja funkcionira u siromašnijoj zemlji, jer je potencijalno tržište daleko manje.

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    9. Srpske finansije vodi ministar kog su doveli sa McKinsey-a. <3

      Blago nama.

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    10. znači bankrot. znao sam :-) stvarno blago nama

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    11. You have one of the best finance ministers and should be proud that such smart head returned to Serbia instead of working for 200 000 US$ annually.
      That guy is the symbol of what is called patriotism. Not this quasi-patriotism which we face on this blog from people spreading nationalist propoaganda from their homes thousands km way from their countries.

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    12. A gde bi iskompleksirani susjed lecio svoje komplekse nego na Srbiji (Air Serbia). Ovo je skolski primer neceg sto se zove, JAL, LJUBOMORA, PAKOST. Brisi to administratoru. Nemoj dopustiti da kojekakvi nacionalisti skrnave ovaj odlican blog. Pozz.

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    13. Susjedi, polako pocrkacete od muke ...

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    14. E stvarno svašta. Na tim istim listama Hrvatska je 52. i raste po rejtingu, dok je Srbija 100. i pada. Uzgled prosječna plača u Hrvatskoj je 900 EUR, a kolika je u Srbiji?

      Stvarno za pocrkati od muke...

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    15. E da, ljubomorni na Air Serbiu, koja
      - još uvijek ima bitno manje aviona od Croatia Airlinesa,

      - veči dio flote je i dalje prastar (26 godina stari 737 su još uvijek okosnica flote, ATR-ovi su prastari, a dio Airbuseva nije u cvjetu mladosti)

      - Airbusevima lete strani piloti jer Jatovi kasne sa školovanjem, zato Airbusevi lete daleko manje nego bi trebali i često kada su prizemljeni

      - kašnjenja su svakodnevna,

      - otkazuju se letovi,

      - kompanija ima bitno manje putnika od CTN-a,

      - LF je smješno malen, daleko najmanji u Europi

      - kompanija gubi tone novaca zbog lošeg poslovanja. čestih kašnjenja i na aerodrome koji imaju ozbiljne slotove i skupe penale i katastrofalnog LF, uz visoke troškove marketinga i pokretanja linija

      - nije član ni jedne ozbiljne alijanse,

      - nema ozbiljnih frekvencija ni prema jednom velikom hubu (govorim o 4 do 5 frekvencija kao što CTN ima prema FRA, MUC i VIE)

      - pompozni planovi se konstantno prolongiraju

      - aljkavost u administraciji i organizaciji zbog koje kabinsko osoblje biva zadržano u Abu Dabiu, a otpadaju čak i slova sa aviona nakon jednog dana

      itd. itd. itd.

      Možda ova kompanija ima perspektive, ali za sada ona je bitno lošija od parodije koju smo nazivali Jat!

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    16. "nema ozbiljnih frekvencija ni prema jednom velikom hubu (govorim o 4 do 5 frekvencija kao što CTN ima prema FRA, MUC i VIE)"

      You should've just said "it's not a feeder airline".

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    17. E ne lupetaj u ove sitne sate ... pošteno si se izlupetao od broja aviona pa na dalje... Ovo je prilično ozbiljan forum za takve proizvoljne komentare.

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    18. McKinsey did indeed fail with the Qualiflyer scheme (like all major consultancies do on occasion), but if they were as bad as you say they are, they wouldn't be the #1 management consultancy in the world, so please keep your charlatan opinions to yourself.

      Sincerely, a McKinsey intern

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    19. Urgh, nobody was trashing McKinsey. What they did with Swiss was terrible, although much less so than for example what OW did with Citi/UBS and the fixed income "strategy" they devised.

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    20. Da, bitno je imati barem 4 ili 5 frekvencija prema jednom hubu (a ZAG ima takav broj frekvencija prema čak 3 huba) da bi se mogle ostvariti sve veze u valovima bez uzaludnog čekanja. Iz ZAG se možete otići u rano ujutro (oko 6) via FRA, MUC, VIE na bilo koju destinaciju i tamo biti već oko 10 sati, te se vratiti tijekom dana ili kao najkasnije opcija krenuti iz destinacije oko 18 da bi se u ZAG bilo u 22.15.

      Što se flote tiće, da Air Serbia (u stvari velika većina flote je i dalje Jatova) ima zapravo operativnih 12 aviona. 4 Airbusa koja zbog nedostatka pilota se svode na najviše 3 operativna, 6 operativnih Boeinga 737 i 4 ATR-a. Bog nezna koliko od tih Boeinga i ATR-a u stvari jest sposobno letjeti, a koliko ih mora služiti kao back-up radi prastarosti flote. CTN ima novu i vrlo stabilnu flotu od 12 operativnih zrakoplova, sa bitno više sjedala (2x A320, 4xA319 i 6x Q400).

      No, to su samo dva argumenta od njih 12 vrlo ozbiljnih!

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    21. Niti jedan od tih "argumenata" nema veze sa mozgom a pogotovo sa avio biznisom. Sve što si naveo je obično nacionalističko bulažnjenje kojim se blamiraš bez ikakve potrebe.

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    22. Ma naravno... ako je vama tako lakše... Eto:

      1. Čim su Boeinzi 737-300 prešli u Air Serbi odmah su se pomladili i više nemaju 26 godina nego ne više od 3-4 godine. Isto tako i ATR-ovi.

      2. Air Serbia nema manje putnika nego CTN nego je sa 12% povečanjem putnika na nekih 1,3 milijuna i pomoću magičnog štapića preko noći uspjela preskočiti razliku od 700.000 putnika.

      3. Nije istina da na Airbusevima lete strani piloti, i da Airbusevi lete zbog toga manje nego bi trebali. To se svima nama samo čini... Stjuardese krivo izgovaraju strana imena pilota koji se zapravo zovu Dušan, Jovan i Milojko, samo one to izgovaraju nekako drugačije.

      4. Nije istina da avioni kasne. Tih par sati svaki dan je laž i obmana zlonamjerne ZL Beograd koja sudjeluje u uroti za stvaranju fame o lošoj kompaniji.

      5. Potpuna je neistina da su se u zadnjih par dana otkazali letovi za BNX, PRG, SJJ, SKP... To su zapravo bili nevidljivi avioni pa nisu registrirani da su odletjeli na te destinacije.

      6. Load factor od 55% nije smješno mali i najmanji u Europi. To je odličan LF, daleko bolji od KLM-ovih 85%. Tko tvrdi drugačije laže i ne razumije matematiku u kojoj je 55 više od 85.

      7. Air Serbija je super profitabilna. Čudo jedno kako se kašnjenjem na slotovima poput LHR, stranim posadama, akcijama uz katastrofalan LF, može stvarati enorman profit. To nemože nitko nego čudotvorac pod imenom Air Serbia.

      8. Neistina je da Air Serbija nije član ni jedne alijanse. Ona je jedina kompanija koja je istovremeno član i Star Alliance, i SkyTeama i oneworlda

      9. Potpuna neistina da Air Serbija nema 4 do 5 frekvencija tjedno prema nekom velikom hubu. Pa 4 leta tjedno prema Abu Dhabiu vrijede više nogo 5 letova dnevno prema VIE. I opet stvar one čudotvorne matematike...

      10. Urota je i sve oko aljkavosti administracije, stjuardese nisu imale neugodnosti, prvi A319 nije bio prizemljen preko tjedan dana i letio samo za AUH, nisu otpala slova već prvi dan iz aviona... ma sve to pokazuje ozbiljnost kompanije koja je profesionalna kao i u svemu ostalom.

      11. Jednako tako neistina je da avioni dolaze bitno kasnije nego se najavilo na presici u kolovozu, da se prolongiraju počeci letenja spram prvotnih najava... To mi ne razumijemo izjave CEO na presicama. On govori drugačijim Srpskim koji mi nacionalistički odbulaznimo dok slušamo.

      Jel vam sad lakše? Čudo od kompanije koja je pokazala nevjerovatan profesionalizam i kvalitetu u prvih dva mjeseca poslovanja. Turskish, Lufthansa, Air France, British... su već počeli prodava svoje dionice i krenuli sa proglašavanjem bankrota radi straha od Air Serbije...

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    23. Lepo ti je ukazano, nenormalno se blamiras i to bez ikakve potrebe.

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    24. Tako tipicno srpski: dovoljno je samo reči to nije točno, ti nevaljaš, ti se blamiraš, i to bez i jednog jedinog argumenta. Vidim da ovakav način komunikacije nije nestao sa Miloševićem.

      Gdje su argumenti koji negiraju sve što je napisano?

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    25. Niko nema dovoljno vremena da odgovori na svaki tvoj komentar. Ovde ljudi umeju da budu poprilicno zaludni.

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    26. pa to bas i nije istina... kad se ima argumenata odgovara mnogo ljudi sa vrlo dugačkim postovima.

      Kad se nema argumenata onda se odgovara "nacionalstičke gluposti", "pisanje bez osnova", "to nije tako, nego drugačije, nije bitno kako, ali tako nije", "nemam argumenata ali samo da znač ti pričaš gluposti".

      ...ima jedna narodna iz ovih prostora "ako laže koza ne laže rog".

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    27. I would like to add a few things regarding JU's fleet. First of all, In the entire fleet there are only 6 aircraft which came from Jat Airways' fleet. They are four B737-300 and 2 Atr 72-200s.
      Two B737-300 were leased from Bulgaria during the last summer season and they are slightly younger than JU's old Boeing birds (I believe they are 21 and 23 years old).
      Furthermore, Jat Airways also leased two Atr from Denmark which are around 15 years old- if I am not mistaken. In addition to these four 'younger' birds, Air Serbia received 4 A319s which are incomparably younger than the Boeing fleet. In other words, no, most of the current fleet did not come from the old JU fleet as only SIX out of 14 aircraft currently in operation are from that era.
      I do not know where the guy got the information that only three A319s are flying. Dude, if you are looking at morning departures, obviously there will be usually three Airbuses departing since the 4th left for Abu Dhabi at around 23.00 the night before.

      I would also like to point out that when speaking about aircraft, it's not the age that matters but the number of cycles an aircraft has. That's why it's perfectly acceptable for 30 year old planes to be still in service. Naturally, their reliability decreases over time but the negative consequences can be overcome thanks to good maintenance. Thank God we have Jat Tehnika.


      @McKinsey intern:

      Nobody was trashing the company you intern for, I was just pointing out that our minister of finance comes from that institution and that he has not lived up to the reputation of the institution that sent him here. So take a deep breath and relax, your boss is not reading this blog for you to impress him. ;)

      Delete
    28. Dragi susjedi, nemojte se žestiti, skočiće Vam pritisak, pardon tlak; zaista ovaj Etihad je mnogo bezobrazan. Ali postoji lek za vaše probleme: ako Vas Air Serbia nervira, ostavite drugima da brinu o starosti aviona, kašnjenjima i svemu ostalom zbog čega, jadni, gubite nerve, a Vi pređite na blogove posvećene Vašem cenjenom avio-prevozniku! Pametnom dosta!

      Delete
    29. @ Anonymous argument seeker:

      Argumente ces dobiti kada iste izneses. Ono na sta si gore potrosio tisuce karaktera nema nikakve veze sa argumentima tako da ti na to moze odgovoriti neko ko je raspolozen za nacionalisticka prepucavanja. Tvoje teorije o 'tipicno srpskom ponasanju', Milosevicu i ekstremno siromasnim drzavama oko kojih se svi kupaju u medu i mleku, najbolje opisuju kakvim "argumentima" ti baratas. I nemoj se cuditi sto ti na to niko normalan ne odgovara.

      Delete
    30. Ignore za trola iz Hrvatske. Ne bi on trosio svoje vreme i pisao kilometarske postove o Air Srbiji, da ga to jako ne boli. Stari su to kompleksi od kojih im je citava nacija oboljela (cast izuzetcima). Da nije tako on bi sad pisao na nekom Lufthansinom blogu, ne bi gubio vreme sa "propalom" Srbijom. Verovatno u slobodno vreme ide i razbija dvojezicne table po Hrvatskoj. Ali to je vec dijagnoza od koje im je celo drustvo oboljelo.

      Delete
  4. a bit OT: no idea if it was mentioned here before, but Adria is in talks with Bydgoszcz Airport (Poland) to set up new route from BZG to MUC or FRA. Looks lide Adria is looking for new opportunities.

    ReplyDelete
    Replies
    1. The only ompany in ex.yu that looks for new opps. The only way to surrvive.

      Delete
    2. Yeah...Slovenian taxpayers bleed for flights outside of Slovenia.
      Why not Lima to La Paz flights?

      Delete
  5. Al Jazeera's report on B&H Airlines starting Belgrade flights.

    http://www.youtube.com/watch?v=C288Y1jS6i8

    ReplyDelete
  6. exYu, you need to learn that B&H Airlines is NOT Bosnian national carrier. It is owned by Federation of Bosnia and Herzegovina, not by the country. It is only carrier, but has no national privileges.

    ReplyDelete
  7. Does anyone know when they stopped using 'Adriatic Class' for their business class? I am asking because our suitcase was delivered this morning and it had an Adriatic Class tag on it. I am just wondering how old is it. lol

    ReplyDelete
  8. My favorite is B&H Airlines. They're announcing Skopje every year but nothing happens.
    For them it seems the same as if they were planning JFK:-)))

    ReplyDelete
  9. Does this mean even Montenegro Airlines will have more jet aircraft in its fleet than Croatia Airlines? :/

    ReplyDelete
    Replies
    1. Maybe but OU will still fly 4 times more passengers.

      Delete
  10. OT

    Uzivajte....
    http://www.youtube.com/watch?v=haduc5m5GyQ

    ReplyDelete
  11. Anyone have any predictions for next year? If anything, I think this year has taught us you cannot predict anything in this region. It was a pretty big year for the entire region in my opinion from Slovenia to Macedonia.

    ReplyDelete
  12. Just three things regarding the Etihad's business strategy:
    - Each strategy (including McKinsey's Qualifier alliance) is good but their effectiveness cannot last forever. The system has to be modified/tuned or eventually abandoned. Swiss Air and other victims have not done it timely.
    - Principle of Etihad's strategy (they call it Equity Alliance) is something very new and it is very early for any grim forecasts
    - And very important point: In case of Etihad their financing is very specific because in Islamic banking there is no place for greedy bankers. I would not recommend anyone to consider the ME carriers as Sheikh's another spending spree. On the contrary it is very serious business, they make profit and profit is recycled back into business. Result: the fastest growing air carrier in the history.

    ReplyDelete
  13. Today again 2 CANCELATIONS (SJJ and SKP)

    lot of short delays and several very serious

    DUS 2:05 hours
    ATH 1:40 hours
    MPX 1:40 hours
    ARN 1:10 hours
    PRG 1:00 hours
    SVO 1:00 hours

    And what is excuse for today delays and cancellations. Is it this time NIS pumps or BEG catering incompetence, or something 3rd?

    ReplyDelete
    Replies
    1. SKP is closed to fog. In fact, all cancellations in the past 48hrs were ATRs that could not land in thick fog.

      Delays are a different story.

      Delete
    2. That is the problem with ATR. Q400 is much better with fog problems...

      Delete
    3. Really, I did not know that. Please give us some details. Yesterday neither OS nor JP landed at SKP. JAT returned to BEG, 733, low ceiling, they tried but forecast did not come true.

      Delete
    4. Have you seen this? http://skp.airports.com.mk/default.aspx?ItemID=358&datum=12/18/2013

      Delete
  14. I hope that in future Montenegro Airlines only will use their new Embraers on their Tivat to Belgrade and Podgorica to Belgrade flights!
    The old Fokkers are so worn out,we really hate them.
    Also they should increase their frequencies to Belgrade.
    They are in fact very popular at home and in Serbia.
    How they are related to politics does not care us.

    ReplyDelete
  15. And today they start with delays from very early in the morning

    TXL
    CPH
    AMS
    FCO
    STR
    ...so what we can expect in afternoon it that starts with first flights?

    ReplyDelete
    Replies
    1. hater is that you? I can't see delays. Maybe you do not know the procedures for winter morning flights with deicing involved. Or maybe some atc slots are issued due bad enroute, or destinations airport weather. Anyhow, is there is huge delay company decide will day wait for transit passengers or they will put on some other flight, so the answer is maybe other flight in midday will be delayed or not.

      Delete
    2. In first flights in the morning? Deicing should be normal procedure for this time of year and good airport and company should calculate that in advance (more deicing teams and trucks, more time on ground, crew earlier in planes...). Why ZAG and other airports does not have those problems.

      And yes... excuses, excuses, excuses for delays every, but every day.

      Delete
    3. Are you freaking kidding me? Are you that annoying that you are coming here telling us about a 20 minute delay?! Do you realize that this is the time when it took off, not the time when it left the gate. In other words most of these flights were on time but taxing and de-icing requires a bit of time. Jeez Louise.

      Delete
    4. 'And yes... excuses, excuses, excuses for delays every, but every day.'

      Of course there are excuses, excuses, excuses because every day there is bitching, bitching and bitching.
      Furthermore, precious airports such as Zagreb post the time when the aircraft was detached from the gate, not when the plane actually took off. That's why it doesn't show. If they did the same as BEG the results would be identical.
      Or imagine if Frankfurt had to do it like BEG, the their own departures would ALWAYS be late.

      Delete
  16. How do you know that ZAG doesn't have this 'so called problem' when they show only that flight is departed instead actual time of departure? Now I can see that BEG website create a big problem for all the airlines by showing the time in third column. Ok, JAT has 10 morning flight in 1h. Approx 1flt/6min, deicing last at least 15min including push back and, depending of contamination and temperature. How many trucks, drivers and sprayers you are exacting, so my friend give us a break. You have never experienced the problem, just seating in chair with computer and spamming. I have remembered deicing problem two-three years ago at AMS, when the airlines waited for more that 1,5h just to be deiced and you can say that AMS is not organized airport. From my part, out and over

    ReplyDelete
  17. OMFG have y'all seen that Swiss' flight from Geneva is delayed today?! What a crappy airline, they will fail in a few months.

    ReplyDelete

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