Singapore Airlines, Changi Airport missing from Airhelp’s top ten survey

Courtesy Qatar Airways

A survey by Germany-based AirHelp named Qatar Airways the world’s best airline in 2022. No surprises there, as the Gulf carrier has amassed several awards in different surveys including Skytrax and Conde Bast.

Not surprising either to see Etihad Airways and Japan Airlines (JAL) in the top ten list. It is gratifying to see improved standing for Qantas and China Airlines, if this is any indication. Even more gratifying it is to see US airlines being recognized – United Airlines ranked second and American Airlines eight – as they are usually absent in most surveys of the world’s best airlines.

Courtesy Singapore Airlines

But what must be a big shocker is the absence of Singapore Airlines (SIA) in the ranks of the top ten as, like Qatar, the Singapore carrier has been a perennial favourite of Skytax, Conde Nast and several other surveys. AirHelp ranked the airline at #22.

There are of course surveys and there are surveys. Even the most reputable surveys are subject to some degree of bias in how the parameters are set and the respondents selected. AirtHelp, being a claims management company, weighs in heavily on airline compensation and how satisfied customers are with the way this has been handled. This shifts the focus to post-event instead of the event itself when an airline such as SIA might argue they aim to do it right up front so as to reduce the need to make up for any aberration.

This is not to say after sale is not important but on he contrary should the need arise to address problems and issues encountered while in service. In recent years of the Covid-19 pandemic until today, this has become a significant feature in customer satisfaction. Particularly also in countries susceptible to the vagaries of the weather and prone to disruptive industrial action, this too has become an important measure of satisfaction for travellers, which may explain how some airlines which have generally fared not as well in other surveys are being recognized in AirHelp rankings.

Yet it is not something, whatever the circumstances, to be ignored by SIA, which scored 5.3 compared to Qantas’ 8.7, United’s 8.4 and Qatar’s 7.8 points.

To be fair, AirHelp attempts to balance claim processing with on-time performance and customer opinion. SIA scored a good 7.8 for on-time performance which would have placed it in the top ten, though behind Qatar’s 8.11, United’s 8.07, Qantas’ 8.02 and Etihad’s 7.98 points. And for customer opinion, SIA – quite to be expected – scored a handsome 8.7, behind All Nippon Airways’ 9.0 and JAL’s 8.9 but above Etihad’s 8.1, United’s 7.9 and Qatar”s 7.6.

While the aggregation tells a different story, for what it is worth, it may be more useful to see how one fares for each individual component.

Courtesy Singapore Airlines

AirHelp does not differentiate the airlines by sizes, so several smaller operators may by nature of this score much higher than larger airlines. What SIA should be concerned is not how they compare with these smaller operators but its closest rivals, that if this survey were to serve any purpose, what are airlines such as Qatar, Qantas and JAL doing better? Know the competition, it’s nothing new.

Courtesy Changi Airport Group

The same may be said of airport rankings which AirHelp said are based on on-time performance, customer opinion, and food and shops. Singapore Changi Airport ranked #23, far behind Japan’s Tokyo Haneda International (first), Tokyo Narita International (third) and Dubai International (ninth).

The Singapore hub airport scored 7.63 for on-time performance – undeniably an important criterion for most if not all travellers – compared to Haneda’s 8.89, Narita’s 8.39 and Dubai’s 7.81 points.

For customer’s opinion, Changi scored 8.74, not far behind Haneda’s 8.90. Narita’s 8.78 and Dubai’s 8.75 points. Changi has been known to make headline news with its state-of-the-art technology and lavish facilities. And while the magic seems to still hold sway, is there something else about Japanese airports that other airports seem to be missing?

Finally, for food and shops, Changi maintains its reputation as a food paradise and the crossroads of international cuisines with a score of 8.66, behind Dubai’s 9.22 but above Haneda’s 8.57 and Narita’s 8.52 points.

All said, perhaps the year 2022 is not really representative of comparative global airline performance in the light of travel restrictions and disruptions caused by the Covid-19 pandemic, which favours domestic and regional hop to international travel. Yet in hard times as in good, consistency is what stands out the best operator.

Non-stop from Sydney to London: Qantas reshapes the competition

Courtesy PA

Qantas plans to operate non-stop from Sydney to London in late 2015, making it the world’s longest passenger flight.

CEO Alan Joyce said the 20-hour flight will be the airline’s “Holy Grail” in “the final fix for the tyranny of distance”.

Qantas also plans to fly non-stop from Sydney to New York at the same time. A trial flight in 2019 took a little over 19 hours. The Australian flag carrier already flies 17 hours on-stop from Perth to London. Additionally Qantas operates a slightly longer flight non-stop from Darwin to London when the Perth flight was suspended owing to Covid restrictions.

The airline is ordering 12 Airbus A350-1000s for the new services. There will be four classes with a capacity to carry 238 passengers.

The viability of ultra-long-haul flights has long been debated. , are viable options. There are concerns about the intolerably long distance and time spent in the air. Yet there is the attraction of getting to one’s destination faster without interruption and the hassle of a transit or transfer stop, which in the present times of the pandemic and layers of cumbersome procedures is not something one wishes on one’s plate.

Qantas said the Perth to London non-stop flight has been immensely popular. A number of major airlines have already mounted similar flights ahead of Qantas. Some of the more notable flights include Atlanta to Johannesburg by Delta Air Lines, Doha to Auckland by Qatar Airways, Dubai to Auckland by Emirates, Hong Kong to New York by Cathay Pacific, Manila to New York by Philippines Airlines, New York to Johannesburg by United Airlines, and Singapore to New York by Singapore Airlines (SIA).

Going this route, Mr Joyce said “the cabin is being specially designed for maximum comfort for long haul flying”. The first class suits will offer a separate bed, recliner chair and wardrobe. Economy class will be more spacious than normal and feature a “well-being zone” designed for “movement, stretching and hydration”. Over 40 per cent of configuration will be dedicated to premium economy.

How will Qantas’ non-stop operations shape the competition? Perhaps not so much the flight direct to New York as the other flights from Australia to London, and a non-stop from Sydney to London is certainly not good news for rivals Emirates and SIA as well as the hub airports of Dubai International and Singapore Changi which are popular transit and transfer stops on the lucrative kangaroo route.

These airports are also convenient points for spoke and feeder operations using smaller aircraft to regional destinations.

Of course, there will continue to be passengers who want to break their journey and stretch their legs, and the fare may be the final determinant. However, the landscape may change in the long term as new equipment improves time efficiency and the comfort of travel over a long distance. Emirates and SIA and their respective hub bases will have to push their prowess further to continue to enhance the transit and transfer experience, and to go beyond the airport experience to promote stopover attractions. Recognizably, SIA and Changi are already actively pursuing these goals.

The Covid pandemic has changed travel preferences. The long-haul international routes have been badly hit. There is now increased preference for short-haul travel, but it is a matter of time as Covid restrictions ease when the business for the long haul picks up. The big question is when? The World Health Organization (WHO) has said the pandemic is far from being over. But when that happens, will the preference for the non-stop extend to the ultra-long-haul as a matter of course?

Qantas’ plans for its Sydney to London (and New York as well) have been delayed by the pandemic. That may be a blessing in disguise after all.

Qantas optimistic moving forward

Courtesy Getty Images

Qantas reported a hefty first six-month loss of A$1.28 million (US$0.72 million) ending December 31, 2021, Blame it on Omicron. Chief executive Alan Joyce said: “And then, just as demand was building again for the Christmas holidays, the Omicron vairant emerged, putting another dent in consumer confidence.”

The airline had lost more than A$20 billion since the onset of the COVID pandemic.However, the net loss had narrowed to A$456 million from more than A$1.0 billion a year ago.

It would appear that the Australian carrier’s loss is painting a different picture of the industry compared to the recent announcement by Singapore Airlines (SIA) of its first quarterly profit of S$85 million (US$63 million) ending December 31, 2021 since the start of the pandemic. (See Singapore Airlines’ performance heralds good news for the industry, February 25, 2022)

Note however that the SIA’s reported performance covers only three months ompared to Qantas’ six months. The SIA Group incurred a loss of S$345 million for Q2, which would have meant a net loss of S$260 million for the same six months reported by Qantas. Both airlines adopt different financial years in their reports.

Another point to note is that Australia remained pretty much closed during its reported period while Singapore began relaxing travel restrictions through its vaccinated travel lane (VTL) programme, pursuing a policy of living with the virus but with precautionary measures in place ahead of several countries.

Qantas however is optimistic that it could see better performance in the second half of its FY ending June 30, 2022. The airline expects domestic flights to be operating more than 90 per cent if not fully of pre-pandemic capacity by that end date although international flights are likely to be below half of what it used to be before the pandmeic.

Nonetheless, barring the emergence of a new virulent variant, the industry looks set on its road to recovery.

Omicron sets the airline industry back

iStock Image

Here we go again as countries around the world re-introduce new restrictions to curb the spread of Omicron which is believed to be more infectious though milder than other coronavirus variants. Airlines which are slowly recovering from two years of dismal performances are back to where they were.

This week sees many people facing travel disruptions as airlines cancel and cut back their flights. According to FlightAware, nearly 2,650 flights were cancelled globally on Christmas Day. The United States alone accounted for 937 flights, up from 690 on Christmas Eve.

United Airlines blamed it on “the nationwide spike in Omicron cases (which) has had a direct impact on our flight crews and the people who run our operation.” Delta too referred to the “impact of the omicron variant” as a contributory factor.

The shortage of crew has also led Cathay Pacific to cancelling flights to Australia, Europe and North America. The airline’s “closed-loop” roster which requires crews to stay in designated in hotels while in Hong Kong during the three weeks followed by a two-week quarantine at the end of the cycle has proved to be unpopular resulting in a low take-up rate since it is voluntary. (See Cathay takes a tough COVID line, Dec 1, 2021) Consequently Cathay is expecting to end the month of December flying no more than 12 per cent of the pre-COVID schedule.

Rival Singapore Airlines which has benefited from Singapore’s Vaccinated Travel Lane (VTL) scheme will suspend sale of VTL flights from Dec 23 to Jan 20 as Singapore introduces new restrictions to check the spread of Omicron. According to a Ministry of Health report on Dec 23, more than 50 of 65 confirmed imported Omicron infections arrived in Singapore via the VTL. (See Singapore’s Vaccinated Travel Lane: What it means for travellers, Dec 1, 2021)

Elsewhere in Asia, Thailand is reinstating mandatory quarantine for visitors, ranging from seven to ten days. The “sandbox” programme which allows visitors free movement outside of their accommodation at a specific location has also been suspended for all venues except the popular resort island of Phuket. This comes just after a month of its reopening to foreigners in November.

Downunder in Australia, thousands of travellers were affected by the cancellation of more than a hundred domestic flights from Sydney and Melbourne to other cities. Neighbouring New Zealand is deferring re-opening of its borders to the end of February. Consequently, Air New Zealand said it would cancel 120 services until then.

Courtesy Getty Images

Many countries in Europe too have re-imposed restrictions. Ryanair for one sees a reverse in fortune as it expects its annual loss ending March to double to as high as 450 million euros in the wake of Omicron sweeping across the region. It has reduced its passenger forecast for January from 10 million to at most seven million, which means it is unlikely to reach its previous optimistic target of more than 100 million for the full year, placing the blame on the ban on British arrivals into France and Germany, and the suspension of all EU flights to and from Morocco.

So the unending saga of the coronavirus continues, setting back the much anticipated recovery after two years since the first known case of infection was detected. Where once there was hope that increased vaccination of the world’s population would pave the way to recovery of the industry, now it is not as certain. But hope springs eternal in the administration of a third dose, and Israel is already considering a fourth dose while the rest of the world struggles to catch up. Who knows what more variants are waiting to strike as the virus continues to mutate, although theoretically over tome subsequent mutations are likely to get weaker over.

Since air travel connects people and places, it is how the virus will spread easily, particularly as warned by the World Health Organization (WHO) of uneven vaccination levels globally. Some scientists predict it will be another two years before the virus becomes less of a concern. So it is looking beyond 2022, at least for now!

Not world class, five-star is still a winner

Not world class but five-star as named by the Airline Passenger Experience Association (APEX). The distinction may not raise too many brows. Five stars are as far as you can go by definition in the universal ranking of service excellence.

Only 23 airlines made it to the APEX five-star list which of course includes the magnificent seven also named by the orgnisation. (See APEX names world cass airlines, none from North America, Dec 13, 2021). Asia tops the list with seven airlines, followed by Europe (six), Middle East (five), North America (four) and Latin America (one).

According to APEX, the result was based on passenger surveys collected over nearly one million flights operated by 600 carriers worldwide.

Courtesy Boeing

Asian carriers are the familiar brands of Cathay Pacific, China Airlines, EVA Air, Japan Airlines, Korean Air and Singapore Airlines with the notable absence of All Nippon Airways (ANA). The seventh carrier in the list is the comparatively new Xiamen Airlines which outperformed the larger three competitors o Air China, China Eastern Airlines and China Southern Airlines. Hainan Airlines is another notable omission.

Courtesy Getty Images

No surprise either of the winning Gulf carriers, namely Emirates, Etihad Airways and Qatar Airways. Joining them are El Al and Saudi Arabian Airlines (Saudia).

Courtesy Turkish Airlines

The European list of five-star winners is made up of Aeroflot, KLM Dutch Airlines, Lufthansa, Swiss International Air Lines, Turkish Airlines and Virgin Atlantic. One may note the absence of aAir France and British Airways.

Courtesy Getty Images

While none of the world class airlines in the Apex list came from North America, four of them made the five-star grade, namely Air Canada, American Airlines, Delta Air Lines and United Airlines.

Courtesy Boeing

Outside these regions, only Aeromexico from Latin America made the cut.

Once again, neither Qantas nor Air New Zealand in Sputhwest Pacific achieved any mention.

If there is one key to winning, it is one of consistency. According to APEX, the winning airlines require “the vast majority of their independently verified customer ratings to be five-star.” As an example, APEX says it “requires four times the number of five-star votes to counteract a single one-star vote. This provides tremendous power to customers when they are disappointed by their customer exoerience.”

At a time when many airlines are hard-hit by the coronavirus pandemic as they struggle to stay afloat, cutting back on frills, it is a challenge to maintain service standards and meet, let alone exceed, cusotmer expectations. Theefore, to be five-star recognized is no mean feat.

APEX names world class airlines, none from North America

IF you’re good, you’re good. It’s almost like a DNA thing. But if you’re bad, change, which is not impossible, will not be easy. That’s how familiar names keep appearing in “best airline” surveys by different organisations.

The Airline Passenger Experience Association (APEX) has named its seven “World Class” airlines, and none of them are from North America. Three are from the Middle East, two from Asia and two from Europe. The survey considers among other things service, safety and sustainability. It cuts across all classes of travel.

Courtesy Singapore Airlines

Singapore Airlines (SIA) is one such ubiquitous presence in honours list. It is placed consistently among the top three airlines by Skytrax, winning the title four times since since inception of the awards. It is also a top favourite of Conde Nast readers. APEX recognises the airline’s “elevated service standards, notable brand integrity (and) best in class customer retention”.

Courtesy Getty Images

The other Asian airline named by APEX is Japan Airlines (JAL), which was fifth in last year’s Skytrax survey but lagged behind rival All Nippon Airways which is absent in the APEX honours list. APEX commends JAL for “outstanding hospitality”.

A notable absence is Cathay Pacific, another familiar name in the Skytrax awards. But Cathay seems to have suffered from diminished presence internationally because of the COVID-19 pandemic. honours

Courtesy EPA

According to APEX, Emirates has the best inflight entertainment product, a “quality first” mindset and an engaging crew. Qatar, which was crowned this year’s Skytrax winner, is praised by APEX for “impeccable dish presentations (and) distinctive design”, innovative guest experience and spacious cabin.

Courtesy AFP

Another notable absence in the APEX list is Etihad Airways which together with Emirates and Qatar form the formidable, big three Gulf carriers of global standing.

Courtesy Getty Images

Saudi Arabian Airlines (Saudia) seems to have taken Etihad’s place. APEX commends Saudia for its hospitality, impeccable dining experience and commitment to safety and innovation. The airline offers inflight chefs to personalize meals.

Courtesy KLM

That leaves two others named by APEX in its list of world class airlines, and they are from Europe – KLM and Turkish Airlines. Unlike Asian and Middle-eastern carriers, European airlines command a lesser if sporadic presence in the Skytrax awards.

Courtesy Turkish Airlines

APEX commends KLM for “leadership in sustainability, circular mindset evident at all levels, remarkable efficiency and engagement on short sectors.” In the case of Turkish Airlines, it is “excellence in cuisine, extraordinary generosity, brand integrity (and) safe travels”.

So how can one explain the absence of North American carriers in the APEX list of world class airlines? And, for that matter, the major carriers of Southwest Pacific namely Qantas and Air New Zealand?

American carriers seem not to fuss too much about international awards, perhaps acknowledging how they fare not as good compared to Asian and Middle-eastern carriers, particularly in the department of service and hospitality. They are less prone to pampering their passengers. Forget the frills. They seem to be more focused on functional efficiency and the highly competitive domestic market. You may not be spoilt by the crew, but you can hope that you depart and arrive safely on time with with your bags.

Qantas and Air New Zealand are probably disappointed not to be named by APEX. But mind you, seven is a small number.

But winners who readily lap up the cream from all and sundry must also be prepared to accept the flak. Perhaps the reason why once a winner, there is always the pressure to stay one.

Can newbie Greater Bay take on veteran Cathay Pacific?

Courtesy Greater Bay Airlines

Waiting in the wings is a new Hong Kong carrier with ambitious plans to fly to 104 destinations in mainland China and other parts of Asia.

Named Greater Bay Airlines, the carrier was founded by property magnate Bill Wong who already owns one other carrier, Donghai Airlines Co, headquartered in Shenzhen in the Chinese mainland not far from Hong Kong.

Greater Bay’s greater ambition is to take on Cathay Pacific.

It looks like the Covid pandemic is levelling the field, reopening on a clean slate as and when Hong Kong relaxes its travel restrictions. Cathay has been badly hit by the dive in passenger numbers to as high as 95 per cent as it cuts back routes and capacity, and seems restrained by the territory’s Covid Zero policy.

So, as suggested by Greater Bay Airlines’ Chief Executive Officer Algernon Yau, who said, “We’re starting from new, so we don’t have the burden or the baggage.” He explained further, “Now we’re all starting from the same line. When business comes back, we can easily catch up and not be left behind.”

Can Greater Bay? And should Cathay be wary?

Courtesy Cathay Pacific

It seems the pandemic has lent an easy transfer of redundant but trained and experienced crew from Cathay to Greater Bay. Yau himself was an ex-Cathay executive. But in as much as the pandemic is hurting Cathay, the waiting can prove costly for Greater Bay too. On the other hand, it can mean cheaper aircraft and other resources in a time of uncertainty when supply far exceeds demand.

If travel restrictions continue to erode Hong Kong’s aviation hub status, it will mean a diminished international market. But with Chinese connections and a potentially strong presence in the domestic mainland market, Greater Bay may enjoy an edge over Cathay, which, though, is about 30 per cent owned by Air China.

But when restrictions are lifted soon enough, Cathay will be able to bounce back internationally a stretch ahead of Greater Bay whose initial focus would be regional destinations including Bangkok and Phuket, more leisure than business. Yet never underestimate how quickly Chinese carriers such as Air China, China Eastern and China Southern spread their wings across the globe, not in the least Hainan Airlines which ranks among the world’s best in service although it is now struggling in red ink.

In true political fashion, a Cathay spokesperson said in reaction to the news, “There’s a wealth of potential for both business and leisure travel as the region continues to develop.”

No one can deny that healthy competition helps to strengthen the business. Yet we recall how Cathay fought tooth and nail to keep Qantas from starting Jetstar Hong Kong in the territory and succeeded, pushing the argument that there was no room for budget carriers in Hong Kong. Today Cathay owns budget carrier Hong Kong Express, which operates services to destinations in mainland China, Northeast Asia Southeast Asia and the northern Marianna Islands, in a way replacing regional carrier Dragonair which has since been assimilated in the parent airline during the Covid pandemic.

Cathay too had seen how long-haul budget Oasis Hong Kong Airlines arrived on the scene with a bang in 2004 and exited with a whimper three years later. The carrier operated services from Hong Kong to London, and to Vancouver.

This time, the game may be different as unlike Jetstar, Greater Bay is by definition not a foreign entity. Yet Cathay ought to be wary of how the large China hinterland is an important market for its international network.

Interestingly, Greater Bay aims to be a “value carrier” according to CEO Yau. So it is neither a budget carrier nor a full-service one, but somewhere in between. There will be no seat-back screens on its planes, and customers will be able to use an app to customize their journey before boarding, such as ordering food from McDonald’s and premium whisky.

That might set it apart from Cathay, which may explain how it seems to be not quite perturbed by the announcement of a new kid on the block.

Vaccinated Travel: Will the euphoria hold up?

Courtesy Getty Images

IT is hard to resist the temptation to join the growing list of countries relaxing travel restrictions and opening up their borders, particularly when it means losing out in the competition for pent-up demand for flying.

Australia, for one, which has one of the strictest restrictions, is gearing up to open up sooner than expected. Qantas is making plans to resume international travel before the end of the year.

Singapore, without a domestic market to boot, has been active in promoting reciprocal VTL (vaccinated travel lane) quarantine-free travel with a slew of countries which include South Korea, Germany and, in the works, Australia. Singapore Airlines (SIA) and subsidiary Scoot are seizing the opportunity to operate a series of direct flights between Singapore and destinations such as San Francisco, Frankfurt, Munich and even Vancouver which SIA pulled out in 2009.

There is euphoria in the air, despite the continuing uncertainty of the pandemic as countries abandon the zero-Covid strategy and prepare to live with Covid instead. Interestingly, as Hong Kong being one which still sticks to that policy, market analysts are warning that Hong Kong International Airport risks losing its hub status if it does not follow the example of Singapore Changi Airport, and Cathay Pacific its market shares to other carriers.

Resurgence of the viral infection has been reported in countries such as South Korea, Germany and New Zealand. In the United Kingdom, a new Delta subset variant is breaking out and has been found to be ten per cent more infectious. As of October 20, England recorded 15,120 cases of AY 4.2, and secretary Sajid Javid reportedly said it could hit 100,000 a day. There is concern that the virus would hit North America next.

Singapore, which was very successful in keeping the infection numbers down at the outset is now reporting above 3,000 cases daily. Health Minister Ong Ye Kung said strict border controls are “no longer very relevant” according to local news media Today. Particularly so, as more people around the world are vaccinated.

It looks like the new normal. Live and let live. Will the euphoria hold up? Will there be a point when the tolerance level breaks down warranting a policy reversal?

Hard to say when there is neither a definitive nor a uniform global severity standard. This is aggravated by how countries are affected differently, and how the infection curve moves up and down. While cautious reopening seems to be the way forward, even that is hard to apply internationally (the mandate for masks as an example) and monitor in as much as it also varies from border to border.

Reciprocal arrangements may be the answer for cross-border travel, premised on the agreed parties being perceived as “safe”. But the situation may change unexpectedly. Germany, one of 11 countries with VTL travel agreements with Singapore, has reclassified Singapore as a “high-risk area” from October 24. Vaccinated travellers from Singapore can still enter Germany without the need for quarantine, but they must complete a digital entry registration.

Now Morocco is banning flights from the UK, disrupting travel plans of thousands of travellers, a sign that the world may be back to where it was. Flights from Germany and the Netherlands are also barred.

While it is good news for airlines that people starved for travel are snapping up seats, there are many others who are not prepared to deal with a very real chance that a sudden change in policy will disrupt their travel plans. Ultimately, it is how ready the people are taking to the skies. But, of course, airlines swear by the formula that supply generates demand.

Moving forward, as slowly and cautiously as it is necessary, may be inevitable as the lesser of two evils. The next three months will be critical. The number of infections can only be expected to rise with more borders being opened, but it is to be seen if the level is deemed reasonable and acceptable, that which shall become the new normal.

Coronavirus: The Need For A Global Approach

IT looks like the world has grown tired of waiting. After almost two years, more countries are resigned to living with coronavirus as they prepare to open up. New Zealand which has one of the strictest lockdown policies for one will no longer pursue the goal of zero Covid-19 cases but will transition gradually to relying more on vaccination rather than harsh restrictions to contain the spread of the infection.

Courtesy Reuters

Air New Zealand will require all passengers to be fully vaccinated. That, said chief executive officer Greg Foran, is “the new reality”. This will take effect from Feb 1 next year when New Zealand opens its borders to international travel. However, this does not apply to domestic flights.

Neighbouring Australia’s flag carrier Qantas has also earlier announced that it will require all international travellers to be vaccinated. “Because we think that’s going to be one of the requirements to show that you’re flying safe,” said the Qantas Group CEO Alan Joyce. The airline is expected to resume international flights to the United States, UK and Japan by the end of the year.

Across the Pacific in Canada, Air Canada welcomes the country’s mandate that requires all passengers to be vaccinated by the end of October.

In Europe, travellers on domestic flights except to Corsica and Overseas France require a health pass as proof that they have been vaccinated, tested negative, or recovered from Covid-19.

While it looks like vaccination is the passport to travelling abroad though not necessarily for domestic travel, what seems lacking is a global policy even as the International Air Transport Association (IATA) supports moves to ease restrictions for international travel. Not many airlines have stepped up to commit to such a policy that makes vaccination mandatory. It may seem redundant, since border entry is guided by the restrictions imposed by the individual country. And if that mandates proof of vaccination, then it follows that the travellers will need to comply.

But it is not quite the same. The airlines themselves must commit to keeping flying safe whether the destination requires proof of vaccination or not. In the US, while some airlines now require their crew to be vaccinated, the same requirement for passengers is a contentious issue. Delta Air Lines CEO Ed Bastian said in August he did not see this happening, calling it a “logistical dilemma”.

IATA warned that confusion over travel restrictions were hampering the airline industry’s recovery. Director-General Willie Walsh said: “People want to fly. We’ve seen strong evidence… They can’t fly because we have restrictions that are impeding international travel.”

Unless the world pulls together, the fight against coronavirus will continue to be uncertain. Recognizably, the pandemic is not making it any easier with political, social and economic issues to contend with. The different parties will have to help each other to help themselves.

Should airlines mandate vaccination for all employees?

A number of airlines are making it mandatory for their employees to be fully vaccinated. It is only to be expected as a prelude to the next step of requiring their passengers to be vaccinated as well before they are allowed to board.

If airlines want to protect their crew from possible infection by un-vaccinated travellers, surely flyers too want to be assured they are similarly protected being served by vaccinated flight attendants. The impression conveyed thus far seems one-sided and needs to be corrected.

Courtesy Getty Images

Qantas, an early proponent of vaccination, wants its pilots, cabin crew and airport workers to be fully vaccinated by mid-November, and all other employees by March next year. It previously said it would require all international passengers to be vaccinated once Australia opens its borders. It is also considering a similar requirement for domestic travel.

Qantas chief executive Alan Joyce said, “It’s clear that vaccinations are the only way to end the cycle of lockdowns and border closures.”

Perhaps aware of possible dispute by labour unions and some individual employees who may argue that the regulation is an infringement of a person’s right, rival Virgin Australia is not ready to follow suit. But the airline will have to ask themselves if they will lose market share as a consequence.

Qantas has said vaccination as a way to check the spread of the Covid-19 virus will help in the industry’s recovery, which will in turn mean staff can keep their jobs and return to work sooner. But it will exempt those who for medical reasons are unable to get vaccinated.

This should send a clear message to workers as to where they stand in the event that jobs need to be trimmed. Fortunately Qantas seems to be in good stead, as a poll shows only about four per cent of employees are either unwilling or unable to get vaccinated. Still, industrial disputes can be disruptive and damaging even if it involves a small segment of the employment base.

Cathay Pacific for one is taking the tough line, informing all its Hong Kong-based pilots and flight attendants to be vaccinated by August 31 or risk losing their jobs.

Courtesy Wikimedia Commons/Flickr

In Singapore, Jetstar Asia which is 49 per cent owned by the Qantas Group, became the first carrier to require its employees to be fully vaccinated. It has set October 15 as the deadline. Chief executive Bara Pasupathi said the move would help Singapore open up to international travel. Almost all of its 500 employees have been vaccinated.

Jetstar Asia has the support of the Ministry of Manpower, National Trades Union Congress and National Employers Federation who in an advisory stated that it is acceptable for employers to require Covid-19 vaccination as a company policy in higher risk employment settings. The airline industry is generally considered to be one with high exposure to the virus.

Singapore Airlines (including Scoot) has since followed in the footsteps of Jetstar Asia, setting an earlier target of September 1. The airline said 99 per cent of active pilots and cabin crew had already been vaccinated.

While not all Asian airlines are specifically mandating vaccination for its workers, most of them are already reporting high vaccination take-up rates above 90 per cent. These include Malaysia Airlines, Philippine Airlines, Cebu Pacific, China Airlines and EVA Air.

In the Middle East, Etihad Airways became the first Gulf airline to have fully-vaccinated crew while Emirates Airlines said its crew could get vaccinated free-of-charge or pay for regular testing themselves.

Europe is quiet on the matter.

Courtesy United Airlines

In the United States, United Airlines became the first airline to require domestic employees to get vaccinated, followed by Hawaii Airlines. Frontier Airlines is targeting an October 1 deadline, or employees will have to show proof of a negative Covid-19 test “on a regular basis”.

However, other US carriers are sitting on the sidelines. Most said they would encourage their crews to get vaccinated but stop short of making it mandatory. American Airlines even offers an incentive of a day off and a cash reward of US$50. Southwest Airlines CEO Gary Kelly said he would not make it a requirement.

While Delta Air Lines requires all newly recruited members to be vaccinated, the rule has yet to apply to existing staff. CEO Ed Bastian said, “It’s very difficult for us to come in and mandate a vaccine that isn’t even federally approved yet – the authorization hasn’t been final yet.”

If at all the industry is trending towards mandatory vaccination for airline employees, it may still be a long, hard way to go. Generally, all it takes is for a few major airlines to take the lead, and others will follow suit. But the Covid-19 pandemic has defied a global solution that even as the world recognizes the need to join hands, countries and business entities are adopting different approaches to the problem.

Granted that different parts of the world are affected differently by degree, it is a challenge that goes beyond medical medical considerations, influenced no less by economic, social and political issues.

A big part of the problem is how the Covid-19 virus continues to defy definition with no end in sight of its decimation from the face of the earth. Airlines need their governments to support their policies as much as they have lived with border and travel restrictions imposed by the authorities. It is a common goal towards recovery of the industry.

But with no end of the pandemic in sight, acceptance if not resignation may take sway. Live with it, sort of. This may undermine the effort to get the world population vaccinated, and new infections reported of vaccinated people are not helping to convince doubters. Although it is shown that the risk of infection is lower with vaccination, continuing new findings in research of the disease are also causing some of them to hesitate.

Travellers rushing willy-nilly to book seats to satisfy pent-up hunger whenever limited travel restrictions are eased are not helping airlines to push mandatory vaccination as a condition of employment. Many uncommitted airlines know very well that few are the customers who care to know if they are being served by a fully vaccinated crew. So, coming round full circle, it is up to the airlines to convince their employees that getting vaccinated is really for their sake and not that of passengers.