Ryanair, a major shareholder in Aer Lingus, is to propose on 5 June that the non-executive chairman’s salary be cut to €35,000 from €175,000 in 2007, stating that this cut would take the pay figure “back to the amount earned by the previous non-executive chairman in 2006”.
It will also propose that non-executive directors’ pay be cut from €45,000 to €17,500.
Future increases in the remuneration of both, the proposal adds, should not exceed the “general level of pay increase” agreed between Aer Lingus and its employees.
Aer Lingus, which has recently posted poor financial figures, says the board voluntarily reduced by 20% their 2009 salaries – paid through directors’ fees – to €36,000 for directors and €140,000 for the chairman.
It insists these payments are “reasonable” given the “high level of board activity” and the increase in directors’ responsibilities since the airline’s initial public offering.
Cessna has mated the wing and fuselage of the third Citation CJ4 production conforming aircraft – the first of the six-seat light jet types to be assembled with production tooling on the new assembly line.
Three aircraft, a prototype and serial numbers 001 and 002, have clocked up more than 800h of flight-testing to date and the $8.4 million aircraft is earmarked for certification later this year and service entry in early 2010.
“The Citation CJ4 joins the CJ1+, CJ2+ and CJ3 as part of one of the most popular families of business jets in production,” says Cessna. The original CitationJet was introduced in 1993 and the family of nearly 1,400 aircraft has amassed more than 2.1 million flight hours.
Russian Helicopters’ Mi-38 medium-lift utility helicopter is likely to be delayed for at least two years, due to a switch to locally made TV-7-117 engines from the originally intended Pratt & Whitney Canada PW127.
“The Mi-38 will be ready slightly later than they wished, in approximately two years. I think we will start selling it in 2012,” Oboronprom director Andrei Rus said on 14 May.
Russian Helicopters general director Andrei Shibitov, in a television interview with Russia Today, said the company blames political pressure from the USA for the stalling of a deal with P&WC to make the PW127 in Russia under licence.
“Our co-operation with P&WC has been frozen practically since last summer due to political factors,” Shibitov said. “As I understand it this was due to pressure from the USA. But both ourselves and P&WC are trying to resolve this. It’s held up the programme by around a year.”
P&WC has no comment other than “we are in discussions with the client”.
The two sides signed a groundbreaking deal last year in which Russia would have produced a PW127 variant under licence in Russia for the 30-seat, 5t-payload Mi-38, which is also capable of carrying external loads of up to 7t. At that time, the plan called for Russian certification of the PW127TS for 2011 and the Mi-38 to enter into service in 2012.
This would have been the first time Western turbine engines had been made under licence in Russia since the Rolls-Royce Nene was built for the Mikoyan MiG-15 in the late 1940s.
The delay is the latest in a string of hold-ups with the Mi-38, many of them associated with its foreign partners. The programme was initially a joint venture with Eurocopter called Euromil, but Eurocopter pulled out in the early stages over concerns about intellectual property right protection.
The long-term cost- and revenue-sharing venture covers 200 daily transatlantic flights to over 400 destinations in Europe and North America, representing 50,000 daily seats or 25% of total transatlantic capacity, with estimated revenues of over $12 billion.
Speaking during a media briefing to mark the signing of the agreement in Paris today, Air France chief Pierre-Henri Gourgeon said the joint venture would be a major strength for SkyTeam against its rival alliances.
“By optimising the use of our pooled resources, this joint venture will help us weather the current economic situation and protect our product offering,” he says.
Delta Air Lines chief Richard Anderson adds: “We will operate as a single business where we consensually develop our strategies, and share revenues and costs.”
Following the merger of Delta and Northwest Airlines, the partners say the single transatlantic venture was “the next logical business strategy”.
It extends to all flights between North America and Europe, Amsterdam and India, as well as between North America and Tahiti. A second tier to the agreement extends it to include services between North America and Africa, the Middle East and several Latin American countries.
Customers will benefit from the partnership through improved flight schedules, competitive fares and harmonised services, say the partners, while corporate clients will gain from a broader offering and more efficient account management.
Governance of the joint venture will be equally shared between the three carriers, but the partnership does not include any equity stake or the creation of a new subsidiary.
It will be led by an executive and management committee. The executive committee will comprise Gourgeon, Anderson and KLM chief Peter Hartman. The management committee will define the venture’s strategy, with representatives from marketing, network, sales, alliances, finance and operations.
Operational roll-out of the agreement will be overseen by 10 working groups, responsible for implementing and managing the venture’s network, revenue management, brand, product and other aspects.
The venture’s network will be structured around six main hubs – Amsterdam, Atlanta, Detroit, Minneapolis, New York JFK and Paris Charles de Gaulle – and four subsidiary hubs: Cincinnati, Lyon, Memphis and Salt Lake City.
Carriers’ brands will be combined in advertising and at all North American and European airports, and they will codeshare flights where possible. The deal is an ‘evergreen’ arrangement that can only be cancelled, with three years’ notice, after an initial 10-year term.
The airspeed of a Thomsonfly Boeing 737-300 on approach to Bournemouth airport, UK, dropped to 82kt (151km/h), the aircraft stalled, and the maximum pitch-up during the crew’s go-around manoeuvre was 44°, according to an Air Accidents Investigation Branch report. The crew recovered control of the aircraft successfully and landed safely from a second approach.
No crew or passengers were hurt in the 23 September 2007 incident. The AAIB says the main cause was that the crew allowed the airspeed to decay to 20kt below the approach reference speed of 135kt because they did not notice the autothrottle had disconnected for an unknown reason after it had reduced the engine power to idle thrust for the early descent.
The captain eventually noticed the low speed and took control, announcing a go-around just before the stall warning stick-shaker operated. The lowest altitude reached during the recovery manoeuvre was just above 1,500ft (460m).
The result of applying maximum power was that the engines exceeded their full power setting, causing a nose-up pitch moment that exceeded the elevator authority, although the captain had applied full nose-down pitch on the control column. The low approach speed had caused the autopilot to motor the horizontal stabiliser to a high nose-up trim setting, and the AAIB notes that aircraft’s quick reference handbook does not alert crews to the fact that trim may need to be applied to aid recovery from the stall or extreme attitudes.
One of the AAIB’s recommendations is that crew should be made aware of this need.
A contributory cause of the incident, according to the AAIB, is that the autothrottle disconnect light, which is not associated with an audible alert on 737 classic models such as this one, failed to attract the crew’s attention, and the agency recommends that Boeing, the US Federal Aviation Administration and the European Aviation Safety Agency should study whether the alert is sufficiently effective.