ANA (All Nippon Airways) ! NH ! ANA !

The airline said in a statement it was responding to "numerous requests for this service," adding that the toilet would be located in the rear of the plane and be available to women passengers from all classes.

An airline official told Kyodo news agency that ANA decided to designate women-only lavatories based on a 2007 online survey in which 90 percent of the women polled said they found the idea attractive.
The official also said women do not like using shared toilets as men sometimes leave the seat up. She said demand for women-only toilets was especially high among passengers taking long flights.

Men would be allowed to use the lavatory only in emergencies or when there were very few female passengers on the flight, the ANA statement said.

South Korea's Korean Air has been offering similar facilities and ANA rival Japan Airlines designates lavatories for priority use by women, the ANA official told Kyodo.

Toilet etiquette appears to be an important part of ANA's policy -- the airline had previously asked passengers to use the lavatories before they board flights so as to reduce the overall weight of the plane, which would ultimately be better for the environment as it would mean less fuel usage.
(Writing by [Vous devez être inscrit et connecté pour voir ce lien], editing by Chris Gallagher)

ANA : prévisions 2009-2010 plus sombres que prévu
[ 19/03/10 - 08H30 - actualisé à 09:54:00 ]

La deuxième compagnie aérienne japonaise va creuser ses pertes en 2009-2010. Mais elle compte ravir à sa rivale JAL en faillite le titre de n°1 en Asie.
Le ciel s'obscurcit pour All Nippon Airways qui, pour l'exercice qui court d'avril 2009 à mars 2010, table désormais sur une perte nette de 65 milliards de yens (530 millions d'euros) contre 28 milliards auparavant. Le groupe a en outre triplé, à 61 milliards, sa prévision de perte d'exploitation annuelle, laquelle sera la première en sept ans. La deuxième compagnie japonaise a également revu à la baisse sa prévision de chiffre d'affaires, à 1.220 milliards au lieu de 1.260 milliards.

ANA n'a pas fourni les raisons de cet avertissement sur son résultat mais il faut y voir les effets de la crise mondiale ces derniers mois qui a causé une chute du nombre de voyageurs en classe Affaires. La pandémie de [Vous devez être inscrit et connecté pour voir ce lien] a également dissuadé les touristes d'emprunter ses avions.

Résultat : dans le cadre d'un programme d'économies de 86 milliards de yen, All Nippon va supprimer près de 1.000 emplois, fusionner des filiales et tailler dans ses dépenses de publicité. Le transporteur compte aussi renforcer son offre grâce aux livraisons de nouveaux appareils, (dont des B787 Dreamliner) et profiter de l'ouverture d'une nouvelle piste à l'aéroport de Tokyo Haneda.

Passer devant JAL
S'il a tiré un trait sur 20009-2010, ANA n'en conserve pas moins des ambitions pour l'avenir. La compagnie a promis de revenir dans le vert en 2010-2011, avec un bénéfice net de 5 milliards et un bénéfice d'exploitation de 42 milliards. En 2011-2012, le bénéfice net devrait passer à 37 milliards et le bénéfice d'exploitation atteindre 104 milliards, selon les projections rendues publiques vendredi. Pour ce faire, elle table notamment sur une forte hausse des revenus tirés des liaisons internationales. "L'accroissement des capacités des aéroports de Tokyo et l'introduction de l'avion stratégique Boeing 787 constituent de grosses opportunités en 2010-2011 et ANA construira sa croissance de façon plus mondiale dans le but de devenir numéro un en Asie", a affirmé la compagnie dans un communiqué.

Pour le moment, le réseau international d'ANA est relativement peu développé par rapport à celui de sa rivale Japan Airlines (JAL). Mais JAL, l'actuelle première compagnie d'Asie déclarée en cessation de paiements fin janvier, s'apprête à subir une cure d'amaigrissement draconienne.

TOKYO, 3 avr 2010 (AFP)

La compagnie aérienne japonaise Japan Airlines devrait supprimer une cinquantaine de ses liaisons internationales ou domestiques, lors de l'exercice en cours, afin de tenter de revenir dans le vert, selon la presse nippone samedi.

2010 AFP

[Vous devez être inscrit et connecté pour voir ce lien]

ANA confirmed the merger of its Air Japan charter and ANA & JP Express cargo subsidiaries, following up on a corporate plan announced last month [Vous devez être inscrit et connecté pour voir ce lien].

Both operate 767s.

ANA & JP will be dissolved following the acquisition by ANA of shares held by Japan Post Service (33.3%), Nippon Express Co. (10%) and Mitsui OSK Lines (5%) last week.

Air Japan employs 411 and ANA & JP 207.
ANA said the impact on its consolidated results "will be minor."

[Vous devez être inscrit et connecté pour voir ce lien] has made no changes to its [Vous devez être inscrit et connecté pour voir ce lien] delivery schedule, but launch customer All Nippon Airways (ANA) is girding internally for another minor slip.

An ANA source at the Phoenix International Aviation Symposium says the carrier expects Boeing to make its best effort to deliver the first aircraft in late 2010, as Boeing's latest 787 schedule promises.
However, the carrier is bracing to receive the first aircraft in first quarter 2011, the source says.
A Boeing spokesman reconfirmed that the 787 schedule has not changed.

"Our plan is to deliver the first 787 Dreamliner to launch customer ANA in fourth quarter 2010," the spokesman says.
While ANA's reaction does not appear to be based on specific input from Boeing, the carrier's internal stance reflects a lingering uncertainty following a series of costly 787 delays.

As the launch customer, ANA so far has waited on its 55 787s currently on order for nearly two years. Boeing originally promised to deliver the first 787 to ANA in May 2008, but is now running about 2.5 years behind schedule.
In the interim, ANA has shuffled the mix of 787s within its order, converting 28 short-haul 787-3s into the longer-range 787-8.
Meanwhile, ANA also has ordered five [Vous devez être inscrit et connecté pour voir ce lien]-300ERs as a stopgap pending the arrival of the 787.

ANA may take another look at whether it should place an A380 order owing to looming competition from airlines that operate the aircraft through Japan, a senior executive said.
Hitoshi Kawahara, ANA's director-international and regulatory affairs, said the carrier has become "more interested" in the A380 because rivals such as Singapore Airlines soon may be able to use it to pick up passengers in Japan and carry them to/from the US and other key markets.

Speaking at the Phoenix International Aviation Symposiumlast week, he said ANA previously had decided against the aircraft but explained that its interest has been rekindled by passengers' positive reception to the initial A380s in service and the anticipated deregulation of some international markets. A catalyst for a potential ANA A380 order is a possible open-skies deal between Japanand Singapore, that may happen within the next three years and would allow SQ to pick up passengers in Japan for onward service to the US, a key market for ANA. He noted that Japanese carriers have not done a very good job of capturing fourth freedom traffic.

However, the 787 launch customer could elect to opt for the 747-8 instead. A number of factors will go into the decision. For example, ANA insiders told ATWOnline that Tokyo Haneda's becoming open to more international service when the airport's fourth runway is inaugurated later this year will introduce a major fragmentation issue into the Tokyo market because business passengers are likely to prefer the downtown airport to Narita.
Also weighing in on the debate is the fact that bankrupt Japan Airlines, which once boasted the world's largest 747 fleet, plans to ground the type to pare back costs ([Vous devez être inscrit et connecté pour voir ce lien]).

• rappelle à l'Administration qu'il a fallu qu'elle se débrouille avec moins d'aides publiques que la JAL (et elle l'a fait) ;
  
• 
  


• n'a eu que des problèmes gênants que lorsqu'elle n'a pas résisté aux ordres peu adaptés de l'Administration ( elle soutient que c'est grâce à ses moments de résistance qu'elle a évité les difficultés que la JAL connaît) ;
  
• 
  


• ne voulait pas spontanément le B787-3 ; elle a été obligé de se plier à la volonté de l'Administration (qui a eu tort, parce que Boeing a été obligé d'abandonner le B787-3, ce qui a été un moindre mal pour ANA) ;
  
• 
  


• a reçu l'autorisation d'éviter le GEnx, et de chosir le RR Trent 1000 pour ses B787, parce qu'il a démontré la manière dont il avait souffert du choix du GE90, sur ses B777 (tout comme BA sur les B777-200, .. avant l'arrivée du -300ER ;
  
• 
  
• ne veut pas le GEnx !
  

Bombardier Aerospace confirmed today that a firm order for five Q400 NextGen aircraft and options for another five, which was previously announced on August 3, 2009, was placed by All Nippon Airways Co. Ltd (ANA) of Tokyo,
Japan.

As previously announced, based on the list price for the Q400 NextGen aircraft, the firm order contract is valued at approximately $159 million US, and could increase to $332 million US should all five options be converted to firm orders.

[Vous devez être inscrit et connecté pour voir ce lien] launch customer All Nippon Airways (ANA) hopes to operate its first commercial flight with the 787-8 as early as January 2011.

The airline plans to follow this with its first 787 international flight in end-March, says an ANA spokeswoman.
"We hope to receive the aircraft in November or December, and operate the first commercial flight to a domestic destination a month after that," she adds, declining to reveal the destination.
The aircraft will enter into service on international routes on the carrier's 2011 summer schedule, which begins in end-March, says the spokeswoman.

Potential destinations include Beijing and Shanghai, and cities on the USA's west coast and Europe.
"The 787 is the replacement for the 767, and we are currently operating the 767 to many Chinese cities like Beijing and Shanghai, so those cities will be under consideration. The 787 can go longer, so we are also evaluating the west coast of the USA and Europe," says the spokeswoman.
ANA expects to receive another seven 787s by the end ofBonne chance à tous concernés ! its current fiscal year ending 31 March 2011.

All Nippon Airways said it would buy 15 jets from Mitsubishi Aircraft for about JPY¥69.2 billion (USD$763 million), in a boost to Japan's fledgling project to enter the regional jet market.

Mitsubishi Aircraft is stepping up efforts to attract more customers for its MRJ jets, Japan's first domestically developed passenger aircraft, which will compete against Brazilian aircraft maker Embraer's regional jet series.

ANA said in a statement that its order for 15 90-seat MRJ90s is expected to be delivered between April 2013 and March 2018.
The planes are part of ANA's order for 25 MRJs that it placed in March 2008, but the airline previously had not revealed the price or other details.

Mitsubishi Aircraft, owned 64 percent by Mitsubishi Heavy, has said that the jet, to be built in 70-seat and 90-seat variants, will be more fuel efficient and help airlines cut operating costs by USD$20 million over the next 20 years.
In February, a Mitsubishi Aircraft senior executive said in an interview that the company was also looking to finalise its first sales deal with Japan Airlines, which filed for bankruptcy on January 19.

(Reuters)

Honeywell to support ANA’s 787 fleet

ANA has selected Honeywell to support its fleet of 50 787 aircraft.

Under the terms of the 10-year integrated service agreement, Honeywell will provide access to spares, logistics and repair services for the Honeywell equipment installed on the 787 aircraft.

The company provides multiple products to the 787 aircraft, including flight control electronics, navigation radios, crew information system and interior and exterior lighting. In total, the contract covers programme services for
29 part numbers.

ANA Group posted a net loss of ¥5.2 billion ($60.2 million) for its fiscal first quarter ended June 30, a significant improvement over the ¥29.2 billion loss in the year-ago period, as deflationary effects continued to exert downward pressure despite a recovery in the Japanese economy.

“Taking an optimistic view remains difficult. Concerns about a downward economic swing, primarily in Europe, along with moves by our competitors, mean that business conditions going forward will remain uncertain,” said Executive VP-Finance Tomohiro Hidema.

He added, however, that the company saw some good trends in the quarter: "ANA was successful in capturing both business and leisure traffic demand, which has gradually recovered on both domestic and international routes, thus operating revenue exceeding results for the same period in the previous year.

We have also worked to hold down costs, matching supply and demand, and rein in operating costs, as well as reducing sales and labor expenses.”

Fiscal first-quarter revenue increased 13.7% to ¥306.8 billion while costs declined 2.7% to ¥303.8 billion, producing an operating profit of ¥2.9 billion, reversed from a ¥42.4 billion operating loss last year.

Revenue from domestic air transport increased 3.5% to ¥143.5 billion as domestic traffic rose 5.7% to 8.39 billion RPKs on a 4.9% cut in capacity to 13.61 billion ASKs, producing a load factor of 61.7%, up 6.2 points.

International revenue recovered from the sharp 44.1% downturn of the year-ago period to lift 46.2% to ¥64.1 billion as international traffic jumped 15.2% to 5.12 billion RPKs on a slight decline of 0.2% in capacity to 6.65 billion ASKs, resulting in a load factor of 76.9 %, up 10.3 points.

While domestic cargo was in negative territory with a 1% decline in revenue to ¥7.5 billion, the international picture was far brighter with a 94.5% jump in revenue to ¥20 billion on a 52.3% gain in freight carried to 132,000 tons.

For its full fiscal year, ANA is forecasting a 131.6% increase in revenue to ¥1,360 billion, a 96.2% rise in operating income to ¥42 billion and net income of ¥4 billion

Mitsubishi Aircraft next month will start building its first MRJ regional jet, but who will its customers be?
Mitsubishi Aircraft president Hideo Egawa says the company expects 40% of sales will come from North America, 30% from Europe, 20% from Asia Pacific and the remaining 10% from the rest of the world.
US regional airline group Trans State Holdings signed a memorandum of understanding with Mitsubishi Aircraft last October for 50 MRJs with options for 50 more. But a firm contract has still yet to be signed.

Mitsubishi Aircraft executive vice-president Junichi Miyakawa said at the Regional Airline Association meeting in the USA in May that "we are discussing a few details of the contract", adding that he was "very confident about completion of a firm contract". But company executives decline to give a timeframe for when a firm order will be signed.

So far the only firm customer is All Nippon Airways, which in March 2008 ordered 15 MRJ90s with options for 10 more. The ANA order launched the MRJ programme and the sales contract was written in English, rather than Japanese, because it has been decades since a Japanese airline bought aircraft from a Japanese aircraft-maker.

Japan's last commercial aircraft was the NAMC YS-11, a 64-seat turboprop developed in the 1960s and still in operation. Flightglobal's MiliCAS database says the average age of Japan's YS-11 fleet is 40 years. The air force has 13 of the aircraft, the navy 10 and the coastguard three.
Mitsubishi Aircraft has a team of sales people in Tokyo dedicated to pitching the MRJ to the Japanese government. Industry sources say it is highly likely that the Japanese government will order MRJs as replacements for some of the YS-11s.

Industry sources also say the government has been examining whether to order MRJs as VIP aircraft for the prime minister and other senior government officials. A formal request for information has been issued, but the document was sent to a long list of aircraft makers, says one of the sources.

Japan's prime minister normally uses a [Vous devez être inscrit et connecté pour voir ce lien], but MRJs would be useful for state visits to China, South Korea and Taiwan. The government could also be influential helping Mitsubishi Aircraft to sell MRJs to Japan Airlines, which went into bankruptcy protection in January and is increasingly reliant on government-backing to secure its future.
Some industry sources say Japan's government could pressure JAL into ordering MRJs. The Japanese flag carrier has stated publicly that it wants to right-size its fleet by operating smaller aircraft on domestic routes and some international routes, in an effort to achieve higher passenger loads.
"You can see that they are down-sizing to smaller aircraft so they could come out and say they are replacing [Vous devez être inscrit et connecté pour voir ce lien] 737s on some routes with MRJ90s," says an industry source, familiar with Mitsubishi Aircraft.
Mitsubishi Aircraft, meanwhile, appears to be focusing its sales efforts on the 90-seat MRJ90, rather than the 78-seat MRJ70, and is also talking about developing a 100-seat MRJ.

JAL could use MRJs to open new routes to north-east China and Taiwan. China over the next 20 years is projected to become the world's second largest market for commercial aircraft, but Mitsubishi Aircraft is unlikely to sell any aircraft there because of Japan's strained relations with China and would face stiff competition from China's own regional jet, the ARJ21.

But Taiwan is a strong sales prospect. [Vous devez être inscrit et connecté pour voir ce lien] president Jeng Kung-yeun says the aircraft maker has approached the airline about ordering MRJs. "We are thinking about some suitable aircraft but we are still in the study and evaluation stage," he says.
EVA is studying replacements for Boeing MD-90s that its smaller sister carrier [Vous devez être inscrit et connecté pour voir ce lien] operates domestically and on thin routes to secondary cities in Asia. Flightglobal's ACAS database says Uni Air has eight MD-90s, all built in 1996-98. Mitsubishi Aircraft has also approached EVA Air's sister company, maintenance, repair and overhaul firm Evergreen Aviation Technologies (EGAT).
Officials at the MRO company say they are in exploratory discussions about supporting the MRJ regional jet in Asia.
Taiwan is also a strong sales prospect because Evergreen Group - the parent of EVA Air and EGAT - has strong business ties with Mitsubishi.

Evergreen is one of the world's largest shipping companies and for decades it has been buying container vessels from Mitsubishi Heavy Industries. Taiwan has also won manufacturing work on the MRJ programme, with state-owned aircraft-maker AIDC designing and making slats, flaps, belly fairings, rudders and horizontal stabiliser rotating blades for the regional jet.

Mitsubishi Aircraft has also visited Papua New Guinea's national carrier [Vous devez être inscrit et connecté pour voir ce lien], which plans to start phasing out its [Vous devez être inscrit et connecté pour voir ce lien] 100s in 2015. But executives at the airline believe the MRJ to be more suited to Western markets, rather than developing countries. Papua New Guinea's airports often have short runways and are in mountainous areas.
Sources at Fokker say Mitsubishi Aircraft has targeted all of the [Vous devez être inscrit et connecté pour voir ce lien]/100 operators in Asia as well as those in Europe and North America.

Another industry source says Mitsubishi Aircraft has been in discussions with Romania's [Vous devez être inscrit et connecté pour voir ce lien], although that airline decided late last year to add more Fokker 70s rather than acquire MRJs.

That leaves ANA as the only firm customer for the MRJ and that has been the case for more than two years. Who will join the Japanese carrier?

While the airline remains quiet on where it will deploy its first of 55 [Vous devez être inscrit et connecté pour voir ce lien]-8s, All Nippon Airways plans to configure the new twin for both long and short-range missions.

Shuichi Fujimura, ANA senior vice president Europe Middle East and Africa and general manager, London, says that the long range configuration for international long haul will ... feature three classes of first, business and economy seating, similar to the airline's 777-300ERs.

The carrier initially planned a four-class configuration on its 777-300ERs with the introduction of new first, business, economy and premium economy seating, but was later forced into a three-class configuration with Japanese seat-maker Koito under investigation for falsifying safety data.

Fujimura says the carrier also plans a "condensed configuration" for the domestic Japanese market, using the long-range -8 for short-range missions originally designed for the 787-3s, of which ANA had 28 on order until January.
ANA's 787-3 conversion zeroed the backlog, prompting [Vous devez être inscrit et connecté pour voir ce lien] to initiate a market study on the viability of the short to medium haul 787 variant. Boeing vice president of marketing Randy Tinseth said in February that the 787-8 was more efficient than the 787-3 on routes over 322km (200nm).

Fujimura declined to say how many passengers would be accommodated in either 787 configuration.
Additionally, Fujimora says the final decision on where the first 787s would fly has yet to be decided. ANA has previously said its first 787s would be placed on domestic routes at the beginning of 2011, later branching out to international destinations in China, Europe or North America in March.
Boeing plans to deliver the first 787 by yearend to ANA, however the airframer recently cautioned its first delivery could slip a few weeks into 2011.

ANA Plans Quick 787 Ramp-Up

Boeing 787 launch customer All Nippon Airways plans to quickly ramp up its fleet of the type; it wants to introduce its first 787-8s before the end of March 2011, President and CEO Shinichiro Ito told AviationWeek in an interview.
The airline will take delivery of another 12 aircraft until the end of its fiscal year 2011 (March 2012). Ito says Boeing has given ANA the same information that has been made public—that margins in the flight test program have been eaten up. But ANA still expects to get its first 787 before the end of this year, around two and a half years later than planned.
ANA plans to use the 787 on domestic routes only “to train as many pilots as possible,” Ito says. The aircraft will later also be deployed on long-haul routes as well as the Asian network where it replaces the Boeing 767 fleet over time. Ito says ANA could also use the 787 for the new international services that are being introduced at Tokyo’s Haneda airport from October. The facility has previously been used mainly for domestic operations, apart from some flights to Asia that have been designated as charters.
Ito says ANA has no plans to order the 787-10 if Boeing was to offer a further stretch of the aircraft. Soon, ANA’s long-haul fleet will be made up of only two types, the 787 and the 777. The airline plans to retire its remaining three Boeing 747-400s from international service later this year, the type will however be used on domestic routes for several more years. In spite of the current economic recovery, ANA still sees no room for larger models such as the Airbus A380 or the Boeing 747-8 in its fleet any time soon. The airline suspended a decision on a larger aircraft when the global financial crisis broke out.
Ito is pleased with the development progress made in the Mitsubishi Regional Jet (MRJ) program. The aircraft is to replace Boeing 737s and Dash-8s that Ito considers as being “too large” or “too small” for some of the current routes. ANA plans to introduce the MRJ in 2014. While the aircraft itself does not cause ANA any headaches at this point, “we want the aircraft to be sold to other airlines, too,” Ito says. With a commitment for 15 aircraft, ANA is so far the only airline to have placed a firm order for the MRJ. U.S. regional operator Trans States Airlines signed a letter of intent for 50 aircraft that has not yet been converted to a firm order.

• (a) ce n'est pas RR qui ait impulsé ou choisi le "inappropriate operating regime' ;
  
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• (b) bien avant l'incident-moteur (RR Trent 1000), Boeing, dans ses communications, était déjà en train de préparer tout le monde à la quasi-inévitabilité d'un glissement de la première livraison à ANA jusqu'au milieu du 1er trimestre, 2011 ;
  
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• (c) la nouvelle information de "lack of engine availability", accouplée à la date de la 1ère livraison envisagée pour ANA (mi-février, 2011, soit vers la milieu du 1ert trimestre, 2011), laisse supposer que RR a décidé d'avancer la date de disponibilité de moteurs, équipés du fameuc "Package B" ;
  
• 
  
• (d) si (c) est vrai, ceci pourrait être un "blessing in disguise" ;
  
• 
  
• (e) Boeing seul est le vrai responsable des 3 années de retard accumulées sur le programme B787 ! [Vous devez être inscrit et connecté pour voir cette image]