Jet4You Cabin Crew Recruitment

Morocco's first low cost private airline Jet4You is currently accepting applications for cabin crew positions.
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Jet4You PR:

Our customers are at the heart of our business and we endeavour to offer them an outstanding service, this is why we are recruiting Cabin Crew Members who will become part of our success.

Jet4You Cabin Crew

Cabin Crew Members : minimum requirements and qualifications
- In possession of a baccalaureate (preference will be given to BAC+2 or higher level)
- Aged 21+
- In possession of a valid CSS* or equivalent to the Moroccan CAA
- In possession of a valid passport
- Medically fit to carry out specified cabin crew duties
- Fluent in English and in French, any other languages are welcome.
* The CSS is valid 18 months after obtaining
You have an elegant and friendly appearance; you are hardworking, calm and efficient in difficult situations. You are able to work on week ends, holidays and missions abroad; you are safety-oriented, service minded and you like working with people.
Terms and conditions:
Type contract: fixed term contract during 3 months
Working time: full time
How to apply?
You think you are made for the job?
Send your CV and your cover letter in English by e-mail to
Offer ends on January 15th 2012

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TAAG Angola Airlines Domestic Network, 2011

TAAG Angolan Airlines serves ten cities across the Republic's mainland territory from its hub at Luanda's Quatro de Fevereiro Airport, as well the northern, oil-rich exclave of Cabinda. 
Article Courtesy: The Timetablist blog
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TAAG Angola's African Routes in 2011

While TAAG serves several underserved African cities, particularly Bangui and Sao Tome, there are a number of gaps in its African network to be filled in, including several of the continent's most important air hubs, namely Nairobi, Lagos, Addis Ababa, Accra, Entebbe, Cairo and Dakar. Tiny Lusophone Bissau would also be a possible addition.

Luanda has the potential to be a conduit for traffic between Western and Southern Africa, funneling West Africans into the continent's southern cone. But this has yet to materialize. Presumably, TAAG functions on premium origin and destination traffic to fuel its booming economy.

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TAAG Angola's International Network 2011

Fast-growing TAAG Angolan Airlines has rebounded in the past decade, first from the aftermath of the country's long civil war, and secondly from a two-year European Union ban, which blacklisted the airline from European airspace from 2007 to 2009.

Today, TAAG boasts an all-new fleet flying to five continents, including service to Portuguese-speaking Brazil and Cape Verde, and its old ally Cuba (how long this route will be worthwhile is another question), as well as five cities in Europe and an Asian route stretching to Dubai and Beijing (which alternates with Hainan Airlines's identical routing). 

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Ethiopian Airlines: The Eastern and Southern African Routes 2011

Ethiopian Airlines

Ethiopian Airlines has long been the premier carrier of the African continent. Prior to the establishment of many state carriers (or even the independence of some African nations), the wings of the Lion of Judah was lauded for its technical proficiency and service.

The airline has not let time, and the development of other formidable African airlines (especially neighboring Kenya Airways), diminish its presence of the continent or its standing as a global carrier. Many African countries lack a home airline or flag carrier, and in the rapid consolidation of airlines around global alliances, it is the largest operations that seem destined to retain their identities. Ethiopian is unquestionably well-positioned as a regional, continental, and global airline.

Over the next four posts, Timetablist will detail Ethiopian Airlines current planet-wide network, which reaches four continents, including an impressive presence in Europe and growing service to China.

In this first post, the headquarters hub at Addis Ababa's Bole Airport pulls in passengers from across Central, Eastern, and Southern Africa.

Post Courtesy: The Timetablist
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Ethiopian Airlines International Route Map 2011

Ethiopian continues to have more comprehensive services across Asia than its regional rival, Kenya Airways. Riyadh, Kuwait, Jeddah, Abu Dhabi, Bahrain, Tel Aviv and Beirut are all exclusive to Ethiopian and reflect the country's links with the entire Gulf region, including Israel. 

Likewise, whereas Kenya Airways serves only Mumbai, Ethiopian serves Delhi (curiously, here marked "New Delhi") and from there on to Beijing, which is one of four cities in East Asia. Remarkably, it was recently announced that Ethiopian will add a fourth Chinese city, Hangzhou, to its route map in 2011.

Post courtesy: The Timetablist
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Nigerian Aviation: Is Nigeria Ready for a new national carrier?

WOLE SHADARE writes that for many countries, the national airline is a national symbol in itself, and a number of countries have developed a reputation for excellent service in their national airlines. One can also argue that the United States is one of the few countries in the world without a national airline. So, the debate goes on. Does Nigeria need a national carrier?

THE call for a national carrier is becoming louder by the day. And the call seems to be enjoying the support of many stakeholders.
Nigeria Airways ceased operations in 2003
 Although there are those who hold the view that the sector does not need to expend so much energy and fund to pursue what they believe could end up the way of the liquidated Nigeria Airways.
They posited that the 13 flag carriers could equally fill the gap created by the absence of a functional national airline.

This argument is valid, but the question is, has any of the designated Nigerian airlines really done well to earn the respect of Nigerian travellers? The answer is no. For obvious reasons, these airlines have not been able to compete with their foreign counterparts that have dominated the country’s airspace.

The existing Nigerian flag carriers do not have the type of branding that can sell them outside the shores of the country to reflect Nigerian. Their identity outside Nigerian airspace is not only opaque ,but non-existent; the reason they record very abysmal load factor on routes regarded as very lucrative.

The Minister of Aviation, Stella Oduah-Ogiewonyi has not hidden her desire to give the country a functional, respected national carrier. She however disclosed that the Federal Government was already working on the legal framework for the floating of a new airline.

Can Nigeria build a new flag carrier from the ashes of Nigeria Airways?
Just this week, she further disclosed that the airline would be established next year.

The minister reportedly said there had been calls for a new national carrier to boost the nation’s image internationally and to realise the dream of making Nigeria an air transport hub.

She said they were working on a national carrier that will be publicly owned with limited financial contribution by the government, with government acting as a regulator and provide an enabling environment for this objective to be achieved.

“We recently reviewed the models of national carriers in other countries and we are working on the best solution for Nigeria. We are working to deliver the national carrier by next year.”

There are indications that the government may buy over one of the leading Nigerian carriers that is already wobbling on its international operations, privatise it and run it professionally like British Airways, Air France, Virgin Atlantic, Kenya Airways and others that have become very profitable.

In Europe, these airlines were previously owned by governments, before they were privatized. A good example is BA.

The minister may have been encouraged to go on with her dream, considering that a well respected and privatised national airline could help project the image of Nigeria outside Nigeria, help the country to partake in the huge aviation market and international foreign relations.

Many have equally expressed the fear that the ‘Nigeria factor’ bug may render this project not workable, except the government is ready to only provide the regulatory framework to make it work.

President, Sabre Travel Network and former Executive Director, Bellview Airlines, Mr. Gabriel Olowo described the development as a drift in policy implementation if a new national airline becomes a reality in 2012.

“We must be wary of any future attempt to favor the new National airline to the detriment of the existing flag carriers similar to the discriminatory treatment meted out by government to the defunct Virgin Nigeria which threw the airline into early crisis that made its principal promoter Richard Branson to eventually divest his interest”.

Aviation consultant, Mr. Cris Azu Aligbe had thrown his weight the move for a national carrier with the provision that it must be professionally run as a privatized entity.

He noted that no Nigerian airline has the capacity to fill in the gap, adding that with a national airline in place, reported capital flight will be greatly reduced, just as he painted a very gloomy picture even for an airline that pride itself as the biggest airline in West Africa.

Many are of the opinion that national carrier project can work in Nigeria, only if government go about it in a very transparent manner, devoid of the usual lackadaisical attitude attached to running companies in Nigeria
 Republished from Nigeria Guardian News
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Airlines Jostling for Nigeria's Burgeoning Aviation Market

Nigeria is a market that cannot be ignored and its travel industry has been growing in leaps and bounds particularly in the business travel sector. Of the African population that now flies across the continent, Nigerians constitute the vast majority.

Many Nigerians have invested in other African countries and in the recent years, Nigerian businesses and corporations have stretched their wings to newer markets in Africa. Apart from business, Nigeria also has a huge diaspora in addition to a huge student number of students studying broad. While traffic in areas such as eastern Africa, Southern Africa and North Africa is often driven by tourism, the Nigerian traffic is very mulch-faceted.  The movement of Nigerians within Africa and from Africa to countries in the Middle East, Far East and Europe means Nigeria will remain the most important aviation market in Africa.

Apart from European and Middle Eastern Carriers, African airlines are also intent on gaining an advantage of the Nigerian aviation pie, particularly Kenya Airways and Ethiopian Airlines. Kenya Airways especially has a very strong West African network with the airline servicing almost all the major cities of West Africa including Accra, Abidjan, Bamako, Dakar, Banjul, Cotonou, Douala, Yaounde, Monrovia and Freetown. Data from Innovata shows that West Africa is Kenya Airways biggest market with over 27,000 seats per week followed by Eastern Africa.

The airline is also expected to service all the major North African cities with the addition of Tripoli and Tunis with the exception Algiers and the cities in Morocco. Although the two countries enjoy warm diplomatic ties with Nairobi, there's little trade between Kenya and the two countries.

Nigeria's private carrier Arik Air has also been emerging to face stiff competition from carriers from Europe and the Middle East.

Airlines are making huge profits on the Nigerian routes in spite of the decaying aviation infrastructure in the country, an issue that caused a major standoff between the Nigerian Civil aviation authorities and the British airlines British Airways and Virgin Atlantic. An issue that forced high level goernment offocials from both countries to come face to face and resolve the standoff.

This year was a turning point in the course of aviation in the country as a new hands on aviation Minister took over with promises to rebuild infrastructure and confidence in the nation's aviation industry. At last there is an assurance from government that something is being done. But it seems Nigeria's aviation infrastructure is not dampening the spirits of global airlines eager to a grab share of the oil producer's large business travel market.

Two American airlines are already competing for the Nigerian aviation market. Delta Airlines improved its product offering early this year for Nigerian passengers by investing part of the $2 billion earmarked for upgrading global service delivery in upgrading its air service delivery to Nigeria. This will include rolling out full flat bed BusinessElite on flights between Abuja's Nnamdi Azikiwe International Airport and New York-JFK, via Accra, Ghana. United Airlines also launched flights from Houston Airport to Lagos in November in November operating a B777.

Middle Eastern giant Emirates has also been running profitable operations for some time now. The Nigerian travel market is definitely ripe for the taking and will continue to see a fierce battle as various carriers jostle for a share of the market.

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Airline Route Maps: A look at South African Airways in 2011

South African Airways is connecting all the six continent's with flights to Australia, South America, North America, Europe  South Asia and East Asia but its African network is not as developed as its other fierce competitors, Kenya Airways and Ethiopian Airlines. South African Airways has indicated that it plans to focus on developing its African network together with Eastern and Western networks.

Of course this route map does not include three times weekly flights to Beijing which will be launched in January 2012 following the delay in securing slots at the Beijing's Capital International Airport. South African Airways will be flying to Beijing for the first time in its 77 year history. Beijing, together with many African countries, were of course hostile to SAA during its apartheid years. The launch of South Africa's flights to Beijing will also be very historic in the sense that it allows South Africa to connect Chinese Passengers to Brazil via Johannesburg thus connecting three important BRICS nations, the others being India and Russia.

Historic Flight: For the first time in its 77 year history, South African Airways will be flying to Beijing
 In 2011, South African Airways launched flights to three new destinations: Kigali, Bujumbura, Cotonou(an extension of SAA’s existing Libreville (Gabon) service).
South African Airways Route Map Courtesy

South African Airways Regional Route Map 2011: Courtesy

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Airline Route Maps: Kenya Airways African Network, mid 2009

It's almost the end of the year and I will be featuring some past and current route maps  from major African carriers for easier comparison on how the airlines are faring with their network development plans. This is Kenya Airways route map in mid 2009 indicating the airlines vision to be a true Pan African carrier. Of course so much has changed in the last two years and Kenya Airways route map of 2011 is richer. There is more density in West Africa and Central Africa.

I wish somebody at Kenya Airways could send me the scanned copy of Kenya Airways route map in third quarter of 2011 to spare me hours of designing one.

Image Courtesy: The Timetablist

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Special Offer: Advertise on Flight Africa Blog

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In 2010, Flight Africa Blog was voted third in the Launch of the Year Category after Bombardier and AirTransparency by reputed aviation Magazine, Flight International during its Webbies Awards. According to the judges, Flight Africa Blog is "A refreshing initiative which gives African aviation a fresh, professional voice. Traffic is relatively low but building and the enthusiasm and ambition of the team shows through.This site has great potential in what is after all the next big thing in growth markets."

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Join us in 2012 as we embark on a new journey and strive to reach newer audiences and markets in Africa and beyond. Email us today at for a 2012 Advertising Special Offer for the whole year!

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Nigerians accuse South African Airways of exploitation

High cost of air ticket on Nigeria-South Africa route has scuttled the plans of many Nigerians resident in the country to travel home for Christmas.

Some of them said they were disappointed at the high cost of fare, which in some cases went up by more than 200 per cent.

Dotun Olubadejo, a medical doctor, said: “It is unbelievable that the cost of ticket between Johannesburg and Lagos now goes for as much as 2,000 Rand (N300,000). The same ticket you could get for less than 700 Rand (N120,000.00).”

He said apart from the high cost of the ticket, it was also difficult to secure a seat for the return journey, which would be risky if one was to resume work immediately after the holiday.

“Having weighed all the options, I decided to celebrate the Christmas here(in South Africa),” Olubadejo added.

Chidi Okereke, a businessman, also said some of the airline operators were exploiting the desperation of intending travellers.

He said: My brother, it is tough. If you are desperate to travel to Nigeria now you have to pay extra. Some airline operators are making money out of this situation.

“It is either they tell you that there is no seat the day you want to go or no seat the day you want to come back. But once you offer to pay them something extra, they will make seat available on the days you want. So if you want travel, you have to play ball.

“It is mandatory for some of us to travel either for family engagement or for the feeling of being with your people during the festive period.

“Some people save money for this annually. In my own case, I have to go because I will turn 40 on December 28, and I just completed my house in the village to mark my birthday.” 

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EGYPTAIR increase its frequencies between Cairo and Juba

With aim of meeting passenger needs, EgyptAir has added new frequencies between Cairo and Juba,
 EGYPTAIR will operate daily flights to Juba, Southern Sudan starting Jan 2012, with easy connection to the rest of the world from Cairo.

It will depart Cairo 0830 am arrive at Juba 1345 PM, Returning flights depart Juba 1445 PM arrive Cairo 1800 PM.  The arrival of EgyptAir in the South Sudanese aviation scene earlier this year was broadly welcomed, coming soon after the launch by Ethiopian and Kenya Airways. EgyptAir was the third major African airline to add Juba to their African network. There were some resentments, however, that the flight would have to route via Khartoum which many South Sudanese consider unsafe for them.


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The 10 Commandments of the good traveler

Lots of travel in this time of the year. Some travel tips, "commandments" for a smooth travel.
  •   Carry all the necessary documents: Travel documents such as ID or passport must be in your possession. You cannot travel anywhere without your passport. Ensure it's valid for a period of at least 6 months otherwise the majority of the countries will not let you in. Your passport is your most important travel document.
  • Find the specific requirements for each destination: Visa and vaccinations are major concerns during your travel and require considerable time during your preparations for a trip, especially if you traveling to  a destination for the first time.  Even some countries where you will have a stop over might require "transit visas". The most commonly required vaccine is the Yellow Fever vaccine. Ensure you carry the yellow fever certificate with you during your travel.
  • Have a "smart bag": Too many clothes, shoes, personal items is recipe for headache. Keep valuable items with you. Money, laptop computers, electronic files, and other items of high value or importance should be kept in a carry-on bag, preferably one that is small enough to stow under a seat. The airline may insist on checking larger carry-on bags if the overhead bins become filled.

  • Travel only with your carry-on luggage: When the trip is short of if it's a business trip, the best you can do is take only a small a suitcase on board. The time saved by not boarding a suitcase is immense. Upon landing, you can just exit the airport because it's not necessary to wait for your luggage or have to deal with lost or stolen luggage. You also avoid long queues formed at the immigration. In case you will have extra luggage, customize the look of your bag to make it easy to identify. Many bags on a flight may have a similar design, so customize the bag to make it easy to spot on a baggage carousel. This will keep other passengers from picking it up by mistake.

  • Do not carry liquids in hand luggage: Watch out for liquids. The maximum limit is 100ml per unit, packaged in clear small plastic bags.

  • Weigh your luggage before check-in: To avoid unpleasant surprises when boarding, such as the pay pound surplus or even being prevented from boarding due to excess baggage(that has exceeded the limit), it's important to verify the weight of your luggage before check-in for smooth boarding.

  • Live on the same time-zone as the time of the destination a few days before the departure if there's a time difference: To avoid suffering from too much jet-lag, you can begin "living" in the same time zone as your destination  few days before the flight. Once in your destination, do not succumb to fatigue, sleep at night and get up in the morning to fit to the new zone and routine, especially if you are on a business meeting. Exercise and eating light meals will help you adapt to the new environment.

  • Get to the airport early to get plenty of time checking in and for the immigration procedures: In general, it is recommended to get to the airport at least two hours before your flight(for international flights) and one hour(domestic flights) . Add an extra hours or 30 minutes in each of these cases to avoid unnecessary hustles.

  • Do not eat heavy meals or drink excess alcohol during the flight: Fatty foods can cause discomfort or dizziness. The effect of alcohol is becomes worse with the difference of pressure and high altitude. 
  • Always carry your own extra entertainment: Bring books, games and laptop in hand luggage. They will be handy in case of delays or lengthy connection.

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TAAG's International Relations Director on the Integration of TAAG into global aviation community

Travel with most airline operators in Africa still faces some obstacles, especially when it comes to airline safety but TAAG has been on a growth path in the last few years.In fact, everyone is unanimous in recognizing the changes and innovations in TAAG Angola; aiming for organizational, financial, operational and customer service excellence. In continental terms, TAAG Angola’s performance has been exemplary given the speed of a process that seemed difficult and for whose success the pragmatism of the TAAG Management and the involvement of TAAG Employees has been very important.

Jacinto Junior, TAAG Angola Director of International Relations
The person who has been most responsible for the integration of the national operator in the African civil aviation is Jacinto Junior. He is experienced in international relations, the product of his long career of 37 years in aviation. He clarifies that the AFRAA - African Airlines Association- has been troubled by the situation of air transport in Africa and also strives for a productive regional cooperation, through the intensification of cooperation actions, but the obstacles in the way are difficult to overcome.

One of the difficulties, according to AFRAA is the lack of profitability of African carriers. In spite of the growth of the market this year, the bulk of the traffic has been by non-African carriers, especially on international routes, according to the document of AFRAA’s Secretary-General, Elijah Chingosho.

Another factor is political instability. Unfortunately, regrets AFRAA, “some African operators are now obliged to reduce their flights due to the political crises and the instability in North Africa and Ivory Coast, also due to the earthquake and to Japan’s tsunami, as well as the increase of oil prices”.

Regarding the North African airlines, which generally had better results than their Sub-Saharan counterparts, the airline body noted that “following the outbreak of political crisis in North Africa, many irlines had to ground their equipment and reduce or suspend their flights”since the North African countries depend on foreign tourism for most of its air traffic.

Thus, in “this kind of situation, when there is a political crisis, foreign tourists disappear, planes are empty, there is lower revenue, employees lose jobs and the aircraft stop, in short, it is a disaster, especially on international routes”. These are new obstacles which add to the already existing, especially the fragmentation of the continent in over 50 countries with a weak political and economic cooperation between them. On the other hand, the ongoing political crises and civil conflicts in Africa are reflected
in the continuing stagnation of the air transport market.

So, African airlines face huge challenges for the coming years, and to overcome them, they must define the objectives and resources to be implemented in order to achieve growth of air transport and development in the aviation industry. TAAG considers important an understanding in what concerns the continent, this responsibility belongs to TAAG’s Directorate of International Relations and Trade Agreements, a connecting link between the Angolan Company and its foreign counterparts. It is led by Jacinto Júnior, graduate in Economics from the University of Agostinho Neto. With a twinkle in his eye he says that “currently, our company is viewed with admiration by other African counterparts”.

He considers that “it is easier to enter on such community list than getting out of it, but TAAG was able to do so, recognizing its own mistakes in modernizing itself”. Here is one of the reasons for the visit to Angola of Elijah Chingosho, predisposed to learn more about the Angolan experience, and strengthen the bonds of inter-regional cooperation. “We think that TAAG’s case is a source of pride for the African aviation sector. And it has been an example that has been followed”, he states. “It is important that we can enhance cooperation between the players in this sector and it is important to have a work plan to permanently attack the problems that are limiting the development of African aviation companies”.

Regarding the scenario of air transport in Africa, Jacinto Júnior acknowledges that “it is easier to travel to Europe than to travel to a neighboring African country, sometimes even with cultural ties. “This is clearly an issue that concerns us, both in terms of TAAG, as the African Union and the AFRAA.

But the reasons contributing to this scenario are easy to understand”, he explains. “Everything is directly related to the level of economic development of African countries. And the airlines fly to where they have customers and to where the flow is higher”, he adds. “On the other hand, operating costs in Africa are quite elevated. About 30% to 40% of the costs are directly allocated to the fuel supply. This is just one example.

We are also obliged to recognize that the old colonial powers are one of our major markets - because the flow of investment and economic relations is very strong”, noted the Angolan manager. In his opinion, the difficulty of moving goods and people in Africa, also considering that road transport is inefficient, obstructs the economic development of the continent. It's a vicious cycle - the countries have economies with little strength, which cuts the purchasing power of citizens, who then are unable to travel, resulting in airlines without fleets and without glow. “If you look closely, companies like Ethiopian Airlines, by operating in almost all countries of the continent, eventually constitute a unifying factor for Africans”, he states.

To fight the scenario described above, he reports that “some measures have been taken. One of the most important is the Yamoussoukro Declaration, adopted in 1999, in the Ivory Coast, and is currently in a relatively advanced stage of ratification by African states. It consists of the complete liberalization of
African air space to allow free and the materialization of free routes that can be economically viable”. Take the example of TAAG’s link between Luanda and Douala - the route goes from Luanda to Brazzaville (Republic of Congo) and then to Bangui (Central African Republic) and ends in Douala, Cameroon. It is a possible formula to circumvent the problems of flow and profitability that the point to point connections

Another possibility is the code share, adopted by TAAG to several international destinations. “In many cases, the operation is done with only one aircraft, which allows mutual gains - the two companies involved can sell tickets for the same flights, exchange experiences and build a closer relationship. In case both operate, sales opportunities increase because, in addition to their own frequencies, each company will also be able to commercialize its tickets on flights operated by the other, which represents an increase of frequency and, therefore, greater capitation opportunities and market consolidation”, he explains.

In the process of rapprochement between countries, economies and African airlines, TAAG has responded proactively by enabling the creation of new routes and the entry of African companies in the Angolan market. Therefore TAAG has sought to meet the ongoing liberalization efforts in the continent.

“These issues, however, should be analyzed with some caution. A balance of interests between African operators does not seem to be easy to secure for the moment, because there are several dynamics that must be respected.

There are some airlines more developed than others and it is as if we have different speeds within the same process”, says Jacinto Júnior. TAAG is available for cooperation, especially through the Code Share. Operators of Nigeria (Arik Air), Morocco (Royal Air Maroc) and Tanzania (Precision Air), will soon operate flights to Luanda in this system. TAAG had already signed such agreements with LAM, Mozambique, Kenya Airways and Air Namibia. Retreating to the past, it appears that TAAG has always considered the approach with African counterparts, mainly in technical and training areas, having worked with Ethiopian Airlines, Mozambique Airlines and the ever present South African Airways.

The non-implementation of the Yamoussoukro Declaration, especially the nonmarket liberalization, is one of the factors limiting the development of African aviation and Jacinto Júnior adds that, on the other hand, many countries in Africa do not have such airlines, or, when they do, they lack the economic and financial capacity to acquire aircraft, consequently the regional cooperation emerges as a way to overcome their isolation and fight the under-utilization of aeronautical facilities available on the continent.

Jacinto Júnior also rejoices because a prestigious publication dedicated to analyze the performance of the sector, “Aviation & Allied Business Journal”, has decided to honor TAAG an award for “leadership and performance”.

TAAG’s efforts in order to change and upgrade itself were recognized in the 17th edition of its Conference in Dar-es-Salaam, Tanzania. Participants in this year's conference included aeronautical executives and aviation authorities from different African countries and their ministers, or their representatives, especially in the areas of transport and tourism, private sector representatives and representatives from international organizations such as ICAO, IATA and FAA in close collaboration with the Tanzanian government. 250 delegates from Africa, Europe, Middle East, Asia, and America attended. This senior manager of aviation demonstrates how grateful he is by the international recognition that TAAG has been gathering.

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Qatar Airways Cabin Crew: Best Airline Uniform?

Best Dressed Airline
Qatar Airways has been voted as the best airline uniform in the industry by travelers, industry observers and in the fashion circles. According to an earlier blog, "Qatar Airways’ plum-coloured uniform must have hit the right note with customers, as it was voted ‘most stylish’ by Skyscanner users in a poll in September 2010. The deep-maroon uniform, a colour often associated with dignity, nobility, and power, also reflects the airline’s logo" Qatar Airways is very serious when it comes to its image and the look of its crew.  The airline is rumored to have a grooming officer who ensures the crew have the perfect look as seen below:

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Nigerian regulators allay fears over alleged kerosene-for-aviation fuel saga

Nigerian Civil Aviation Authority (NCAA) has allayed fears over the alleged conversion of domestic kerosene into aviation fuel, saying it was near impossible to do so given the complex process the product will go through before being used by aircraft.

Briefing reporters yesterday, the NCAA’s Director General, Dr. Harold Demuren, said it was practically impossible for any aviation fuel marketer to supply adulterated fuel to the airlines, saying that any fuel imported into the country had the approval of the Directorate of Petroleum Resources (DPR).

Meanwhile, the Standards Organisation of Nigeria (SON) has waded into the alleged alteration of aviation fuel with kerosene by some airline operators.

The agency has moved in its experts and laboratories to ensure standards in the quality of aviation fuel used by airlines and to ensure that the safety of passengers is not compromised.
In a related development, the management of Sahara Group, the oil company accused of importing adulterated aviation fuel into the country, has denied doing so.

Demuren explained that after the DPR’s approval, NCAA also had facilities at the airport to test whatever was being brought into the industry, adding that safety would not be compromised in any way by the agency.
He, however, emphasized that the regulatory body was investigating the allegation against Sahara Energy, but maintained that there were international standard and recommended practices that must be followed by all marketers.

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Qatar Airways' corporate jet division, Qatar Executive, Ends 2011 on a High

Qatar Airways’ corporate jet division, Qatar Executive, has written another chapter in its success story following a year marked by fleet expansion, the introduction of its own dedicated maintenance hangar and a significant boost of its service portfolio.

In the two years since its inception, Qatar Executive has built a solid foundation for its future development, rapidly becoming a lucrative business backed by the global expertise and track record of its award-winning parent carrier, Qatar Airways.

In response to the growing demand for business jet services from the Middle East and around the world, the division has strengthened its market position through diversifying its service portfolio, now encompassing not just its core business of aircraft charters, but also aircraft management, maintenance and a full range of Fixed Based Operation (FBO) services.

Cabin Interior Of A Qatar Executive Global 5000

During the summer, Qatar Executive added three new Bombardier aircraft to its fleet, including the ultra-long haul Global Express XRS – one of the most luxurious business jets in the sky – a Global 5000 and a Challenger 605 making it the youngest fleet of business aircraft in the Gulf, with an average age of just one year.

Today, the provider of exclusive business or leisure flights operates a total of six wholly-owned Bombardier jets, a number set to increase in line with the expansion plans Qatar Executive has set in its pursuit of growth in key markets.

One of Qatar Executive's 6 Corporate Jets
Another significant boost to Qatar Executive’s operations was the opening of a dedicated 6,400 square metre hangar facility for maintenance operations at Doha International Airport. The new hangar serves Qatar Executive, as well as other carriers, and has been recognised by Bombardier as an Approved Service Facility in the Middle East.

Together with Doha International Airport’s ground handling agent QAS, Qatar Executive offers a full suite of services to visiting private and corporate jets including VIP meet and greet and executive ground handling services, fuel arrangements, parking, hangaring and aircraft cleaning.

Commenting on an exciting 2011, Qatar Airways Chief Executive Officer Akbar Al Baker said:“Even in the current economic conditions, Qatar Executive has shown a dynamic performance and significantly increased earnings compared to 12 months ago.

“Qatar Executive has received exceptional customer response throughout the year and hasdeveloped into a world-class corporate aviation company, integrated into Qatar Airways’ full-service strategy.

“Qatar Airways’ premium customer segment offers enormous potential for Qatar Executive, which the private jet division is continuously looking to capitalise on.”

Added Al Baker: “There is a natural synergy for Qatar Airways to transfer its First and Business Class passengers, who plan to connect from the commercial airline’s network to remote destinations, onto its private jet service. This is a market we are progressively tapping into, and distinguishes our service significantly from other operators.”

On the division’s further growth plans, Al Baker said: “Looking to the future, we will expand into existing markets like Russia and other high-demand European countries, as well as the rapidly emerging markets of Asia.”

Being part of a well-established full service global network airline of Qatar Airways, named Airline of the Year 2011 by the prominent industry audit Skytrax, Qatar Executive customers enjoy the highest standards of travel in terms of quality, exclusivity, comfort and confidentiality provided by highly trained and experienced crew.

The personalised service for passengers includes the convenience of booking an aircraft in as little as four hours before departure, access to premium airport lounges, and check-in 10 minutes prior to take off.

For further information and bookings, visit the Qatar Executive website

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FLY-LIBYA.COM :Libya's First Private Airline

Libyan aviation is quickly getting back on its wings. Libyan Airlines and Afriqiyah Airways will soon take delivery of 11 aircraft ordered by the two carriers in 2007 from Airbus. Libya's airline Afriqiyah Airways launched international flights yesterday to Tunis, Cairo and Istanbul; Libya's destroyed airliners are being refurbished under a contract with Lufthansa Technik and now the country has its first ever private airline, the LCC FLY-LIBYA.COM.

FLY-LIBYA is Libya’s first private airline and a low-cost carrier founded by Libyan businessmen following the victory of the NATO and NTC forces over the Gaddafi forces during the recently concluded Libyan conflict. Established in August 2011, and headquartered at Istanbul International airport, the airline is focused on providing exceptional service and low-cost travel to passengers. According to the airline on its website, was, "born out of the recent liberation of Libya, at the heart of the business is a desire to reunite families whose members have been displaced as a result of the devastating war. The airline also provides greater opportunity for people to visit the country, which we hope will, in turn, promote and accelerate Libya’s regeneration. "

The airline was granted permission to fly from Istanbul to Benghazi during the Libyan conflict when Libya was under the NATO no-fly zone and it has been conducting flights from September 16th  to date. The airline alsoi services Misurata and Tripoli. According to the airline's Mr. Ibrahim Ali in an earlier statement, "Major challenges have been overcome in establishing the airline. It hasn’t been easy, It was a real challenge to  get logistical support from NATO, the UN and the National Transitional Council of Libya. In addition, the compulsory war insurance adds an extra cost to our passengers, and we are currently waiving all profits in light of this to ensure we offer the lowest fares to our customers. We are optimistic about the business and we feel that we are doing the right thing for our people.”"

FlyLibya on Twitter

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The Cut of the Crew: Which are the Sleekest Cabin Crew Uniforms in the Middle East?

Post Courtesy Arabian Aerospace

“Sometimes underestimated, often romanticised, and always admired,”
Cabin crew uniform is often the first thing that distinguishes one airline from another in the minds of passengers and, therefore, is vital for carriers to get it right. Kelly Green looks at how airline fashion is changing.

Much of an airline’s reputation is entrusted to the care of its cabin crew who, as the public face of the organisation, can leave a lasting impression on passengers in an increasingly competitive and crowded industry.   
This impression is ever more significant in today’s fast-growing market, at a time when the once-glamorous vision of air travel is clouded by security threats, long queues and delays.  
Etihad Airways Cabin Crew
Today, airlines are building their brands through memorable crew uniforms and clever marketing campaigns (using cabin crew as the main selling-point) to recapture the glamour that flying has long evoked. 
With so much of an airline’s public image resting on its crew, it is unsurprising that over recent years it has become popular for airlines to commission the world’s best fashion designers to create stylish staff uniforms. 
Gulf Air’s online recruitment page boasts that “Gulf Air has a legacy of service and style built on more than 55 years of Arabian hospitality.”  Eager to maintain its style legacy, the airline chose to celebrate its 40th anniversary back in 1990 by commissioning world-renowned fashion house Balenciaga to design a new light-blue and peach cabin crew uniform – a stark contrast to the brown and cream outfit that had been worn by the airline’s flight crew for the previous 20 years.  
Gulf Air Cabin crew Uniform in the 1990s after redesign by the Balenciaga Fashion House (Photo Courtesy Knoppen)

"Smart Airline, Successful Business"
Bahrain's Gulf Air Uniform from 2000 (Photo Courtesy Fareed Amin Photography CC)
In 2000, the airline introduced its current dark navy blue uniform, designed by another renowned fashion house – Balmain of Paris. This was intended to reflect the changing face of Gulf Air and the motto: “Smart Airline, Successful Business”.   Marcus Bernhardt, Gulf Air’s chief services officer, said of the uniform: “It is a reflection of what Gulf Air is all about – the hallmark Arabian hospitality, warmth, presentation, progression, modernity and, above all, a corporate statement.”
Royal Jordanian (RJ) also chose to mark its 40th anniversary with a new uniform for its cabin crew, announcing in 2003: “A very public part of the airline’s image is the RJ cabin crew’s uniform and this year, as part of its 40th anniversary celebrations, RJ decided it was time for a change.”
Royal Jordanian current Uniform
This was not the first time that RJ had revamped its uniform.  Between 1976 and 1982 Lebanese designer Papou Lahoud created the uniform for RJ pilots and stewardesses, for which she won IATA’s ‘best uniform design’ award in 1986.  
An Italian designer took over the responsibility of RJ’s uniforms for the next 20 years. However, unlike Gulf Air, RJ did not engage a celebrated fashion house to provide its new design in 2003 but, instead, chose to reflect its role as a national carrier by enlisting a Jordanian company, Elzay Ready Wear Manufacturing Company. At the time, a spokesperson for Elzay said: “Royal Jordanian wanted a change; a new uniform for the new millennium that is more elegant and distinguished, and reflects the heritage of Jordan.”
Colours were chosen to symbolise Jordan as a country – red, white and charcoal. “Red is a very prominent colour here and it was chosen for the women’s uniform, while the men’s is mainly charcoal.”
A spokesperson for RJ told Arabian Aerospace: “The RJ uniform should always be consistent with the colours of the aircraft and, thus, of the RJ colours in its offices.  Moreover, RJ Crown Class crew members wear traditional Jordanian dress, worn by the women in the Jordanian villages, in a move to promote Jordan and its traditional life and costumes. RJ called these traditional dresses Yahala, which means ‘You are most welcome’.” 
Teresa Stedman, managing director of Stedman Corporate Clothing Ltd, said the choice of colour plays an important role in uniform design. “The colour of a uniform helps present an appropriate impression as it has a psychological effect on both the wearer and their customer.”
Qatar Airways’ plum-coloured uniform must have hit the right note with customers, as it was voted ‘most stylish’ by Skyscanner users in a poll in September 2010. The deep-maroon uniform, a colour often associated with dignity, nobility, and power, reflects the airline’s logo, which Stedman argued is important, so as to be easily recognisable.

Qatar Airways Cabin Crew

Qatar Airways Cabin Crew
  Oman Air also chose to co-ordinate its uniforms with the company colours when, in September 1999, it unveiled a new eye-catching turquoise-blue outfit, designed by the house of Balenciaga, which matched its livery. 
Oman AirCabin Crew Uniform from 1999
“Ultimately, a uniform enables staff to become ambassadors for their company and act accordingly. In being dressed in the company colours, staff immediately represent their airline,” Stedman added.
As company representatives, airlines will often stress the importance of appearance to staff from the very beginning of their careers, as illustrated on Virgin Atlantic’s online cabin crew recruitment page: “ Finally, you’ll be the face of the airline. As such, your grooming should always be immaculate – even after a long, tiring flight.” 
For this reason, uniform designers and manufacturers must carefully choose the fabric to be used, as Shane Bray, MD of European professional-wear provider Kwintet International, explained: “The fabric also needs to be a careful consideration as crew need to look as immaculate at the end of a long-haul flight as they did when they boarded the aircraft. Turbulence can wreak havoc when food and drink are being served, so stain-resistant fabrics and finishes are key.”
Recently, there have been a number of nostalgic attempts to recall the romance of flying and bring it to the forefront of the public’s imagination, from Hollywood cinema and museum exhibitions, to global advertising campaigns and television shows.

“Sometimes underestimated, often romanticised, and always admired,” 
“Sometimes underestimated, often romanticised, and always admired,” is how flight attendants were described in a press release for the recent Style in the Aisle exhibition, which took place from January-July 2011 at the Museum of Flight in Seattle, USA, and showcased the history of American cabin crew uniforms.
Meanwhile, the Vintage at Southbank festival held in London, UK, in July 2011, featured a catwalk show of British Airways’ vintage cabin crew uniforms. Promoting the event, fashion designer Wayne Hemingway, announced: “Through the decades, British Airways uniforms have always invoked the glamour and style of flying.”   
Virgin Atlantic notably played on the association between flying and glamour in its recent James Bond-style television advertising campaign, which portrays attractive flight attendants wearing the airline’s iconic red uniform, skyscraper red heels, and glossy red lipstick. The sexually-charged global campaign no doubt assisted the airline in winning the accolade of ‘most attractive’ flight attendants in a survey of 1,000 British business travellers, conducted by Business Travel and Meetings Show (BTMS) in February 2011, with the airline receiving a massive 53% of the votes.
Middle East carriers also achieved highly in the poll, with Etihad Airways’ uniform, designed by Italian haute couture fashion designer Ettore Bilotta, taking third place behind Singapore Airlines with 12% of the votes, and Emirates Airlines taking fourth place with 11%.
Etihad Airways has a strong relationship with the fashion world, as was displayed in September 2007 when it celebrated the launch of flights between Abu Dhabi and the fashion capital Milan with a catwalk show exhibiting Bilotta’s new winter 2007 collection.  James Hogan, Etihad Airways’ chief executive, said at the time: “There has been tremendous excitement surrounding the start of Etihad’s new Milan service, so what better way to mark this momentous occasion than to stage an Italian fashion show here in our home-base of Abu Dhabi.”
According to Etihad’s online factsheet, Bilotta’s philosophy in designing the Etihad uniform was “to communicate the welcoming hospitable values of the Arabian culture in an international, cosmopolitan context, while at the same time designing for the comfort of the crew in the air and the airline’s ground staff”.
While aesthetic considerations are obviously important for building and establishing an airline’s brand, many more aspects are taken into account when designing airline uniforms, including the safety and comfort of clothing. 
“Long skirts can restrict movement and are particularly dangerous when combined with high heels, which can become caught in hems. Ties, too, can be a safety hazard,” Stedman commented. 
When Emirates Airlines introduced a new staff uniform in 2003, it was essential that it could be adapted to suit different environments. “This is vital when the conditions on the ground for staff can vary from Sao Paulo in Brazil through Newcastle in England to Hong Kong in Asia,” said Terry Daly, Emirates’ senior vice president, service delivery. “In this new design we have addressed style, comfort, the suitability for different climates – for cabin crew and ground staff – and managed to retain the iconic and instantly recognizable hallmark of our uniform worldwide.” 

Ultimately, perhaps more so for the aviation industry than any other, staff uniforms must inspire confidence and communicate a responsible corporate image, so that passengers are assured that their safety is in good (freshly-manicured) hands.
“Figures of authority are traditionally identified by their uniforms,” Stedman told Arabian Aerospace. “This is particularly true of airlines and certainly in the current environment of heightened security we take assurance in being able to easily identify official figures by their clothing.
“A uniform reinforces the expectation that staff are trained and competent professionals, providing additional assurances to customers that our trust is in safe hands. In the case of airline staff, this effect is multiplied, as our safety is entirely in their control. A smart, streamlined and corporate image that promotes trust and dependence communicates this important message.”

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Sakhile Nyoni: Zimbabwe woman makes Botswana aviation history

 A Zimbabwean woman made aviation history early this month in Botswana, becoming the first female to be appointed general manager of state-owned Air Botswana. We missed this wonderful story but here we have the privilege of featuring it on Flight Africa Blog:

History-making is not strange for Ms Sakhile Nyoni because in 1988, she became Air Botswana's first female pilot, and gradually rose to her present managerial position.

"I am humbled by the fact that the government through the board that appointed me gave me the opportunity to be general manager of Air Botswana," she said.

Air Botswana General Manager Sakhile Nyoni
"I am also happy that once again I made history in the aviation industry of Botswana. There are challenges here and there but I believe challenges are part of the solutions," Nyoni said.

She added:  “I was the first female pilot of Air Botswana and one of the very few experienced women in the aviation industry of Africa. It’s always nice to make history and I hope I have and will continue to inspire young women to take up this noble profession so that we can increase in numbers.

“I think that at the moment there are few women pilots in Africa and the world over because of the perception that it’s a tough job which needs masculinity, which is not the case. Anyone can succeed in this career as long as they work hard and are determined to make it.”

Nyoni was born in Bulawayo and moved to Botswana when she was very young. She said she always loved flying.

“I don’t think there is anyone or anything that inspired me to be a pilot but the love for aeroplanes came from the fact I grew up watching them shortly after take off and just before landing as we used to stay near the airport village where I grew up."

“I found them (planes) intriguing and as I grew older I started reading about aviation and planes but it was just out of interest and nothing else. The interest grew further after my first flight when I was 16 because it was just exciting to be up in the air. But I guess as fate would have it, I ended up pursuing a career as a pilot.”

Nyoni said although she was now the boss she still took to the skies.

“I have to keep my licence valid and the only way to do that is to fly regularly which I did recently. I may not fly quite often but now and again I will be doing that."

"And besides I still have a dream to fly a long flight, like from Africa to Europe or any other continent so my days of being a pilot are not over yet.”

Though Zimbabwean, Nyoni has lived in Botswana most of her life.

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Aviation: Africa Air Traffic Development Trends

Below we review some of the key data that high-light the development of the continent‟s commercial aviation sector.The analysis is published based on information from the African Airlines Association, November 2011  Newsletter.

Intra-African traffic
African airlines account for 90% of intra-African ASKs (Available Seat Kilometres). Capacity growth here is less than half of its pre-recession level. Due to the slowdown at home, it is important that the continent‟s airlines also look increasingly outside of Africa for growth opportunities.
Figure: Intra-African Capacity: Growth figures are CAGRs over the periods; years are 12 months ending in September
Source: Innovata, Seabury analysis 

Share of Capacity Growth from Q4 2004 to Q3 2011
Traffic between Africa and the rest of the world
The capacity growth picture for Africa to the rest of the world looks similar to that inside of Africa, with only a fraction of the pre-recession growth rate.

Notably, since 2005 African airlines have been responsible for only one quarter of Africa‟s intercontinental ASK growth, meaning non-African carriers have added nearly three times as much capacity as African ones
Capacity, Africa to other regions by carrier home base:Years are 12 months ending in Q3 of each year; Africa includes N. Africa
Source: Innovata, Seabury analysis

Among the top 20 carriers in terms of added intercontinental capacity since 2005, only five are based in Africa. Arabian full-service carriers, European low-cost carriers/charter operators, and FSCs from Europe and the United States have all aggressively added capacity.

Interestingly, 2of the top 5 (and 5 of the top 20) in added capacity had none at all until 2006. The African intercontinental market is highly vulnerable to foreign incursion, because the traffic base for intercontinental flows largely originates outside of Africa, putting foreign carriers at a marketing and sales advantage.

Getting a larger slice of the cake
Numerous major African FSCs have recently announced ambitious fleet expansion and renewal programs, and  the particular emphasis on wide-bodies foretells their continued push beyond the region. The emergence of new technologies expressed in the longer reach of mid-size wide-bodies will allow them to serve thinner routes.

Added Intercontinental Capacity from Africa in 2011 Vs 2005(Open in new tab for full view)

As African airlines extend into new markets overseas, their disproportionate dependence on customers on the non-African end of their routes will create tremendous sales, marketing and distribution opportunities as they partner with other airlines and modernize sales techniques. Knowledge of the target markets will be a key to their success.

Courtesy: The African Airlines Association(AFRAA)
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