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So harness the benefit of this new concept, we’ve created an extension for our Blog to add unique QR code to each post.

The concept is pretty simple and uses a QR code for the post's URL. You can scan it using any mobile QR code scanner application. Once scanned, the embedded post URL will be read by your scanner and you can visit the post on your mobile device without typing anything. So, it actually helps share posts without even using any social media, email or any other online sharing mechanism.

The QR code for this article contains the link for this article and can be scanned through a QR code reader application in your mobile to quickly open it in any mobile browser.

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CATHAY Pacific Airways has forecast a 15-20 per cent growth in air cargo capacity next year and expects volumes to rise.

The leap in capacity comes as the carrier posted a 17.5 per cent loss in freight throughput in October against a year earlier.

The airline will take delivery of two more 747-8 freighters by the end of 2012.

Fuel Efficiency
Fuel is the airline industry's second largest expense, exceeded only by labor. The major U.S. airlines spend more than $10 billion a year on fuel, which is approximately 10 percent of total operating expenses. As a result, increased fuel efficiency has been a top industry priority for many years, and the industry has made giant strides in that regard. Since deregulation, U.S. airlines have increased fuel efficiency nearly 65 percent by:

• investing in new, environmentally efficient aircraft and engines;
• lowering cruising speeds;
• using computers to determine optimum fuel loads and to select altitudes and routes that minimize fuel burn;
  using flight simulators rather than real aircraft for pilot training;
• holding aircraft at gates, with engines shut down, when weather or other problems delay takeoff, when appropriate;
• using only one engine to taxi;
• keeping aircraft exteriors clean to minimize aerodynamic drag.

Most important, the airlines have invested, and continue to invest, billions of dollars in new aircraft and engines that are far more efficient than the models they replace. The Airbus A320 and Boeing 737-300, for example, transport twice as many revenue passenger miles per gallon of fuel than the DC-9 and earlier versions of the 737. In addition, they emit smaller amounts of the gases of concern to scientists studying global warming and other environmental issues.
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U.S. scheduled airlines are classified by the government on the basis of the amount of revenue generated from operations. These classifications are major, national and regional.

All airlines hold two certificates from the federal government: a fitness certificate and an operating certificate. The Department of Transportation (DOT) issues fitness certificates - called certificates of public convenience and necessity - under it's statutory authority. Basically, the certificate establishes that the carrier has the financing and the management in place to provide scheduled service. The certificate typically authorizes both passenger and cargo service. Some airlines, however, obtain only cargo-service authority. Commuter airlines that use aircraft with a seating capacity of 60 or fewer seats or a maximum payload capacity of no more than 18,000 pounds can operate under the alternative authority of Part 298 of DOT's economic regulations.

Operating certificates, on the other hand, are issued by the Federal Aviation Administration (FAA) under Part 121 of the Federal Aviation Regulations (FARs), which spell out numerous requirements for operating aircraft with 10 or more seats. The requirements cover such things as the training of flight crews and aircraft maintenance programs. All majors, nationals and regionals operate with a Part 121 certificate. more >>

Federal Regulations Require Rest Between Training and ID
The Federal Aviation Administration "FAA" recently provided United with a clarification of FAR 121.467, which governs required rest prior to flight assignments. In order to ensure compliance with the regulation, United has modified the process by which Flight Attendant training assignments are scheduled. Our Contract Section 15.J.1. provides that legal rest requirements and maximum duty periods can be waived at the Flight Attendant's option when scheduled for training. In compliance with the FAR, training will not be assigned immediately preceding an ID since legal rest may not be waived below the minimum of 9 hours. When a lineholder bids to waive legal rest after a training assignment, the legal rest may be waived down to a minimum of nine "9" hours between the release time of the training assignment and the report time of the next ID.