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Japan’s first domestic passenger plane since 1960s to challenge Boeing and Airbus

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Mitsubishi Aircraft Corporation, an aviation unit of Japanese industrial giant, is planning to start deliveries of Japan’s first domestically-produced passenger plane since the 1960s as soon as next year.

The 88-passenger jet has a flight range of about 2,000 miles, while a smaller variant can fly up to 76 people for about the same distance. The MRJ (Mitsubishi Regional Jet) made its maiden flight in November 2015 with the first deliveries slated for mid-2020.

Mitsubishi Aircraft Corporation initially planned the first deliveries of the jet for 2008. However, the date was pushed back five times due to production difficulties. Orders for the aircraft that once totaled 474 units from US and Japanese carriers have been reportedly reduced to 407 jets so far.

The Japanese conglomerate, a longtime supplier of aircraft components to Boeing, invested over 600 billion yen ($5.36 billion) into MRJ as of March 2018 with another 200 billion yen ($1.8bn) expected to be pumped into the project by the end of 2020. In October, Mitsubishi announced plans to invest an extra 170 billion yen ($1.5bn) in capital into its aircraft unit, canceling 50 billion yen ($446mn) of the debt owed by the division.

The long-anticipated MRJ, which is designed for local air transportation, may become a peer competitor for such mainstays as Canada’s Bombardier, whose C Series regional planes are marketed as the Airbus A220, after the 2017 acquisition of the unit by the European aerospace giant. The Japanese jet is also expected to provide keen competition to Brazil’s Embraer that announced plans to create a joint venture for Embraer’s airliners in 2018.

The newcomers in the sector of regional air service, such as the Russian Sukhoi Superjet-100 and the Chinese Comac ARJ21, which are currently undergoing test flights, may also challenge Airbus and Boeing.

Mitsubishi is currently involved in legal proceedings with Montreal–based Bombardier. In October, the Canadian aircraft manufacturer filed a lawsuit, accusing the Japanese corporation of stealing secret information and causing Bombardier “to suffer irreparable financial loss.”

Mitsubishi counter-sued, saying that the Canadian aircraft producer had violated antitrust regulations through “a multifaceted scheme to expand its power within the regional jet market by impeding the entrance of a new competing aircraft.”

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Date set for the opening of the Vatican secret archives

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On March 2, 2020, Pope Francis will open the secret archives of the pontificate of Pius XII on the Second World War.

The announcement during the audience to the staff of the Vatican secret archives was, “The Church is not afraid of history, indeed it loves it.” And on the reading of the Pontificate, he said: “In the criticisms against Pius XII prejudices and exaggerations.”

Pope Bergoglio’s Tweet from March 4, 2019 said, “I decided that the opening of the Vatican Archives for the Pontificate of Pius XII will take place on March 2, 2020, exactly one year after the eightieth anniversary of Eugene Pacelli’s election to the Soglio di Pietro.”

Thus the Pope in the audience with his superiors, as well as the employees and collaborators of the Vatican Secret Archives, whose “constant and not slight commitment,” said Francesco, “allows me today, in memory of that significant anniversary, to announce my decision  to open to the consultation of researchers the archival documentation pertaining to the Pontificate of Pius XII, until his death, which took place at Castel Gandolfo on 9 October 1958.

Regarding the Pope’s decision, “I assume this decision,” the Pontiff explained, “having heard the opinion of my closest collaborators, with a serene and confident spirit, confident that the serious and objective historical research will be able to evaluate in its right light, with appropriate criticism, moments of exaltation of that Pontiff and, undoubtedly also moments of grave difficulties, of tormented decisions, of human and Christian prudence, which to some may have seemed reticence, and which instead were attempts, humanly even much fought, to keep on, in the periods of more thick darkness and cruelty, the flame of humanitarian initiatives, of hidden but active diplomacy, of hope in possible good hearts’ openings.

“The Church is not afraid of history, on the contrary, she loves it.”

In explaining his decision, the Pope recalled that “the Church is not afraid of history; indeed, loves it and would like to love it more and better, as God loves it! So, with the same confidence as my predecessors, I open and entrust this documentary heritage to researchers.”

“While I thank you again for the work accomplished,” he added to the staff of the Vatican Secret Archives, “I wish you to continue the commitment to assist researchers – scientific and material assistance – and also in the publication of Pacellian sources that will be deemed important, as you have already been doing for some years.”

The Union of Italian Jewish Communities (UCEI) is good to reconstruct the role of the Church during the Holocaust, stating, “We welcome with great appreciation the decision of Pope Bergoglio to open the secret archive related to the figure of Pius XII. It is positive that we want to make this opening, because it will give way to all those that deal with research to access material of unpublished interest to be able to reconstruct with even more clarity the position of the Church also in the period of the Shoah.”

This was underlined by the president of the Union of Italian Jewish Communities, Noemi Di Segni, and also the president of the Jewish community of Rome, Ruth Dureghello, who commented on the news: “The hope now is that we can clarify the role played by Pius XII during the Second World War.”

“Unfortunately we will have to wait for 2020, in a year and a half,” he underlined. “Better late than never. It is positive news from which we hope to obtain clarity on that historical period and on the role played by the Pope.”

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What is the discussion at the UNWTO / ICAO Ministerial Conference on Tourism and Air Transport?

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A Panel discussion is ongoing and a packed program are planned today for delegates in Sai Island, Cabo Verde attending the First UNWTO/ ICAO Ministerial Conference Tourism and Air Transport.

Air Transport and Tourism Policies: Regulatory convergence to maximize and balance their benefits

Air Transport and tourism depend heavily on each other and are essential engines of trade and economic growth for both developed and developing countries.

Despite the synergies, there can be conflicts between aviation and tourism policies due to the difficulties of States in balancing the interests of their airlines and the optimum development of their tourism industries. Separate sectorial policies result in a fundamental disconnect, which constitutes a severe deterrent towards the development of both sectors. How do we enhance policy coherence between the two sectors, harmonize the regulatory frameworks, and prevent separate sectoral policies? How can we strike a balance to maximize the overall benefits of tourism and air transport in the national economy?

What is the current status of Africa’s regulatory framework and what is its impact on tourism and air transport (the Lomé Declaration and the related Action plans both for Air Transport and for Tourism?

How can Africa benefit from and implement the joint UNWTO and ICAO Medellín Statement on Tourism and Air Transport for Development? How can the African Governments promote cooperation and compatible decision-making among transport and tourism authorities and other ministries in charge of related portfolios, including finance, economic planning, energy, environment and trade?

What are the challenges encountered by tourism stakeholders in reflecting tourism business interests in national and regional air transport policies?

Connectivity and Seamless Travel: Best practices to serve tourists and passengers

Aviation and tourism are a customer-focused economic sector.

While there is no single definition of air connectivity, it can be viewed as the ability of a network to move passengers involving the minimum of transit points, which makes the trip as short as possible with optimal passenger satisfaction at the minimum price possible. The realization of seamless travel can improve overall travel experience, which in turn fuels tourism demand.

With the recent launching of the Single Africa Air Transport Market (SAATM), open skies over Africa may soon be a reality, building the necessary regulatory framework to increase international intra-Africa travel.

How do we optimize the flow of passenger traffic through the air transport system? How can we generate sufficient demand for direct air services between African sub-regions, especially between the East-West coasts?

How well do current air service agreements (ASAs) contribute to connectivity and what are the prospects of air transport liberalization? What constitute the bottlenecks and slowdowns of seamless travel in the air transport system? What regulatory schemes can be used or developed to assure essential air services to Least Developed Countries (LDCs), Landlocked Developing Countries (LLDCs) and Small Island Developing States (SIDS)?

What are the existing best practices and how could they be extended and adapted to other regions? What are the factors influencing airline choices for different market segments (the intercultural dimension)?

Funding and Financing for Development: Pragmatic measures to build a transparent, stable and predictable investment climate

Infrastructure deficiencies in the aviation and tourism sectors have long been an issue in Africa. While plans are in place to develop and modernize aviation infrastructure, relief is years away at best.

In the meantime, there will be lost opportunities for creating jobs and spurring economic growth. Another issue is the proliferation of taxes on tourism and air transport despite the fact that the industry recovers a vast majority of its own infrastructure costs through payments of user charges, rather than being financed through taxation.

Revenue raised by taxes can often be outweighed by the relinquished economic benefits as a result of dampened demand for air travel.

This Session will focus on

a) the creation of good governance and enabling the environment to build business confidence and encourage investments, and

b) the consolidation of planning and development efforts for aviation and tourism infrastructure in multi-modal and urban planning initiatives. What are the challenges of financing development projects related to the tourism and air transport sectors, particularly in LDCs, LLDCs, and SIDS?

What are the success stories in financing tourism and air transport projects? How do consumers perceive taxes, charges, and others levies and how to ensure transparency of taxes and charges to passengers and tourists?

Why is the limited volume of international public finance and assistance for development currently available for aviation and tourism infrastructure projects?

Travel Facilitation: Advancing visa facilitation in supporting economic growth 

Travel facilitation aims at maximizing the efficiency of border clearance formalities while achieving and maintaining high-quality security and effective law enforcement. Allowing passengers/tourists to cross international borders safely and efficiently contributes significantly to stimulating demand, enhancing the competitiveness of States, creating jobs and fostering international understanding.

In spite of the great strides made in recent decades in facilitating tourist travel in Africa, there is still room for considerable progress. For example, electronic visa processes and delivery could make travel more accessible, convenient, and more efficient without a diminution of national security.

States should also look into increasing cooperation on bilateral, regional and international travel facilitation regimes. How can new technologies be used to make travel more accessible, convenient and efficient? How to define and implement policies which facilitate international travel and tourism while ensuring the security and integrity of traveler identification and border controls?

How well do e-passports, e-visas and other documentation deal with emergent threats to security? How could the African States learn from other effective best practices?

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