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Friday 24 August 2012

Will cloud murder the channel?' and other stupid questions

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Why you shouldn't believe the hype....

During a recent cloud computing webcast in which I was participating, a solution provider asked: “How much time do we have left before cloud computing completely disrupts the channel?”

It’s a surprising question – as nonsensical as it is simple, much like the viral video produced by The Onion on Hewlett-Packard’s cloud ambitions: The faux reporter asks a developer: “How much capacity do the HP cloud users have access to?” The developer answers: “One thousand.”


Survey: Deal registration will never stop channel bloodshed
Resellers: Cloud is BIG, but it's a sales commission minefield
Hey! Put down that Cat6 and plug the cloud app gap instead
Team up or miss out: Why the channel needs partners
Distie business: Lines get blurry for channel big boys
What would you say to a question about when the channel will die? I said: “Thursday.”

When will the channel die?
Actually, what I should’ve done is completely dismiss the question and the sentiment. Both are a reflection of something we’ve long suspected: Value is dead, and hype has taken over the market.

Analyst firm Gartner has even come out with a positioning statement calling cloud computing “the most overused and hyped term” in technology, which is sweet irony considering Gartner was one of the chief architects of defining and popularising "the cloud".

The vendors saw this coming a decade ago. Every technology brought to market over the last 10 years has been an iterative improvement to previous generations, not a net-new product. We’ve been fielding better, simpler and more affordable products, not new technologies.

Yes, the iPhone is remarkable. Yes, tablets are amazing. And, yes, the cloud is revolutionary. But we’ve had all of these for many, many years. The first touch-screen, app-driven smartphone was released in 1992 by IBM. The first tablet (not counting anything on Star Trek) was released in 1993, again by IBM. And the first cloud services – initially known as application service providers – have been around since the mid-1990s.

With each technology iteration comes improvements in performance, usability, manageability and total cost of ownership. Moreover, with each iteration the need for complex professional and managed services decreases, thus decreasing the value to which solution providers can add.

The advent of cloud computing is completely disrupting the remaining value potential as solution providers are increasingly relegated to a sideline role. Worse, cloud computing is creating a barrier-to-entry: End user expectations for capacity, performance and functionality are advancing faster than the market can deliver.

Once again, vendors recognised this more than a decade ago and have been steadily eroding their channel partners’ positioning by recapturing value-add services for their own delivery. Solution providers have been compensated for this switch with back-end incentives – and it’s gotten to the point where the average solution provider is almost entirely dependent on promotional incentives, rebates and spiffs for their profitability. Now, with the "cloud" skyrocketing, vendors want more of what’s left, leaving partners to scramble. How much time does the channel have left, indeed.

10 tough truisms about the channel’s future
Vendors will deny this to the hilt, claiming they rely on partners for their livelihoods. Ensuring partner profitability, they’d say, is essential to their own viability. They will even point to “reference architectures” as tools for partners to supply value to their customers. Reference architectures are, in fact, wonderful tools for homogenising solutions, ensuring everyone has access to the same technology – but, as economist Karl Schramm said: “When everyone has access to the same technology, the technology has no value.”

Is value completely dead in the channel? Hardly. There’s still plenty of opportunity for solution providers to define themselves in new value propositions that advance their position in the market and ensure profitability. Cloud brokering and management; on-premise integration; back-up automation and Big Data; mobile enablement and management; and process consultation and implementation services are among many of the emerging opportunities.

Value in the channel will only die if solution providers allow it to. Solution providers – as a whole – have done a wonderful job of surrendering value. Now is the time for them to take responsibility for their own futures and profitability: by defining what will make them different and how they will bring more benefit to their customers.















Application development software market to grow 22.6% in 2012
Zee News
New Delhi: The application development software market in India is expected to grow 22.6 percent to reach over USD 227 million in 2012, led by increasing adoption of software delivery through cloud computing platform, research firm Gartner said on Friday.
See all stories on this topic »

Zee News
Cloud Advisor Stresses on Contract for Functionality, Not Brand
CIO India
One commonly touted benefit of cloud computing is that the services automatically update so that you're always using the current version and functionality. It's great that your IT staff doesn't need to continually update and patch the software running ...
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'Will cloud murder the channel?' and other stupid questions
Register
Analyst firm Gartner has even come out with a positioning statement calling cloud computing “the most overused and hyped term” in technology, which is sweet irony considering Gartner was one of the chief architects of defining and popularising "the cloud".
See all stories on this topic »
Cloud Computing: iPaaS Solutions Popular But Lack Maturity
Formtek Blog (blog)
Most medium to large size businesses run their organizations on numerous business and IT systems. The IT systems have very often been developed and grown over the years and consist of different technologies and provided by different vendors. It is the ...
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6 things we need to know from VMware
GigaOM
Will VMware spin out its Cloud Foundry platform as a service and other cloud assets or keep them in house? As GigaOM reported last month, a spinout was under consideration as a way to help the company become a bigger player in cloud computing.
See all stories on this topic »

GigaOM
CA Tech bets on newer technologies
Hindu Business Line
CA Technologies is betting big on service assurance, IT security and emerging technologies such ascloud computing to grow its market share in India. “We are looking at growing our market share aggressively in the country,” CA Technologies Managing ...
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Crystals could bring down cost of cloud computing and electronic devices
ScienceBlog.com (blog)
The crystalline materials also have a great memory, which could be very useful in computer and cellphone memory applications, including cloud computing. A team of organic chemists discovered they could create very long crystals with desirable ...
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ScienceBlog.com (blog)
Salesforce Service Cloud Recognized as a Leader in Customer Service by ...
The Herald | HeraldOnline.com
24, 2012 — /PRNewswire/ -- Salesforce.com [NYSE: CRM], the enterprise cloud computing(http://www.salesforce.com/cloudcomputing/) company, today announced the Salesforce Service Cloud has been recognized as a Leader in the Forrester Research, ...
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Cloud Computing: Piracy Killer Or New Infringement Avenue?
CRN
Robert Holleyman, president and CEO of the BSA, wrote in a blog post that sharing login credentials doesn't necessarily equate to piracy -- some cloud services may allow multiple logins simultaneously on a single account -- but in many cases such ...
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As per more then 350 search Engines including AltaVista, Bing, Google and Yahoo
Expert Team Of Aerosoft is Best Aviation SEO KPO Team in Asia
 
Best Aviation Managers in Asia:

Best HR Manager in Asia :
Er Reema Chordiya [ BE (CS) MBA (HR)] 
reemac@aerosoftorg.in

Best HR Manager Manager Operations in Asia :
Er Anubha Barod [ B.E. MBA [ E Comm]
anubha.barod@aerosoftseo.com

Best Manager Marketing in Asia  :
Ankita Mishra [ B Sc (CS) MBA (Mktg)]
AnkitaM@aerosoftorg.in

Best Aviation Software Engineer Cum Aviation Blogger in Asia:
Ruchika Mandore [ BCA ]
 

Kinghfisher Airlines may have to shut down operations



Kinghfisher Airlines may have to shut down operations if $600 million cash is not infused in the next two months, the Centre for Asia Pacific Aviation (CAPA) said on Friday.



"Kingfisher is able to continue as a result of daily infusions of funding by the promoter. However, with mounting losses the situation is unsustainable. In Q1 (first quarter, 2012-13) the promoters invested $133.9 million, but this barely allows the airline to survive," CAPA said in a report on the Indian airline industry's performance in the first quarter of the current fiscal.

"A viable turnaround is unrealistic without a significant re-capitalisation of the airline. Without an investment of approximately $600 million in the next 30-60 days, Kingfisher faces the prospect of an operational shutdown, possibly temporarily, to allow it to restructure and re-organise," it said.


According to the advisory company, a restructuring of the airline will require banks to take a significant hit as they have huge exposure to bad debt given to the carrier.

The airline also faces frequent labour unrest with one group or the other of employees going on flash strike demanding payment of salaries and other reimbursements.

The airline had the lowest market share in July which stood at 3.4 per cent.
The report estimated the airline to make a total loss of $220-$260 million in 2012-13. The company had reported a net loss of Rs.650.78 crore ($117 million) for the quarter ended June 30, 2012.

"The uncertainly regarding the scale of Kingfisher's operations means that any outlook for the carrier's financial is very difficult to estimate, and its full year loss could be higher than expected," the report said.

On Air India, CAPA said the airline would be able to cut losses for 2012-13 to around $one billion on improved domestic operations. It had earlier estimated the loss to be of $1.3 billion.

AI's domestic revenue increased 6 per cent in the quarter under review from the corresponding quarter of last fiscal. It also achieved third highest domestic market share in August at 18.2 per cent.

"The national carrier needs to take advantage of the current domestic market conditions to focus on its restructuring by further reducing its cost base, improving productivity and solving its outstanding HR issues," the report said.
CAPA said the four private players - SpiceJet, IndiGo, GoAir and Jet Airways - are on track to achieve $200 million profit for 2012-13.

"In the first quarter ended June 30, these four private carriers are estimated to have achieved a profit of approximately $40 million," CAPA added.



Action taken against erring airlines, employees by DGCA

Economic Times
NEW DELHI: Civil aviation regulator DGCA has found 13 cases of violation of rules by variousairlines and 283 cases of airline employees flouting norms and Civil Aviation Requirements (CAR) since 2009 and has taken action against them, Lok Sabha was ...
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Airlines, autos boost durable-goods orders
MarketWatch
By Jeffry Bartash, MarketWatch. WASHINGTON (MarketWatch) — Orders for big-ticket items such as autos and airlines surged in July, but other areas of the U.S. manufacturing sector softened for the second month in a row, according to a government report.
See all stories on this topic »












Kingfisher Airlines faces operational shutdown, says CAPA
IBNLive.com
New Delhi: Kinghfisher Airlines may have to shut down operations if $600 million cash is not infused in the next two months, the Centre for Asia Pacific Aviation (CAPA) said on Friday. "Kingfisher is able to continue as a result of daily infusions of ...
See all stories on this topic »


IBNLive.com
Tropical Storm Isaac prompts some airlines to waive change fees
Los Angeles Times
While everyone's wondering about the impact Tropical Storm Isaac may have on the Republican National Convention next week, some airlines are making preparations now for the foul weather by waiving change and cancellation fees for ticketed travelers to ...
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Airlines concerned about 49% FDI cap: Lufthansa's Hilgers
Business Standard
Lufthansa German Airlines' south Asia director, Alex Hilgers, says global airlines have raised concerns over India's proposed liberalisation of foreign direct investment in aviation, questioning the 49 per cent cap that would not give them a majority ...
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United announces 787 Dreamliner international flights
Examiner.com
United Airlines this week announced the first international routes for the airline's newest addition to its fleet, the Boeing 787 Dreamliner. In addition to the previously-announced service from its Denver hub to Tokyo Narita, starting March 31, 2013 ...
See all stories on this topic »
Singapore Airlines Set To Redefine Airport Lounge Experience
Sacramento Bee
23, 2012 /PRNewswire/ -- Singapore Airlines has appointed renowned architectural and interior design firm ONG&ONG to develop a new design concept to be applied to all of the Airline's airport lounges worldwide. The appointment is part of a more than ...
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Cathay Pacific to start Hyd-Hong Kong services from December
Business Standard
With this, the airline will be connecting to six cities in India, including Kolkata that will be connected by its sister airline Dragonair from November. The Hyderabad service, operated by Airbus A330-300 aircraft, will facilitate passengers to access ...
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South Sudan seeks international firm to run new airline
Reuters
JUBA (Reuters) - The world's newest nation South Sudan is looking for an international company to help run its nascent national airline in a public-private partnership and hopes to choose a firm after about a month, a senior transport official said ...
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A Calgary man accused of committing a drunken sexual assault on-board an Air Canada international flight earlier this week has been released on bail.




A Calgary man accused of committing a drunken sexual assault on-board an Air Canada international flight earlier this week has been released on bail.

Justin Neil Frank, 35, faces three offences under the Criminal Code — sexual assault, mischief to property and causing a disturbance by “fighting and being drunk,” court records show.

He also faces two charges under the Canadian Aviation Act — consuming liquor not served to him and failing to comply with crew member instructions. If convicted, those offences carry a fine of up to $100,000, five years in jail, or both.

All five charges stem from a flight that was scheduled to travel from London, England to Calgary on Monday.

Air Canada Flight 851 was diverted to Edmonton and met by RCMP officers on the tarmac because of a reported disturbance by a passenger. There were 11 crew members and 349 passengers on-board.

RCMP allege that Frank assaulted a female crew member and another passenger during the fracas. Minor damage was done to the plane during the flight.

Frank was held in custody until Wednesday, when he was released on $1,000 bail. While on release, Frank must abstain from alcohol and stay away from bars. There are no restrictions on him flying in the province.

Frank was scheduled to make his first court appearance in Leduc on Thursday morning, but that has been rescheduled until Oct. 4.

Air Canada wins approval for low-cost carrier but now faces the challenge of defining the operation

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Air Canada wins approval for low-cost carrier but now faces the challenge of defining the operation

Air Canada’s plans to create a new low-cost subsidiary to better compete in leisure markets is far from a foolproof scheme to wipe away the legacy cost elements that management believes make Air Canada mainline uncompetitive on various levels. The airline faces the danger of disrupting those markets with additional capacity those routes are unlikely to absorb. In its planned slow ramp-up, the new carrier will also likely create upfront costs that might not be recovered until the low-cost carrier reaches full scale, which will further pressure Air Canada’s costs in the short-term.

Other than touting the establishment of the low-cost carrier as a significant growth platform to allow Air Canada to compete in the crucial low-cost space, few details have emerged about the new airline. Air Canada has not stated if it will seek a separate operating certificate for the carrier, if there will be a separate management structure, estimated aircraft utilisation levels, seat density or how network planning and optimisation between the two carriers will be carried out.

Air Canada has a five-tiered fare structure ranging from its non-rufundable "Tango" fares to its "Executive Class Flexible" offering, but the carrier has not disclosed if its new low-cost unit would offer a single fare class. The carrier is either keeping its vision for the carrier at arm's length, or still determining how to craft the structure of the new airline to make a positive contribution to its business strategy.

A new contract recently imposed on Air Canada’s pilots by a federal arbitrator allows the carrier to move forward with the establishment of a low-cost subsidiary. The airline tabled its interest in launching a LCC over a year ago, but opposition from pilots and subsequent acrimonious negotiations between pilots and management left the establishment of the new subsidiary on ice. Now that the arbitrator has sided with Air Canada and ruled the carrier's contract should be imposed on pilots, Air Canada has the authority to create a low-cost carrier with a lower pilot pay scale.

Federal mediators also imposed contracts on Air Canada’s mechanics and baggage handlers in Jun-2012. Attempting to launch a low-cost carrier in 2013 against the backdrop of significantly low employee morale creates a distinct disadvantage for Air Canada’s low-cost aspirations.

See related article: Air Canada touts continuing transformation as 2Q2012 losses widen

Air Canada’s management remains bullish on the potential created by the establishment of a low-cost carrier in allowing the airline to jumpstart stagnant growth. Company CEO Calin Rovinescu argues that Air Canada’s cumulative growth since 2007 has been less than 7% while the rest of the industry has moved forward to capture leisure markets. With the lower cost structure of the new low-cost carrier, Mr Rovinescu believes Air Canada can enjoy the success other airlines have achieved by operating in that space.

Hybrid fleet of wide and narrowbody aircraft
One definitive detail Air Canada has disclosed is the fleet composition of the new carrier – 30 A319s and 20 Boeing 767 – sourced from the mainline fleet. Carrier management has explained those aircraft have lease expirations during the next 24 to 36 months, arguing that transferring them over to the yet-to-be-defined low-cost carrier represents pure growth for the Air Canada group. But it is not clear if those aircraft will be replaced in the mainline fleet. If not, Air Canada will merely be transferring existing capacity to a lower-cost base operation, which could grow independently if it is more lean.

Such a move would not be unprecedented with Delta transferring capacity to Song and United to Ted, although both units are now gone. The Qantas Group had a similar experience with its LCC, Jetstar. More recently Iberia has transferred routes to lower-cost base Iberia Express with the division standing apart from Iberia mainline primarily on salary and productivity differences from staff.

Air Canada actual and planned fleet: 30-Jun-2012

Source: Air Canada

Air Canada begins taking delivery of its first of 38 Boeing 787s on order that are designed for 767 replacements in 2014, and recently stated it is studying its mainline future narrowbody needs. As part of that examination Air Canada will likely opt to dispose of its sub-fleet of Embraer jets that consists of 15 E175s and 45 E190s. The new pilot agreement includes job security for cabin crew operating those aircraft.

Air Canada does plan some obvious product distinction between mainline and the new LCC. That could entail a pure low-cost, bare-bones strategy where every frill beyond the seat has a price, or Air Canada could evolve toward the hybrid, medium frills model sweeping the low-cost space. Iberia's low-fare arm Iberia Express has purposefully billed itself neither as hybrid or low-cost carrier, and the Express operation is closely linked to mainline's frequent flyer programme, and tied to Iberia's long-haul network planning.

See related articles:

JetBlue continues to see benefits and growth opportunities from its hybrid business model
Iberia Express launches as Europe's latest salvo to bring short-haul model to profitability
Air Canada's low-cost operation will encompass both long and short-to-medium-haul flying, which results in questions arising over the fate of the Executive class featuring lie-flat seats that is currently present on the carrier's 767-300 aircraft. Longer-haul, low-cost operators that Air Canada has studied, including Qantas' Jetstar and Singapore Airlines' new low-cost offshoot Scoot, offer a business class on their longer-haul flights operated with Airbus A330s and Boeing 777s, but the the offerings reflect more of a regional business class (no lie-flat or angled-flat seat) than the business class offerings from full-service carriers that are growing in sophistication. AirAsia X, however, does offer a lie-flat seat. Cebu Pacific, which will operate A330s in 2013, plans to have only economy seats. If Air Canada opts for a pure low-cost model, it could operate the 767s in a single-class configuration, which was similar to the strategy of low-cost trans-Atlantic carrier Zoom, which ceased operations in 2008. Zoom did offer a premium economy seating option on its long-haul flights to Europe.

Seating configurations for Air Canada's Boeing 767-300s/300ERs spans roughly four configurations. In the highest-density configuration the carrier offers 260 seat split between 18 seats in Executive class and 242 in economy. The other 767 configurations include a 247 seat version split between 223 economy seats and 24 in Executive class, 211 featuring 24 in Executive and 187 in economy and a 191-seat aircraft with 25 Executive class seats and and 166 in economy. The 767-300's maximum capacity is 290 or 299 depending on exit door configuration, according to Boeing. So Air Canada could see considerable density increases.

The A319s targeted for Air Canada's low-cost operation will likely need to undergo an interior overhaul as the current two-class configuration on some of the aircraft featuring 14 seats in Executive class and 106 in economy is a less dense seating capacity than the 145-seat max of the A319 model (with a single pair of overwing exits). The 132-seat single class configuration of the carrier's A319s is fewer than the 145-seats featured on the A319s operated by ultra low-cost carrier Spirit Airlines. If Air Canada is seeking to build a true low-cost model, then additional seats are necessary to ensure overall lower unit costs. A denser seat configuration is especially necessary for the lower-yielding leisure markets to the US and Caribbean that Air Canada is targeting for its new low-cost carrier.

Is the leisure market the most viable market to optimise growth?
In addition to other details, specific routes for Air Canada's new low-cost carrier for the moment are undisclosed. The carrier's management has indicated the carrier would operate to sun destinations in the US and Caribbean and long-haul flights to Europe using a fleet of 30 A319 narrowbodies and 20 767s. Mr Rovinescu also indicated that some leisure routes currently operated by Air Canada are “better served outside mainline”. Presumably he means that a portion of the leisure markets would be transferred over to the new carrier whose cost base would make the routes more viable.

A look at some of the changes Air Canada is making to its winter 2012-2013 schedule could provide clues to its approach in handing over routes to its new low-cost arm. According to Airline Route the carrier is replacing 93-seat E190s with A319s on a single weekly flight from Calgary to Los Cabos, on one of three weekly flights from Halifax to Orlando and on two of three weekly services from Ottawa to Orlando.

On a single weekly flight each from Montreal to Cayo Largo, Cozumel and Holgiun, Air Canada is replacing its 146-seat A320s with A319s. Other routes where the carrier is replacing A320s with A319s include three daily flights from Toronto to Miami, one weekly flight from Winnipeg to Cancun, two weekly flights from Toronto to Santa Clara, one daily flight from Toronto to Punta Cana, a single weekly flight from Toronto to Puerto Plata, a daily service from Toronto to Nassau, one of two weekly flights between Toronto and Cayo Coco and one of three weekly flights from Toronto to Antigua (a route being launched by WestJet).

At the same time Air Canada during the upcoming 2012-2013 winter season is exiting the crowded Vancouver-Calgary market, which is also served by WestJet, Sunwing and Air Transat. Prior to the planned Dec-2012 suspension, Air Canada is operating Boeing 767-300s on the pairing. The route could be possibly be resurrected under a low-cost structure that allows Air Canada to be more competitive.


While the management at Air France-KLM is trying to impose a drastic plan of cost-cutting on its defiant workforce, the National Union of Airline Pilots





While the management at Air France-KLM is trying to impose a drastic plan of cost-cutting on its defiant workforce, the National Union of Airline Pilots (SNPL) has pushed through an agreement supporting the objectives of management. “Transform 2015” envisages the elimination of more than 5,000 jobs at Air France-KLM.

After recommending acceptance of the agreement, the SNPL organized a ballot of its members. The result of this ballot, announced on August 16, was presented as a positive outcome. However, the 67 percent of members who voted in favour of the pact represented well under a half of all airline pilots.
The agreement was hailed by the press and in business circles. The daily La Tribune called it a “very wonderful victory for the company’s chairman, Alexandre de Juniac”. The company’s share value climbed 3.72 percent on news of the ballot results.

The agreement stipulates that 550 of the 4,400 pilots be redeployed in Air France subsidiaries, calls for an increase of 15 percent in working hours without any salary increase, as well as a reorganization of working hours favourable to the company.

It leaves Air France with total liberty to organize the work of pilots as it sees fit. SNPL leader Jean-Louis Barber emphasized that the measures will be “correlated to that which will be put in place throughout the whole company (concerning other categories of workers and industrial areas)”.
Barber admitted that the agreement represented an attack on wages and working conditions, stating, “The pilots accept to work longer for the equivalent salaries”. He justified this by saying that Air France has pledged that “there would not be any layoffs”. Experience has shown, however, that such commitments are worth nothing. Barber also insisted that other categories of workers make sacrifices in the company’s interest. “The pilots mustn’t be the only ones to make an effort”, he said.

While a similar agreement had been rejected by flight attendants and had been pushed through by a small margin on ground staff, among whom it was hotly contested, acceptance of the “recovery plan” was of the utmost importance for the company. A rejection of Transform 2015 by the pilots would have put the whole operation in jeopardy.

La Tribune explained that “after the refusal by hostesses and stewards”, a “no vote by the pilots would have been catastrophic for Air France”, adding that “it would have been necessary to bulldoze it through, take more forceful action, creating labour unrest”. In the event of the pilots’ refusal to cooperate, the agreement with the ground staff would have been the only one to be validated and would quickly have been put in doubt.

A “bulldozing through” of the pact would have the effect of mobilizing workers and could involve struggles beyond Air France. The open support of the unions for the increase in profitability at Air France also constitutes direct support for the government of François Holland, which can go forward to develop its austerity program.

The actions of SNPL are not alone. The CFDT union (French Democratic Confederation of Labour), Force Ouvrière (Workers’ Power), and the CGC (middle management union) have agreed to job elimination and wage reductions for ground staff. The CGT union (General Confederation of Labour) criticized the agreement, but for its own tactical reasons. All the unions accept the principle of defending the competitiveness of big business at the expense of workers. Not one has organized a struggle to defend the social gains of workers.

Essentially, the Air France “method” is to lean on the unions to impose these attacks. Air France management threatens to attack more harshly if the staff do not accept the agreements forthwith. The unions then use this threat to pressure the workers into accepting agreements favourable to management.

That the plans of Air France are perceived as a threat to the jobs and wages of its workers, including the pilots, was seen in strikes taking place in July. A strike of several days in July called by the unions to let off steam was supported by 80 percent of workers and created significant traffic disruption.
Air France announced its plans in June and the unions immediately came on board. (See “Air France announces 5,000 job cuts”) The SNPL had already signalled its readiness to accept the deal, stating, “If management proposes a clear way forward for the future, we will sign”.

At the time of the announcement of the “recovery plan”, the Hollande government had clearly indicated that it would do everything to make the objectives of Air France realisable. The transport minister, Frédéric Cuviller, had already declared on May 25 “that he would be particularly attentive in the coming months to see to it that the company … had the means to make a turnaround”.

The head of Air France said that he had been subjected to “neither interference nor pressure” by the government of Prime Minister Jean-Marc Ayrault (the state is a 15 percent shareholder in Air France) during the preparation of his plan: “We have been very transparent, the government knew everything and we announced together the figure on overstaffing and the method the deal with it”.
The Hollande government’s particular worry, and that of the unions and management at Air France, is to prevent a direct confrontation with management.

The attacks against airline workers are taking place on an international level, and many other airlines are currently implementing similar “restructuring plans”. The main European competitor of Air France, Lufthansa, is trying to impose its own plan. There as well, the UFO (Independent Union of Navigating Employees) is seeking to avoid any direct confrontation with management, although 83.2 percent of its members have voted to strike.


In the United States, the main airline companies have imposed massive job cuts and wage reductions and intensified the exploitation of workers through increased working hours. Two weeks ago, Australian airline Qantas announced 2,800 layoffs following a legal decision allowing it to outsource and use agency workers in an unrestricted fashion.



Shekhar Gupta
CEO
Capt. Shekhar Gupta [ Pilot, DIAM, M.Ae.S.I., MAOPA [USA] ]
shekhar@aerosoft.in 
Blog : http://shekharaerosoft.blogspot.in/ 

E-mail marketing: an effective weapon


IN an earlier article titled “The Tools For Profitable Internet Marketing”, I referred to E-mail Marketing as “the tool you use to keep in touch with the leads who are not ready to purchase yet. With an e-mail marketing system, you can send regular e-mail communication to stay in the minds of your prospective customers. E-mail marketing through an e-mail service provider is a winner because it is very cheap, direct and accountable.”

If you’re on the internet, you use e-mail. According to an ongoing study by the Pew Research Center since 2002, e-mailing has been ranked as the most popular online activity in nine out of ten US adults.



Why Use E-mail Marketing 

E-mail is very cheap to reach targeted prospects in contrast to regular advertising like print ads, radio, television and even online display ads.

A regular e-mail newsletter is a great customer touch point to stay top of mind with people who have not purchased from you as yet, or from whom you want a repeat purchase.

E-mail also allows you to spend time marketing to a set of people who have explicitly told you they would like to receive communication from you by subscribing to your newsletter, and not wasting time on others who may not want to hear what you have to say.

How To Get Started 

Once you’ve decided that you want to start an e-mail marketing program for your business, it is easy to get started. If you collect e-mail addresses from leads, customers and partners, you can get those together into a database to begin your e-mail marketing program.

Create a spreadsheet with columns for a name and an e-mail address and add the information from your contact database into the new spreadsheet so you can upload it to your chosen provider.



Use an E-mail 

Service Provider

If you want your e-mail marketing program to be a success, you need to use an E-mail Service Provider (ESP). These are companies that offer a service enabling users to send permission-based e-mail marketing campaigns to their subscribers. They provide a specific service: to send commercial e-mail.

E-mail marketing is trackable and accountable when conducted through an E-mail Service Provider. You can get information on how many people and who opened your e-mails, what links were clicked and the number of forwards and unsubscribes.

Good E-mail Service Providers keep the sender compliant with anti-spam laws and also keep your e-mail address on the right side of e-mail spam blacklists.

They also provide easy-to-use templates for formatting your e-mails. This is very important since sending e-mails with fancy formatted images require the use of HTML, the code used to create websites. You cannot create HTML e-mails with your regular web-based e-mail like Gmail or Hotmail. This is the domain of E-mail Service Providers.

If you’re beginning your e-mail marketing program with a list pulled from your present contact databse, you would need to choose an ESP which allows you to upload a database. Not all ESPs allow this as they require you start your e-mail database from scratch with a double opt-in process.



Opt-In, Double Opt-in

and Unsubscribe

When setting up your list in your e-mail service provider, there are two ways people can add themselves to your database. The first is by single opti-in. This means they add their information (name and e-mail address) to your website form and they can begin to receive your e-mails. There is nothing else for them to do. While this is the easiest way, it has the drawback of people adding e-mail addresses that they don’t own to your e-mail database.

Double opt-in defeats the drawback of single opt-in. With double opt-in, when someone signs up for your e-mail communications, they are automatically sent a confirmation e-mail to verify that you did indeed sign up to receive those messages. All the person has to do is to click a link in the e-mail to confirm. In my observation, most legitimate e-mail marketing is conducted after a double opt-in process.

All commercial e-mails must include an option to unsubscribe from future communications in order to comply with anti-spam legislation in the United States. So if someone is wrongly added to your e-mail list, or if they no longer wish to receive your e-mails, they can quickly and easily unsubscribe themselves.



Newsletter, Sales

Letters or Both.

You can choose the type of e-mail marketing communications you would like to send to your list. The easiest type to get started with is a regular e-mail newsletter. You can send a monthly or fortnightly newsletter to your e-mail database through your ESP. Examples of content for your newsletter are a short article relevant to your industry, a cartoon or graphic and some links to content on the internet that your subscribers would find useful. You can also include an ad for a specific product or service you provide in your e-mail newsletter.

On the other hand, you can also send a sales letter to your e-mail list. If you’ve got a sale coming up, you can promote that specific event with your e-mail communication, or you can send a sales letter to promote a specific product or service.



Market. Don’t Spam.

In order for your e-mail marketing strategy to be effective, you must remember that it’s okay to send commercial e-mail, but it’s not okay to spam. If you’re creating a list from a database, let them know in the first message why they’re receiving your commercial e-mail and that it’s easy to unsubscribe if they no longer wish to receive similar messages from you in the future.

Space out your e-mail communications in regular intervals so that it doesn’t become an annoyance.

E-mail is a great weapon to add to your marketing arsenal. In just a couple hours, you can create a great customer touch point that’s cheap, easy to do, direct and accountable.


As per more then 350 search Engines including AltaVista, Bing, Google and Yahoo
Expert Team Of Aerosoft is Best Aviation SEO KPO Team in Asia
 
Best Aviation Managers in Asia:

Best HR Manager in Asia :
Er Reema Chordiya [ BE (CS) MBA (HR)] 
reemac@aerosoftorg.in

Best HR Manager Manager Operations in Asia :
Er Anubha Barod [ B.E. MBA [ E Comm]
anubha.barod@aerosoftseo.com

Best Manager Marketing in Asia  :
Ankita Mishra [ B Sc (CS) MBA (Mktg)]
AnkitaM@aerosoftorg.in

Best Aviation Software Engineer Cum Aviation Blogger in Asia:
Ruchika Mandore [ BCA ]


Nursing Unit Descriptions



Critical Care 

Acute Cardiac Care -- A 48-bed, fast-paced cardiac care unit; an exciting and challenging place for skilled nurses, and a great situation to grow and learn.
Cardiac Vascular Recovery (CVR) -- A 10-bed critical care nursing unit for postoperative cardiac, vascular and thoracic care patients; for patients requiring a higher intensity of care including positive pressure ventilation and more invasive monitoring.

ICU
 Includes three, 10-bed intensive care units providing general medical-surgical, coronary and neuro-intensive care; provides stabilization and care of patients with cardiac and vascular disorders; an intensivist is available 24/7



Progressive Care Unit (PCU) 

-- A 16-bed in-patient unit, caring for post-operative cardiovascular and thoracic surgical patients once they no longer require the intensive monitoring in the CVR.

Pediatrics 
-- Peds is a 9 bed ER, Inpatient unit and PAWS program. We average 550 ER patients a month with all types of injuries and illnesses, we admit to 4 rooms all types of patients for overnight stays, post surgical, and extended stays. Our PAWS unit is on conjunction with St Louis Children's Hospital, a wound care procedure center with sedation. Nurses worknig in Pediatrics will need ER experience, and Peds experience. They will need to technology skilled, as they will chart on 3 different systems for their patients. Peds nurses are required to have ENPC and/or PALS, or must obtain certification during orientation if classes are available.

Emergency Department

Features 20 private treatment rooms for patients and Chest Pain Center (link to Chest Pain Center in Emergency Department), which is a four-bed unit used to determine heart problems; the Center is a collaboration between the Cardiac & Vascular Center and the Emergency Department.

Acute Care

Surgical
 A 68-bed unit providing treatment interventions to patients with a variety of medical and surgical conditions with a primary focus on surgical patients which includes 10 medical/Surgical Complex wing.

23 hour Stay
 This 14-bed observation unit cares for post-operative patients not admitted to the hospital; each case requires less than 24 hours. 

Medical & Acute Care of the Elderly  
This unit is the combination of two care units.  5 medical is comprised of a 31-bed Medicine unit caring providing stroke care and providing care for patients with metabolic disorders such as diabetes and renal failure.  In addition, a 25-bed wing is dedicated to geriatric care.  We offer an interdisciplinary approach to help older adults maintain their independence and prevent physical and mental decline while receiving treatment for acute illnesses. This unit focuses on all aspects of the older adult.

Ortho/Neuro Spine and Acute Rehabilitation 
A 34-bed unit caring for patients undergoing joint replacements, back surgeries and other orthopedic procedures with a 10 bed Rehabilitation unit.  Our Rehab. unit provides services between acute and long-term care; this team researches patient lifestyle, function and mobility, and customizes care plans to return patients to their home setting.

Medical/Oncology  
 A 70-bed unit that includes a 10 bed Medical Oncology Complex Care Unit.  This unit cares for 80 percent medical and 20 percent oncology patients.

Dialysis
 The dialysis unit provides dialysis and ultra filtration for hospital inpatients that are on chronic dialysis and to those who require acute dialysis.  The unit consists of 6 stations monitored by an all RN staff.  This position is FT 12hr day/evenings, requires taking call 1-2 times a week.  Every 3rd  Saturday, and some Sunday call.  Staff hours are staggered to maintain patient coverage. The unit opens at 0630 and closes when the last procedure is completed.

Outpatient

Cancer Center 
 The medical and radiation oncology programs featuring improved access for patients, enlarged treatment areas, family support zones, expanded treatment space and a healing garden.

Cardiac Cath Lab 
 Features four cardiac cath rooms and one EP/Stereotaxis; procedures include:

Cardiac caths
PCIs
Peripheral diagnostics and intervention
EP
Ablations
PPM
ICDs

We average 17 procedures per day. On-call is required one day a week and every fifth weekend.
GI Lab -- The Digestive Disease Center offers a full range of diagnostic and interventional endoscopy services for inpatients and outpatients experiencing gastrointestinal or pulmonary disease. The Center includes six holding beds, nine endoscopy treatment rooms and 16 recovery beds.

Surgical Services

Operating Room 
22 ORs including three heart team rooms, featuring the da Vinci Surgical System using robotic technology.

Women’s Services

Levele 3 NICU 
 Has capacticy to care for up to 20 neonates.  Staffed with five RNs per shift with staffing ratios determined by acuity level.     Mother/Baby -- Includes 42 private, postpartum rooms; the same nurse takes care of mother and baby; in-house 24/7 OB and pediatric coverage.

Labor & Delivery
A 12-bed unit with spacious labor, deliver, recovery suites creating a soothing, safe and exceptional experience; high-tech central monitoring system; includes a four-bed antepartum unit for undelivered patients and a four-bed triage/evaluation unit for moms experiencing complications.