St Kitts and Nevis stands out for its strong Rule of Law and well-regulated citizenship by investment programme

Basseterre, May 19, 2023 (GLOBE NEWSWIRE) — Citizenship by Investment (CBI) programmes are often evaluated based on security, protection of property and human rights as well as general stability. The rule of law is a principle that is typically used to test the strength of a country’s system of laws. For countries like St Kitts and Nevis which offer CBI programmes, having favourable laws that are applied fairly is important because it enhances their capacity to attract more investors while upholding the integrity of their CBI initiatives.

Rule of law refers to the mechanisms, processes and institutional practices that support the equality of all persons before a country’s laws. This implies that the creation and enforcement of laws must be legally regulated so that no one is above the law. In countries where the rule of law is strong, the application and adjudication of the law by governing officials are impartial. On the other hand, a weak rule of law is characterised by the consideration of class, economic or political status and relative power in the application of the law.

St Kitts and Nevis ranked 40 out of 139 countries in the 2021 Rule of Law Index. In the year 2022, the country ranked 39 out of 140 countries, indicating a slight increase. At a regional level, consisting of 32 countries in the Latin America and Caribbean region; St Kitts and Nevis was ranked 7th and 5th in 2021 and 2022 respectively.  The rule of law index measures how the rule of law is perceived and experienced globally. Rankings in the index are based on the following pillars:

  • Constraints on government powers;
  • Absence of corruption;
  • Open government;
  • Fundamental rights;
  • Order and security;
  • Regulatory enforcement;
  • Civil justice; and
  • Criminal justice.

The first pillar measures the extent to which those who are in governing positions are bound by the law. Various checks such as the existence of a free and independent press, the limitation of government powers by the legislature or the judiciary as well as the independent auditing of government activities determine government powers. In 2022, St Kitts and Nevis had a global ranking of 45 out of 140 and a regional ranking of 7 out of 32 on the constraints of government powers.

With regards to the absence of corruption, St Kitts and Nevis scored a global ranking of 41 out of 140 and a regional ranking of 7 out of 32 in the year 2022. These ratings indicate that the prevalence of bribery, informal payments and embezzlement of public funds is significantly low in the judicial, military and law enforcement spheres.

The third pillar which is open government, measures the openness of a government. This is principally indicated by the extent to which a government shares information, encourages citizen participation in policy-making and is held accountable. Globally, St Kitts and Nevis was ranked 86 out of 140 whereas regionally, it was ranked 23 out of 32.

In St Kitts and Nevis, individuals are free from discrimination based on socio-economic status, gender, ethnicity, sexual orientation or religion. In addition to this, the right to life of a person and fundamental labour rights are effectively guaranteed. These observations are supported by St Kitts and Nevis’s global ranking of 35 out of 140 and a regional ranking of 7 out of 32 on the fundamental rights factor.

When it comes to order and security, St Kitts and Nevis was ranked 49 out of 140 globally, and an impressive 4 out of 32 regionally. This indicator is particularly important for investors who want to settle in the country without having to worry much about their security. Rating highly in this pillar means that in St Kitts and Nevis, the prevalence of common crimes such as homicide, kidnapping, armed robbery and theft is low. It also means that people in the country are considerably protected from civil conflict and terrorism.

The enforcement of labour, environmental, consumer and public health regulations has an implication on a country’s rule of law. In the regulatory enforcement pillar, St Kitts and Nevis had a global and regional rating of 34 out of 140 and 2 out of 32 respectively. The ratings indicate that in St Kitts and Nevis, government regulations are applied and enforced without improper influence.

St Kitts and Nevis ranked high in the civil and criminal justice pillars of the rule of law index. For the year 2022, the country ranked 24 out of 140 in civil justice, and 36 out of 140 in criminal justice. Regionally, St Kitts and Nevis occupied the 2nd position out of 32 in civil justice and 5th position out of 32 in criminal justice. People living in the country can access and afford civil as well as criminal justice compared to other countries in the world. This also means that these two systems are relatively free of discrimination, improper political influence, corruption and unreasonable delays among other hindrances.

The rule of law is particularly important for investors because it has a bearing on property rights. St Kitts and Nevis have the rule of law embedded in their CBI programmes. This gives investors a guarantee that their property rights are upheld at all times. The comparatively high rule of law index ranking, along with a strict due diligence process make St Kitts and Nevis a great choice for investments through CBI programmes.

Earlier this year, the St Kitts and Nevis government formally established the Citizenship by Investment Unit (CIU) Board of Governors. This body advises the Prime Minister on the management, operation, reviewing and monitoring of the development of CBI policies. A technical committee that is in charge of ensuring due diligence checks are completed on all CBI applications was also established by the government. St Kitts and Nevis, which has the world’s longest-standing CBI programme in the world has been setting the standard in the CBI industry for decades. The dual island was ranked top in terms of its meticulous commitment to due diligence according to the 2022 CBI Index.

Chantal Mabanga
PR St. Kitts and Nevis
+44 (0) 207 318 4343
chantal.mabanga@csglobalpartners.comGlobeNewswire Distribution ID 8842858

GlobeNewswire Distribution ID 8842858

Presidente do Avia Solutions Group Gediminas Ziemelis: 10 grandes desafios para a sustentabilidade da aviação comercial para os próximos 3 anos

DUBLIN, Irlanda, May 18, 2023 (GLOBE NEWSWIRE) — Garantir operações sustentáveis tornou-se uma das principais motivações das empresas de aviação nos últimos anos. No entanto, esse setor dinâmico enfrenta uma infinidade de desafios que podem impedir os esforços das empresas para aumentar a lucratividade Embora vários fatores contribuam para as dificuldades do setor de aviação, alguns problemas importantes merecem ser destacados como os principais culpados.

As altas taxas de juros de mercado em dólares para companhias aéreas altamente alavancadas e afogadas em dívidas serão ainda mais altas

Nos últimos anos, o setor de aviação experimentou uma queda significativa na demanda por viagens aéreas, resultando em muitas companhias aéreas enfrentando perdas financeiras. Para se manterem à tona durante esse período, as companhias aéreas contraíram mais dívidas. No entanto, esse aumento do endividamento resultou em maior risco para os credores, levando a taxas de juros de mercado mais altas para as companhias aéreas.

Além do impacto da pandemia no setor, outros fatores como o aumento dos custos dos combustíveis e o aumento da concorrência também contribuíram para as dificuldades financeiras de muitas companhias aéreas. Esses fatores tornaram cada vez mais difícil para as companhias aéreas altamente alavancadas gerar lucros e pagar suas dívidas, levando a preocupações sobre a sustentabilidade de seus modelos de negócios.

A combinação destes fatores levou a uma situação em que as companhias aéreas altamente endividadas enfrentam agora taxas de juro de mercado ainda mais elevadas, o que pode agravar as suas dificuldades financeiras.

Custos de seguro muito mais altos – o agravamento dos riscos de guerra pode elevar os prêmios de seguro

O setor de aviação está se debatendo com o aumento dos custos de seguro devido ao agravamento dos riscos geopolíticos. Isso é altamente influenciado pelo fato de que, como declarado pelas principais companhias de seguros, cerca de 500 aeronaves alugadas a operadores russos permanecem presas na Rússia. As seguradoras estão enfrentando possíveis problemas de confiabilidade devido à situação incerta criada pela recusa do governo russo em liberar a aeronave.

Como resultado, as seguradoras estão lutando para avaliar o nível de risco envolvido, levando a uma ampla gama de perdas potenciais estimadas em até US$ 30 bilhões, segundo fontes do setor. Essa incerteza deve elevar os prêmios de seguro para as companhias aéreas, impactando o setor como um todo.

Os passageiros se lembrarão de indenizações por atrasos de voos, e isso afetará os custos não planejados das companhias aéreas

O Regulamento 261/2004 da UE prevê uma indenização para os passageiros que sofram atrasos, cancelamentos, overbooking ou recusa de embarque. Dependendo das circunstâncias específicas e sob certas condições, os passageiros afetados podem ser elegíveis para um pedido de indenização que varia entre € 250 e € 600 por pessoa. Antes da pandemia de COVID-19, a taxa de atrasos de voos na UE que eram objeto de compensação era de 1,5% de todos os voos, com um valor médio de indenização de € 375 por voo atrasado.

Em 2019, as companhias aéreas da UE transportaram um total de 1,12 bilhões de passageiros, com 1,7 milhões de voos sofrendo atrasos e resultando em um pagamento total de € 6,3 bilhões em indenizações. Atualmente, apenas 10% dos passageiros afetados apresentam reclamações diretamente às companhias aéreas ou por meio de empresas de serviços especializados, como Skycop ou Airhelp.

No entanto, espera-se que esse número aumente significativamente, já que após a COVID-19 o setor enfrenta escassez de capacidade e outros desafios. Como resultado, o número de voos reclamáveis que sofrem atrasos pode aumentar de 1,5% para 5%, potencialmente levando a um pagamento total de € 20 bilhões em indenizações.

Os desafios dos motores LEAP terão impacto em mais aeronaves em solo e na escassez de capacidade;

De acordo com nossa pesquisa interna, atualmente, o setor aeronáutico opera uma frota de 1397 aeronaves A320neo com motores LEAP-1A, totalizando 3080 motores com uma média de 2,2 motores por aeronave, e 1043 aeronaves Boeing 737 MAX com motores LEAP-1B, totalizando 2338 motores com uma média de 2,2 motores por aeronave. Para manter esses motores, existem no mundo inteiro 21 locais para revisão e manutenção do LEAP-1A e 22 locais para motores LEAP-1B.

No entanto, a paralisação de 16.000 aeronaves (o equivalente a 60% da frota total) em 2020-2021 levou a um impressionante adiamento de 60% da manutenção do motor LEAP. Consequentemente, há agora uma lacuna de manutenção significativa em 43 locais, resultando em tempos de espera de 9 a 10 meses para manutenção do motor, o que poderia interromper as operações das companhias aéreas.

A produção de OEM e a cadeia de suprimentos interrompidas durante 2023-2025 causarão uma escassez de capacidade de aeronaves;

A pandemia de COVID-19 teve um impacto profundo no setor aeroespacial. Os Fabricantes de Equipamentos Originais (OEMs), como Boeing e Airbus, experimentaram interrupções significativas em suas cadeias de produção e suprimentos. Em resposta à desaceleração econômica global e à redução da demanda por viagens aéreas, os OEMs reduziram seus níveis de produção aproximadamente pela metade em comparação com os níveis pré-COVID. Contudo, isso levou a uma escassez de capacidade de aeronaves, o que está dificultando os esforços de recuperação do setor.

Os cortes de produção afetaram mais de 5.000 fornecedores da cadeia de suprimentos, que tiveram que reduzir seus volumes durante a pandemia. Consequentemente, a recuperação do setor aeroespacial deve levar de 2,5 a 4 anos para retornar aos níveis de produção pré-COVID. Este período prolongado de interrupção provavelmente terá consequências significativas para o setor e seus participantes.

Em 2020-2021, o cancelamento de programas de cadetes aviadores e aposentadorias planejadas causaram uma escassez de pilotos em 2023-2024 e um rápido aumento nos custos para as companhias aéreas;

O setor aeronáutico enfrenta uma demanda constante por novos pilotos, já que aproximadamente 3% deles se aposentam anualmente. No entanto, a pandemia de COVID-19 causou um grande revés no setor, com todos os programas de cadetes sendo adiados ou cancelados.

Consequentemente, há agora um problema significativo de escassez de pilotos, levando a rápidos aumentos de custos. Estima-se que o setor experimentará uma escassez de 300.000 pilotos dentro de uma década. Espera-se que essa escassez crie desafios significativos, particularmente na Índia, que deve ter a maior escassez de pilotos

Desafios para reservar vagas de MRO após a COVID-19, já que eventos de manutenção programados foram adiados

Outro problema causado pela pandemia de COVID-19 é um acúmulo significativo de serviços de MRO para aeronaves em todo o mundo. Como resultado da redução sem precedentes nas viagens aéreas e da paralisação de muitas aeronaves, a manutenção programada foi atrasada ou adiada.

No entanto, à medida que a demanda de viagens aéreas começa a se recuperar e as companhias aéreas retornam à operação plena, surgiu o desafio de reservar vagas de MRO para realizar a manutenção necessária nessas aeronaves. Muitas companhias aéreas estão descobrindo que as instalações de MRO já estão operando a plena capacidade, resultando em longos tempos de espera e possíveis interrupções nas operações das companhias aéreas Espera-se que esse acúmulo de manutenção persista por algum tempo, criando obstáculos aos esforços de recuperação do setor aéreo.

Desafio para encontrar vagas de manutenção de motores V2500 e RR devido à manutenção adiada

As companhias aéreas que operam aeronaves com motores V2500 e RR também estão encontrando dificuldades para programar a manutenção de seus motores devido à alta demanda e disponibilidade limitada. Isso criou uma situação desafiadora, especialmente para as companhias aéreas com grandes frotas de aeronaves desse tipo.

A falta de vagas de manutenção disponíveis forçou as companhias aéreas a paralisar algumas de suas aeronaves, levando a interrupções operacionais e perdas de receita. Além do impacto financeiro, a situação também levanta preocupações de segurança, pois o atraso na manutenção pode comprometer a segurança e a confiabilidade dos motores, podendo levar a problemas mais significativos no futuro.

Os requisitos ESG para uma aviação mais ecológica não desapareceram no médio prazo

A 41ª Assembleia da Organização da Aviação Civil Internacional (OACI), realizada em Montreal em outubro de 2022, foi um marco significativo para o compromisso do setor da aviação com a sustentabilidade. A assembleia se comprometeu com uma Meta Ambiciosa de Longo Prazo (LTAG) para alcançar emissões líquidas zero de CO2 até 2050, o que trouxe as questões de Meio Ambiente, Sociedade e Governança (ESG) para a vanguarda da conversa sobre aviação sustentável.

A meta ambiciosa do LTAG é desafiadora, mas tem o potencial de incentivar as companhias aéreas a acelerar o desenvolvimento e a adoção de combustíveis de aviação mais ecológicos e outras melhorias técnicas para reduzir as emissões de carbono dos voos. Isso exigirá uma mudança significativa na mentalidade de todo o setor, investimento em pesquisa e desenvolvimento e colaboração entre companhias aéreas, fabricantes e governos para alcançar o objetivo de longo prazo.

Após a COVID-19, dívidas com peças de reposição, serviços de MRO e leasing de aeronaves farão com que algumas aeronaves ainda fiquem paradas, o que causará demanda de capacidade

A situação complexa no setor levou as companhias aéreas a contraírem mais dívidas para financiar vários aspectos de suas operações, como peças de reposição, serviços de MRO e leasing de aeronaves. No entanto, o aumento da dívida pendente para o setor pode ter implicações significativas, com algumas companhias aéreas potencialmente lutando para pagar suas dívidas, o que pode resultar em uma redução na capacidade, já que as companhias aéreas são forçadas a paralisar algumas de suas aeronaves ou cortar rotas para minimizar os custos.

Dados internos mostram que a dívida pendente do setor saltou mais de 20% desde 2020, chegando a mais de US$ 300 bilhões. Para levantar capital, as transportadoras aéreas globais venderam US$ 63 bilhões em títulos e empréstimos até agora neste ano.

Contato de mídia:
Silvija Jakiene
Diretora de Comunicações
Avia Solutions Group
silvija.jakiene@aviasg.com
+370 671 22697

GlobeNewswire Distribution ID 1000810847

Les 10 grands défis des 3 prochaines années pour la durabilité de l’industrie du transport aérien de passagers, selon Gediminas Ziemelis, président d’Avia Solutions Group

DUBLIN, Irlande, 18 mai 2023 (GLOBE NEWSWIRE) — Ces dernières années, garantir une exploitation durable est devenu un objectif fondamental pour les entreprises du secteur de l’aviation. Néanmoins, cette industrie changeante est confrontée à une multitude de défis pouvant entraver les efforts dont les entreprises font preuve pour l’optimisation de leur rentabilité. Bien que plusieurs facteurs contribuent aux difficultés du secteur de l’aviation, il est important de mettre l’accent sur ceux qui ont le plus d’impact.

Les taux d’intérêt en dollars, déjà hauts pour les compagnies aériennes fortement endettées, seront encore plus élevés.

Ces dernières années, le secteur de l’aviation a connu une baisse importante de la demande de transport aérien, ce qui a entraîné des pertes financières pour de nombreuses compagnies aériennes. Afin de se maintenir à flot pendant cette période, les compagnies aériennes ont contracté des dettes supplémentaires. Cependant, cet endettement accru a engendré un risque plus élevé pour les créanciers, ce qui s’est ensuite traduit par une hausse des taux d’intérêt pour les compagnies aériennes.

Outre l’impact de la pandémie sur l’industrie, d’autres facteurs tels que la hausse des prix du carburant et l’intensification de la concurrence ont également contribué aux difficultés financières de nombreuses compagnies aériennes. En raison de ces facteurs, il est de plus en plus difficile pour les compagnies aériennes fortement endettées de générer des bénéfices et donc de rembourser leurs dettes, ce qui suscite des inquiétudes quant à la viabilité de leur modèle économique.

La combinaison de ces facteurs fait que les compagnies aériennes fortement endettées sont maintenant confrontées à des taux d’intérêt encore plus élevés, ce qui peut exacerber encore plus leurs difficultés financières.

Des coûts d’assurance beaucoup plus élevés – l’aggravation des risques de guerre pourrait conduire à l’augmentation des primes d’assurance

Le secteur de l’aviation est confronté à une hausse des coûts d’assurance du fait de l’aggravation des risques géopolitiques. Selon les principales compagnies d’assurance, cette situation est fortement influencée par le fait qu’environ 500 avions loués à des opérateurs russes sont toujours bloqués en Russie. Les assureurs sont confrontés à des problèmes de responsabilité éventuelle en raison de la situation incertaine créée par le refus du gouvernement russe de renvoyer ces avions.

En conséquence, les assureurs ont du mal à évaluer le niveau de risque encouru. Cela se traduit par une large fourchette de pertes potentielles, qui selon certaines sources du secteur sont estimées à 30 milliards de dollars. Cette incertitude risque de faire augmenter les primes d’assurance des compagnies aériennes, ce qui aura un impact sur l’ensemble du secteur.

Les passagers se souviendront des compensations disponibles en cas de retard de vol, ce qui aura une incidence sur les coûts imprévus des compagnies aériennes

Le règlement européen 261/2004 prévoit une indemnisation pour les passagers victimes de retards ou d’annulations de vols, de surréservations ou de refus d’embarquement. Selon les circonstances spécifiques, et sous réserve de certaines conditions, les passagers concernés peuvent prétendre à une indemnisation allant de 250 à 600 euros par personne. Avant la pandémie de COVID-19, le taux de retard des vols au sein de l’Union Européenne qui relevait d’une indemnisation était de 1,5 % des vols, avec un montant moyen d’indemnisation de 375 euros par vol retardé.

En 2019, les compagnies aériennes de l’UE ont transporté un total de 1,12 milliard de passagers, avec 1,7 million de vols ayant subi des retards, ce qui a donné lieu à une indemnisation totale de 6,3 milliards d’euros. Seuls 10 % des passagers concernés déposent actuellement des plaintes directement auprès des compagnies aériennes, ou par l’intermédiaire de sociétés de services spécialisées telles que Skycop ou Airhelp.

Toutefois, ce chiffre devrait augmenter de manière significative, du fait qu’après la pandémie de COVID-19, l’industrie devra faire face à des déficits de capacité et autres défis. En conséquence, le nombre de vols retardés pouvant faire l’objet d’une demande d’indemnisation pourrait passer de 1,5 % à 5 % des vols, ce qui pourrait donner lieu à une indemnisation totale de 20 milliards d’euros.

Les défis liés aux moteurs LEAP se traduiront par une augmentation du nombre d’avions au sol et un déficit de capacité

Selon nos recherches internes, le secteur de l’aviation exploite actuellement une flotte de 1397 avions A320neo équipés de moteurs LEAP-1A, soit un total de 3080 moteurs avec une moyenne de 2,2 moteurs par avion, et 1043 avions Boeing 737 MAX équipés de moteurs LEAP-1B, soit un total de 2338 moteurs avec une moyenne de 2,2 moteurs par avion. Il existe 21 sites dans le monde pour la révision et la maintenance des moteurs LEAP-1A, et 22 sites pour les moteurs LEAP-1B.

Cependant, l’immobilisation au sol de 16 000 avions (soit 60 % de la flotte totale) en 2020-2021 a entraîné un report impressionnant de la maintenance de 60 % des moteurs LEAP. En conséquence, il y a désormais un important déficit d’entretien sur 43 sites, entraînant des temps d’attente de 9 à 10 mois pour la maintenance des moteurs. Cette situation pourrait potentiellement perturber les activités des compagnies aériennes.

L’interruption de la production et de la chaîne d’approvisionnement des fabricants d’équipements d’origine au cours de la période 2023-2025 entraînera un déficit de capacité aéronautique

La pandémie de COVID-19 a eu un impact considérable sur l’industrie aérospatiale. Les fabricants d’équipements d’origine (OEM en anglais) tels que Boeing et Airbus ont dû faire face à d’importantes perturbations dans leurs chaînes de production et d’approvisionnement. En réponse au ralentissement économique mondial et à la baisse de la demande de transport aérien, les équipementiers ont réduit leurs niveaux de production d’environ la moitié par rapport aux niveaux pré-Covid. Toutefois, cette situation a entraîné un déficit de capacité aéronautique qui entrave les efforts de rétablissement de l’industrie.

Les réductions de production ont affecté plus de 5 000 fournisseurs de la chaîne d’approvisionnement. Tous les fournisseurs ont dû réduire leurs volumes pendant la pandémie. Par conséquent, il devrait falloir entre deux ans et demi et quatre ans à l’industrie aérospatiale pour retrouver ses niveaux de production d’avant la pandémie de Covid. Cette période de perturbation prolongée risque d’avoir des conséquences importantes pour l’industrie et ses parties prenantes.

En 2020-2021, l’annulation des programmes de formation des pilotes combinée aux départs à la retraite prévus ont provoqué une pénurie de pilotes en 2023-2024, ainsi qu’une augmentation rapide des coûts pour les compagnies aériennes

Le secteur de l’aviation est confrontée à une demande constante de nouveaux pilotes, étant donné qu’environ 3 % des pilotes partent à la retraite chaque année. Cependant, la pandémie de COVID-19 a provoqué un recul important dans l’industrie, tous les programmes de formation de nouveaux pilotes ayant été soit reportés, soit annulés.

Il y a donc maintenant une pénurie importante de pilotes, ce qui entraîne une augmentation rapide des coûts. On estime que l’industrie connaîtra une pénurie de 300 000 pilotes d’ici dix ans. Cette pénurie devrait créer d’importants défis, en particulier en Inde, où l’on s’attend à ce que la pénurie de pilotes soit la plus importante.

Difficultés à réserver des services d’entretien, de réparation et de révision après la pandémie, en raison du report des services d’entretien qui étaient programmés

Un autre problème causé par la pandémie de COVID-19 est une accumulation importante des services d’entretien des appareils au niveau mondial. En raison de la réduction sans précédent du transport aérien et de l’immobilisation au sol de nombreux avions, la maintenance programmée des appareils a été retardée ou reportée.

Néanmoins, alors que la demande de transport aérien commence à se rétablir et que les compagnies aériennes reprennent leurs activités à plein régime, réserver les services d’entretien, de réparation et de révision nécessaires à ces avions est un véritable défi. De nombreuses compagnies aériennes constatent que les installations de services d’entretien fonctionnent déjà à plein rendement, ce qui entraîne des temps d’attente longs et des perturbations potentielles pour les activités des compagnies aériennes. Cette accumulation des travaux d’entretien devrait persister pendant un certain temps, créant des obstacles aux efforts de rétablissement du secteur de l’aviation.

Difficulté à trouver des créneaux pour l’entretien des moteurs V2500 et RR en raison de la maintenance différée.

Les compagnies aériennes qui exploitent des avions équipés de moteurs V2500 et RR rencontrent également des difficultés pour programmer la maintenance de leurs moteurs en raison d’une forte demande et d’une disponibilité limitée. Cela crée une situation difficile, en particulier pour les compagnies aériennes dont la flotte compte un nombre important de ce type d’avion.

Le manque de créneaux disponibles pour la maintenance de ces avions a contraint les compagnies aériennes à immobiliser certains de leurs appareils, causant des perturbations de leurs activités et des pertes de revenus. Outre l’impact financier, la situation pose également des problèmes de sécurité. En effet, les retards de maintenance peuvent compromettre la sécurité et la fiabilité des moteurs, ce qui peut entraîner des problèmes plus importants à l’avenir.

Les critères ESG pour une aviation plus respectueuse de l’environnement n’ont pas disparu à moyen terme

La 41e assemblée de l’Organisation de l’aviation civile internationale (OACI), qui s’est tenue à Montréal en octobre 2022, a marqué une étape importante dans l’engagement du secteur de l’aviation en faveur du développement durable. L’assemblée s’est engagée à atteindre un objectif ambitieux à long terme pour parvenir à des émissions carbones neutres d’ici 2050. Cela a mis les questions d’environnement, de société et de gouvernance (ESG) au premier plan de la conversation sur l’aviation durable.

Cet objectif ambitieux est un véritable défi, mais a le potentiel d’encourager les compagnies aériennes à accélérer le développement et l’adoption de carburants plus écologiques ainsi que d’autres améliorations techniques pour décarboniser les vols. Pour atteindre cet objectif à long terme, un changement de mentalité important dans l’ensemble du secteur, des investissements dans la recherche et le développement, et une collaboration entre les compagnies aériennes, les fabricants et les gouvernements seront nécessaires.

Après le Covid, les créances pour les pièces détachées, les services de maintenance, et la location d’avions auront pour conséquence que certains appareils seront encore bloqués au sol, conduisant à une demande de capacité

La situation difficile du secteur a poussé les compagnies aériennes à s’endetter davantage pour financer divers aspects de leurs activités, tels que les pièces détachées, les services de maintenance et les locations d’appareils. Toutefois, l’augmentation de la dette existante du secteur pourrait avoir des conséquences importantes. Certaines compagnies aériennes auront du mal à rembourser leurs dettes, entraînant potentiellement une réduction de leur capacité car elles seront contraintes d’immobiliser certains de leurs appareils ou de supprimer des trajets pour minimiser les coûts.

Les données d’Insider montrent que la dette existante de l’industrie a bondi de plus de 20 % depuis 2020, atteignant plus de 300 milliards de dollars. Pour lever des fonds, les transporteurs aériens mondiaux ont vendu pour 63 milliards de dollars d’obligations et de prêts depuis le début de l’année.

Contact média :
Silvija Jakiene
Directrice de la communication
Avia Solutions Group
silvija.jakiene@aviasg.com
+370 671 22697

GlobeNewswire Distribution ID 1000810847

We have many boxers in Ghana to develop – GBA president after Freezy Bones’ nationality switch

Ghana Boxing Authority(GBA) president, Abraham Neequaye, has stated that the association is fixated on developing the abundant boxing talents in Ghana after missing out on UK-based boxer Seth Gyimah, who has switched nationality.

Gyimah, who is known by his ring name Freezy Mcbones, fights under a UK boxing license, which makes him a UK national.

According to Abraham Neequaye, the boxer had the GBA license but decided to use a UK license, hence, he will not plead with the viral internet sensation to fight under the GBA license because he has a lot of talents to nurture.

“So if the person has our license and he wants to fight and then puts our license down and picks another license to fight under that license, how do you expect me to go and beg this gentleman to come, no. We have a lot of boxers here that we need to develop,” he told UTV.

He further confirmed that Freezy made the switch prior to his undercard fight against boxer Darryl Sharp in April 2023.

“…Before he fought in the UK, he came to Ghana to get a Ghana Boxing Authority license. He came for our license but when he wanted to fight and they wanted to get a release letter from us, he changed it to fight for the British. He was supposed to come for a release letter from us but he said he wanted to fight as UK national.”

Freezy MacBones claimed a four-round victory over Darryl Sharp at the Copper Box Arena in London on Saturday, April 15, 2023.

Following his win, the GBA was slammed for allowing such talent to slip through their fingers.

Freezy MacBones was born and bred in Ghana but became a professional boxer when he departed to the UK.

Source: Ghana Web

Who is better, Mourinho or Guardiola? – Fans argue after both coaches reach European Cup final

Some football fans on social media have engaged in a debate over who is the better coach between Roma manager, Jose Mourinho and Manchester City’s Pep Guardiola after both managers led their clubs to European Cup final.

Mourinho led Roma to secure a back-to-back European final in two seasons after their 1-0 win on aggregate in the Europa League semi-final against Bayer Leverkusen.

Pep Guardiola, on the other hand, steered Manchester City to qualify for the UEFA Champions League final, beating Real Madrid 5-1 on aggregate.

However, some believe Mourinho is better than Guardiola because he does not need big spending to chalk up success. Also, his achievement with Roma, who has less European history, settles the score.

A section who are for Guardiola argues that the narrative of tying the Spanish’s success to his spending is null because, comparatively, Mourinho has spent more.

Roma held Bayer Leverkusen to a goalless draw in the second leg on Thursday, May 18, 2023, after beating the German side 1-0 in the first leg in Rome.

The Italian side will face 6-times competition winners Sevilla in the final on May 31, 2023.

Meanwhile, Manchester City wallopped 14-time UCL champions Real Madrid 4-0 in the second leg to qualify for the final after the first leg ended one-all.

The 2021 finalist will face Inter Milan in a quest for their first UCL trophy on June 10, 2023.

Both managers have won 5 European titles each as they aspire to increase their tally, overtake the other, or both could end up missing out on winning their sixth.

Source: Ghana Web

We won’t bottle the league – Mikel Arteta hopeful about Arsenal winning PL

Arsenal manager Mikel Arteta has emphatically stated that Arsenal will win the Premier League.

The Gunners, who have led the table for the majority of the season, now sit second as leaders Manchester City are a win away from being crowned champions for the third time in a row.

Speaking ahead of their game against Nottingham Forest, Arteta was confident that Arsenal, after a magnificent run, would not bottle the league.

“Two games to go, and we can still be champions against probably the best team in the history of the Premier League for 10 months, and we are still there, and we’re not going to bottle that. That’s for sure,” he said, as quoted by Football Daily.

Arsenal’s title hopes are currently all but dashed, as their defeat to Brighton and Hove Albion the last time out literally handed Manchester City the trophy.

At the moment, it is City’s title to lose, as they have a game more than Arsenal and need just a win.

Four points separate the two at the summit of the table. While Arsenal takes on relegation-threatened Forest, City hosts Chelsea at the Etihad as they look to claim their first title of the season at home.

Source: Ghana Web

Why less-educated women are prone to intimate partner abuses – Sociologist details

A sociologist, Dr. Mark Kwaku Mensah Obeng, has explained that there is a class of women who are very prone to abuses in relationships.

Speaking on The Lowdown on GhanaWeb TV with Daniel Oduro, the sociologist said that a survey has shown that women with less education easily fall prey to abuses in their intimate relationships.

He explained further that in such instances, the women become heavily-dependent on their spouses, allowing them to abuse them when they can.

“What the study is actually showing is that there are certain people who are more prone to being abused and ultimately being the subject of these IPVs, being it the extreme or the intermediate ones.

“So, for example, women who are less educated. Sometimes, people want to use ‘empowered.’ What the study suggests is that such people are more likely to be victims of IPVs. The whole idea is that, for lack of empowerment, they tend to be more dependent, especially when it comes to economics; they are dependent on the man for daily bread,” he explained.

Dr. Mark Obeng was speaking on the subject, Understanding Intimate Partner Violence.

Source: Ghana Web

‘They have succeeded in turning a Supreme Court into a Stupid Court’ – Kpessa-Whyte

Dr. Michael Kpessa-Whyte, a Research Fellow with the History and Politics Department of the Institute of African Studies (IAS), University of Ghana and an ardent member of the National Democratic Congress (NDC), has slammed the Supreme Court of Ghana.

In a tweet shared on Friday, May 19, 2023, Dr. Kpessa-Whyte said that the highest court of the land has been turned into a ‘stupid court’.

The academic who was a witness in the 2020 election petition, suggested that judges of the courts should be taken back to school.

“They have succeeded in turning a Supreme Court into a Stupid Court. Common-sense is now a scarce commodity.

“A major element in the death of democracies is partisanship in the delivery of justice. Our judges need lessons in political philosophy and ethics. Time will tell!” he wrote.

It is not clear whether the remarks of Dr Kpessa-Whyte were a reaction to the recent judgment passed by the Supreme Court on the Member of Parliament for Assin North, James Gyakye Quayson.

A seven-member panel of the Supreme Court ordered Parliament to expunge the name of James Gyakye Quayson as a Member of Parliament.

In the ruling, the apex court barred Mr Quayson from holding himself as a Member of Parliament, citinewsroom.com reports.

Mr Quayson was standing trial for counts of deceit of a public officer, forgery of a passport, knowingly making a false statutory declaration, perjury, and false declaration.

Justice Jones Victor Dotse, Justice Nene Amegatcher, Justice Mariama Owusu, Gertrude Araba Torkornoo, Justice Prof. Henrietta Mensa-Bonsu, Justice Yonny Kulendi and Justice Barbara Ackah-Yensu declared that Mr Quayson was not qualified at the time he contested the election 2020.

Background:

The State had on February 12, last year, charged James Gyakye Quayson with five counts being; deceit of a public officer, forgery of a passport, knowingly making a false statutory declaration, perjury, and false declaration.

As the trial continued on July 2022, his lawyers led by Lawyer Tsatsu Tsikata questioned the competency of the Prosecution’s First Witness, Richard Takyi-Mensah, a teacher and his subsequent tendering of his witness statements.

But, his objection was overruled by the trial Judge Justice Mary Maame Ekue Yanzu on the grounds that the witness was competent and duly admitted the witness statements and paragraphs.

Dissatisfied with the High Court’s ruling, Mr. Quayson and his lawyers filed a motion at the Supreme Court seeking to quash the decision of the trial judge and order of Prohibition against the judge.

They have succeeded in turning a Supreme Court into a Stupid Court. Commonsense is now a scare commodity. A major element in the death of democracies is partisanship in the delivery of justice. Our judges need lessons in political philosophy and ethics.

Source: Ghana Web