2019 Skytrax World Airline Awards: Who are the real winners?

It’s that time of the year when the airline industry is abuzz with the Skytrax World Airline Awards announced recently at the Paris Air Show.

There are surveys and there are surveys, if you know what I mean. Skytrax, which launched its survey back in 1999 (according to its website) is generally viewed with some regard. It is said that more than 21 million respondents participated in the 2019 survey.

But what can we read of the results?

Which is the real winner: Qatar Airways or Singapore Airlines?

Qatar Airways switched places with last year winner Singapore Airlines (SIA) to be the world’s best airline.

As far back as 2010 until now, the two airlines have been ranked one behind the other in the top three spots, except in 2012 when Asiana came in second place between Qatar the winner and SIA in third position. In the ten year period, SIA came behind Qatar in eight years, except in 2010 when SIA was second and Qatar third, and last year when the Singapore carrier became the world’s best ahead of Qatar in second placing.

It looks like a tight race between Qatar and SIA for the top spot, and going by the survey results, Qatar has outranked SIA. It has become the first airline to have won the award five times, one more in the history of the awards.

But SIA is still ranked ahead of Qatar for first class and economy class.

In the first class category, Qatar is not even a close second to SIA in first placing but fifth behind Lufthansa, Air France and Etihad as well

In the economy class category, Japan Airlines is tops followed by SIA and Qatar in second and third placing respectively.

Besides SIA has the best premium economy in Asia, second only to Virgin Atlantic worldwide. But,of course, Qatar does not offer that class of travel.

Additionally SIA tops for cabin crew, and Qatar is farther down the list in 9th position.

But Qatar wins for business class, followed by ANA and SIA in second and third placing respectively. So it seems there is heavier weightage for this segment which has become probably the fiercest battleground for the airlines. First class included, it also suggests the halo effect of the premium product, but it is the business class that is the primary focus in today’s business.

It also attests to the impact of the recency factor. Qatar obviously impresses with its cubicle-like Qsuite that comes with its own door to provide maximum privacy. Quad configurations allow businessmen to engage in conference as if they were in a meeting room and families to share their own private space. And there is a double bed option.

Which brings up the importance of having to continually innovate and upgrade the product to stay ahead in the race.

The top ten listing: Consistency equals excellence

The ranking does not shift much from year to year. Besides Qatar and SIA, there are some familiar names: All Nippon Airways (3rd this year), Cathay Pacific (4th), Emirates (5th), EVA Air (6th) and Lufthansa (9th). So there is not much of a big deal as airlines switch places so long as they remain in the premier list.

Hainan Airlines (7th) is making good progress, moving up one notch every year since 2017. Qantas (8th) is less consistent, moving in and out of the top ten list, Thai Airways retained its 10th spot for a second year.

It is no surprise that the list continues to be dominated by Asian carriers which are generally reputed for service. You only need to look at the winners for best cabin crew: Besides SIA, the list is made up of Garuda Indonesia, ANA, Thai Airways, EVA Air, Cathay Pacific, Hainan Airlines, Japan Airlines and China Airlines. With the exception of Qatar, no other airline outside Asia is listed.

If you to look to find out how the United States carriers are performing, scroll down the extended list of the 100 best and you will see JetBlue Airways (40th), Delta Air Lines (41st), Southwest Airlines (47th), Alaska Airlines (54th), United Airlines (68th) and American Airlines (74th).

Home and regional rivalry

Rivalry between major home airlines or among competing regional carriers is often closely watched.

Air Canada, placed 31st ahead of rival WestJet at 55th can boast it is the best in North America. That’s how you can work the survey results to your advantage.

ANA (3rd) has consistently outdone arch rival JAL (11th). In fact, ANA has been the favoured airline in the past decade till now. It has Japan’s best airline staff and best cabin crew. Across Asia, it provides the best business class. Internationally, it provides the best airport services and business class onboard catering.

Asiana (28th) is favoured over Korean Air (35th ).

The big three Gulf carriers are ranked Qatar first, followed by Emirates (5th) and Etihad (29th).

Among the European carriers, Lufthansa (9th) leads the field, followed by Swiss International Air Lines (13th), Austrian Airlines (15th), KLM (18th), British Airways (19th), Virgin Atlantic (21st), Aeroflot (22nd), Air France (23rd), Iberia (26th) and Finnair (32nd).

What about low-cost carriers?

Worthy of note is how some budget carriers are ranked not far behind legacy airlines. AirAsia (20th) is best among cohorts. EasyJet (37th) and Norwegian Air Shuttle (39th) are not far behind the big guys in Europe. Among US carriers, Southwest Airlines (47th) is third after JetBlue (40th) and Delta (41st).

Also, pedigree parents do not necessarily produce top-ranked offshoots. Placed farther down the list are SIA’s subsidiary Scoot (64th) and the two Jetstar subsidiaries of Qantas – Jetstar Airways (53rd) and Jetstar Asia (81st). So too may be said of so-called regional arms. Cathay Pacific’s Cathay Dragon is ranked 33rd, but SIA’s SilkAir is way down at 62nd.

Pioneer of the modern budget model Ryanair is ranked 59th.

Down the slippery road of decline: Aisana Airlines and Etihad Airways

If it is difficult to stay at the top, it is easy to slip down the slippery road of decline. Asiana and Etihad are two examples.

Asiana was ranked world’s best airline in 2010 and became a familiar name in the top ten list up to 2014, after which its ranking kept falling: 11th (2015), 16th (2016), 20th (2017), 24th (2018) and 28th (2019). Its erstwhile glory has been whittled down to being just best cabin crew in South Korea.

Etihad did reasonably well for eight years until 2018 when it was ranked 15th, and a year later suffered a dramatic decline to the 29th spot. That, despite beating Qatar to be this year’s best first class in the Middle East.

As I stated at the onset that there are surveys and there are surveys. Some are not specifically targeted , whether its interest is business or leisure for example. There is always an element of subjectivity and bias in the composition and weightage, and this renders no one reading as being definitive. At best, we can read across several creditable surveys to know with some conviction how the airlines really measure against each other.

Read also:

https://www.todayonline.com/commentary/can-singapore-airlines-overtake-qatar-worlds-best-airline

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No new spin: Boeing sings the same apologetic tune

Courtesy Getty Images

The Paris Air Show (June 17 to 23) should provide an opportunity for aircraft manufacturer Boeing to clear the air of any misgiving and doubt that industry players may have of the company’s commitment to production priorities following the B737-800 MAX 8 disasters and the unsavoury stories that have unfolded since the two incidents involving Lion Air and Ethiopian Airlines.

It will be a mammoth effort trying to regain customer trust particularly in light of how many travellers surveyed have indicated they would not ever fly the MAX jet even after the authorities have cleared it for service resumption. So far it is anybody’s guess as to when the grounding will be lifted. The date keeps pushing into the future.

Airlines which own a sizeable fleet of the MAX, having reported the cancellation of thousands of flights since the grounding, may be keen to see it back up in the air sooner. American Airlines which owns a fleet of 24 jets is pre-empting an October date.

But the authorities want to be more conservative this time as they grapple with issues of training and procedures with the US Federal Aviation Administration (FAA) thinking it may be longer than that. Canadian transportation authorities for one are insisting on simulator training which Boeing, the FAA and American carriers think would not be necessary.

Boeing CEO Dennis Mullenberg all but knows too well the score. Quite wisely he had said of the Paris Air Show: “This is a different show for us, it is not about orders. It is really focused on safety and the safe return of the Max flight.”

Boeing had reported no new commercial aircraft orders in May, although according to Mr Mullenberg, the company had more than 4,000 orders of the MAX jet in backlog. He is expecting to see the aircraft back in the air by the end of the year, but the timeline is still not specific if not uncertain. Reports seem to be ambivalent as to whether the software glitch of the computer system known as MCAS has been definitively fixed or that Boeing is still working on the update.

The hardware may not be as difficult an issue to handle as that which concerns public opinion, perception and reservations. So in doses Boeing is dishing out apologetic messages but falling short of admitting sole responsibility for the tragic MAX incidents.

Mr Mullenberg expressed disappointment that Boeing had not been more transparent with regulators and the public when it discovered a safety light was not operating as designed. He echoed Boeing vice-president Gordon Johndroe who said ahead of the Paris Air Show: “We clearly fell short in the implementation of the AOA disagree alert and we clearly should have communicated better with our regulators and the airlines.”

And, one wonders, what would have had happened then?

Clearly the road ahead for Boeing is marked with PR pointers to appeal to the heart for understanding and perhaps implicitly forgiveness without admitting liability. It knows that the airlines who were operating the MAX before its grounding have much to lose if they do not work together to get the aircraft safely back in the air.

New MAX issues will keep jet on the ground

Courtesy Getty Images

Just as you think all that’s left remaining to be said of the Boeing 737 MAX 8 saga is waiting for the Federal Aviation Administration Authority of the United States (FAA) to announce the lifting of its grounding, new developments – whether directly or indirectly related – continue to stand in its way, making the delicate job of regaining customer’s confidence even more challenging.

Even as one is willing to put past issues aside – issues such as poor oversight and shoddy work at the Boeing plant, FAA’s laxity at certification, tardy reaction to warnings by pilots of potential issues with the MAX – adding new ones can only shake that confidence. What other beasts are out there to be discovered?

Latest, Boeing is warning airlines about potential flaws on the wings of some 737 jets including the MAX. More than 300 aircraft across the world may be affected, said to be the result of “improper manufacturing process” leading potentially to premature failure or cracks of the faulty parts. The aircraft manufacturer’s transparency is to be appreciated, but coming after two fatal crashes of the Max jet with a definitive conclusion still pending is unfortunately ill-timed. Of course, it is good to know that Boeing is committed to giving attention to the potential problem top priority.

Going forward, Boeing may have fixed the software glitch of the MAX, but airlines and regulators are still grappling with the issue of pilot training. Boeing, FAA and US carriers such as American Airlines, Southwest Airlines and United Airlines all of which are big Max customers do not think simulator training is necessary, believing training on computers or tablets is sufficient for seasoned pilots.

It recalls how Boeing had said pilots familiar with the B737 aircraft would know what to do and that there were procedures in place to handle the kind of malfunction that some pilots had reported to have encountered. Ethiopian authorities had insisted that the pilots of the ill-fated Ethiopian Airlines flight had followed the procedures but were unable to control the aircraft.

Boeing too had said it would make an already safe aircraft “safer”, so to the lay traveller, why not be “doubly” sure?

Canada is one country that had said the US proposal of computer-based training which some pilots had received in the transition from the older B737 jet to the Max was not good enough. According to a Reuters report, Canadian Transport Minister Marc Garneau said: “It’s not going to be a question of pulling out an iPad and spending an hour on it. Simulators are the very best way, from a training point of view, to go over exactly what could happen in a real way and to react properly to it.”

Airlines favouring simulator training include Ryanair and Ethiopian Airlines.

According to some industry sources, part of the MAX’s appeal was that it did not require costly simulator training. Again, the old question surfaces, if at all it is pertinent, what price safety?

It looks like the MAX will have to stay on the ground longer than expected.

Is the Boeing Max ready to fly?

Courtesy Boeing

Airlines looking forward to fly their fleet of Boeing B737 Max 8 aircraft have just got their planned schedules jiggered up by the Federal Aviation Administration (FAA)’s announcement that it may take up to a year before the jet is cleared again for commercial flights.

According to the BBC, FAA chief Daniel Elwell said: “If it takes a year to find everything we need to give us the confidence to lift the (grounding) order so be it.”

It may be read that underlying this is the FAA’s understanding that time is needed to regain the world’s trust – in both the aircraft and the FAA as regulator. While Boeing seems ready to sign off the improved jet, saying it has finished updating the pertinent flight-control software, FAA in an apparent redeeming move following censure of its lax oversight is assuming control as the final authority to certify the jet’s safety.

According to Bloomberg, Mr Elwell added at a meeting with representation from across the globe, “If there is a crisis in confidence, we hope this will help to show the world that the world still talks together about aviation safety issues.”

In Boeing’s favour, some airlines have voiced their support of the Max. Understandably so, particularly if the airline owns a sizeable fleet of the jet. American Airlines (AA) for one is confident of an “absolute fix” but CEO Doug Parker was also quick to add, “But…it’s not for us to decide whether or not the aircraft flies. It needs to be safe for everyone.” The airline, which has a fleet of 24 Max jets, has cancelled thousands of flights and has now cancelled Max schedules through mid-August.

Another airline which has pledged its commitment to Boeing is Singapore Airlines (SIA). The airline is pledging its commitment to purchase 39 Dreamliner jets and its re-commitment for a previous order of 30 planes. Although this is not related to the Max aircraft of which its subsidiary SilkAir has six of them, it gives Boeing a boost of confidence after reports of shoddy production and poor oversight at the Boeing plant in North Charleston surfaced, and following grounding of some Dreamliner jets because of problems with the Rolls Royce Trent engine fitted to the aircraft.

Read also:

https://www.todayonline.com/commentary/grounding-boeing-max-and-dreamliner-planes-how-can-singapores-airlines-reassure-customers

It’s good to have friends, indeed. But while it’s not yet known if airlines such as AA and SIA have sought or will seek compensation from Boeing, others which have made known their intention include Norwegian Air Shuttle, Ryanair and the big three Chinese carriers of Air China, China Eastern Airlines and China Southern Airlines. A strongly worded report from the Chinese Global Times newspaper said: “We must use punishment and tell the Americans their practice of using concealment and fraud to extract benefits from others, while benefiting themselves, is unfair.”

Max Jet Grounding: Airlines feel the pinch

With no certainty as to when the grounding of the B737 Max 8 aircraft will be be lifted, airlines are feeling the pinch.

The ban took effect soon after the crash of a jet operated by Ethiopian Airlines in March which happened five months after the crash of a Lion Air jet under similar circumstances.

Boeing is developing a software fix to the anti-stall system known as the Manoeuvring Characteristics Augmentation System (MCAS). It had hoped to implement this by May; this now looks unlikely.

Courtesy Boeing

Southwest Airlines, which is the biggest Max operator with a fleet of 34 jets, is extending Max cancellations through to August 5, and American Airlines with a fleet of 25 jets to August 19. Other airlines such as Air Canada which had expected to resume Max operations in July will have to follow suit.

Southwest which cancelled more than 10,000 flights reported a loss of US$200 million in revenue during the first quarter.

American Airlines, cancelling 155 flights a day, expected earnings to be hit by some US$350 million.

In a worse situation is Norwegian Air Shuttle which said its first quarter losses had widened to 1.49 billion kroners (US$172 million) from 46 million kroners a year ago. This is not helping the carrier’s plans to return to profitability as it has been forced to rebook passengers on other flights and rent alternative aircraft to maintain its schedule. Chief executive Bjoern Kjos expects the grounding to last till the end of August.

Now the question remains as to whether passengers will take readily to flying again the Max jet. More than 50 per cent of Americans had said they would not, even with the fix in place. It is not enough for Boeing to convince its airline customers. The bigger challenge lies in restoring the trust of the airline’s customers.

Southwest CEO Gary Kelly had said while Southwest is an “all-Boeing carrier”, it didn’t mean the airline would use the 737s in “perpetuity”.

Can Boeing regain travellers’ confidence in its B737 Max 8 jet?

Courtesy Reuters

Now that the world’s entire fleet of the B737 Max 8 jet has been grounded, the big question for Boeing must be whether it can regain travellers’ confidence when the suspension is lifted, presumably with its promised software enhancement in place. Of course, much will depend on the conclusions of the investigations into both the Ethiopian Airlines and Lion Air crashes.

The grounding is expected to last through May, but it could be longer.

Some airlines are already considering cancellation of their orders, among them Garuda Indonesia which has an order for 20 planes. Kenya Airways may switch to Airbus and VietJet will await the findings of the investigations before deciding. Boeing itself has temporarily halted deliveries of the new aircraft, but said it has no plans to slow production.

When the all-clear signal is finally given for the service to resume, the airlines may not immediately regain full confidence of the traveller. Following the Ethiopian Airlines crash, many passengers cancelled their bookings or switched flights to avoid flying the jet. It will take a while.

Air crew may not have the choice, although workers’ unions representing them had said their members should not be forced to fly the aircraft if they had safety concerns. With corrective measures in place, they would have no cause to protest.

Travellers on the other hand can always avoid booking a flight operated by the Max 8 jet. However, that may not always be the case as airlines do switch planes according to operational needs. It is likely that airlines may now be more cautious about protecting their right to do so. The traveller’s only option then is to avoid altogether airlines that operate the jet. This may not be possible in some markets.

There were some 370 Max 8 jets in service around the world before the grounding, and because this constitutes a small number of the world’s total fleet, some analysts wrongly point out that the impact would not be significant. What really matters is where the majority of the Max 8 jet is used – mainly the short-haul, and for some airlines that might make up a high percentage of their flights,

Airlines that have the most Max 8 jets in their fleet include Southwest Airlines (34), American Airlines (24), Air Canada (24), China Southern Airlines (24), Norwegian Air Shuttle and WestJet (13).

Time heals. People forgive and forget, and they become more receptive after some time, convinced that the new Max 8 jet is safe to fly. That’s Boeing’s and their airline customers’ best hope.

CAAS’ quick suspension of Boeing 737 MAX 8 a right call, but could SilkAir have done better?

https://www.todayonline.com/commentary/quick-suspension-boeing-737-max-8-right-call-caas-could-silkair-have-done-better