Qantas questions fuel efficiency report

Australian carrier Qantas says a report labeling it the least fuel-efficient major airline on trans-Pacific routes does not accurately reflect its operations.

An analysis of 20 airlines by the International Council on Clean Transportation placed Qantas last in terms of fuel efficiency as measured by  passenger kilometres per litre of fuel and said it was 41 per cent below the industry average.

The recently-released report said Qantas burned an average of 64 per cent more fuel per passenger kilometre in 2016 than market leaders Hainan Airlines and All Nippon Airways.

Qantas achieved a fuel efficiency of 22 passenger-kilometres per litre  and was joined by China Southern, Cathay Pacific, China Eastern, Philippine Airlines, Singapore Airlines, Asiana and Korean Air to make up the group that fell below the industry average.

Virgin Australia, by comparison, came in at sixth with 33 passenger kilometres per litre, and Air New Zealand was third at 35 passenger-kilometres per litre.

The analysis attributed the poor Qantas result of 22 passenger-kilometres per litre to a combination of factors including the use of four-engine planes such as Airbus A380 and Boeing 747-400ER on long flights.

It also noted Qantas had the lowest average passenger load factor of any airline on Trans-pacific flights — 74 percent— as well as one of the lowest freight shares at 12 per cent of total payload.

“Adding 1,000 kg of freight or 10 passengers to each flight would have a negligible effect on the total fuel efficiency of the Flying Kangaroo,’’ it said.

The report acknowledged the arrival of the airline’s Boeing 787 Dreamliners as a B747 replacement. The Dreamliners are already flying between Melbourne and Los Angeles the number of trans-Pacific 787 routes is set to expand as more planes arrive.

“If the same passenger load factor and freight share are maintained on the new Dreamliners, then the carrier’s overall fuel efficiency would increase to 28 pax-km/L,’’ it said.

However, the airline said it did not view the report’s modelling as an accurate representation of its fuel efficiency across the Pacific.

“The reason Qantas ranks low in this study is chiefly because we use larger aircraft, fly very long distances and have premium cabins that naturally have fewer people on board,’’ Qantas head of fuel and environment  Alan Milne said.

“Our Sydney to Dallas route is one of the longest in the world, and ultra-long haul flights have a magnifying effect on fuel burn because you’re carrying a lot of weight [in the form of fuel] at the start of the journey in order to make the distance.’’

Milne also noted the result would be affected by the fact Qantas was unusual in that it offered first class and two premium cabins on most trans-Pacific .

“We’re committed to reducing carbon emissions and continually look at ways to lower them across our operations,” he said.

“We are switching our 747s for more fuel efficient Dreamliners and we have several data-driven programs in place to reduce fuel burn.”

An important areas not taken into account in the  study, according to Qantas, is the use of flexible “user preferred routes” across the Pacific. These allow airlines to take advantage of tailwinds and avoid headwinds to save fuel.

The Australian carrier also uses a process called Dynamic Airborne Reroute Procedures that allows it to tweak flight paths en-route and take advantage of the latest meteorological reports.

A world-first application called Flightpulse then helps pilots understand the impact of efficiency improvements by taking advantage of the A380’s ability to record 2 million data points per flight hour.

Other programs highlighted by the carrier include the world’s biggest airline carbon offset scheme for passengers, responsible for offsetting more than 3 million tonnes of CO2 since 2007, and a 10-year deal to use biofuels on flights from Los Angeles.

Qantas has also inked a deal aimed at encouraging Australian farmers to grow a commercial aviation biofuel seed crop.


Boeing joint venture to develop and build aircraft seats

Boeing seating Adient
The shape fo things to come? Adient concept seating for automated vehicles. Photo: Adient

Boeing is hoping to address bottlenecks with aircraft seat supply and establish a beachhead in a growing market by forming a joint venture with automotive seat-maker Adient.

The US aircraft company and Adient will form a new company, Adient Aerospace, to develop, manufacturer and sell a range of seats to airlines and aircraft leasing companies.

The move comes as both Boeing and Airbus are ramping up aircraft production and breaking delivery records.

Airlines are also vying to see which can come up with the most innovative business and first class cabins – an area Adient sees as fertile ground.

The joint venture will produce seats for new Boeing aircraft but also for retrofit to aircraft built by the US company as well as rival manufacturers.

Adient will be the majority shareholder with 50.01 per cent of the joint venture and the owners will split earnings and cash flow proportionately. Both will have board representation.

“Seats have been a persistent challenge for our customers, the industry and Boeing, and we are taking action to help address constraints in the market,’’ Boeing Commercial Airplanes chief financial officer Kevin Schemm said in a statement.

“Adient Aerospace will leverage Boeing’s industry leadership and deep understanding of customer needs and technical requirements, to provide a superior seating product for airlines and passengers around the world.

“This joint venture supports Boeing’s vertical integration strategy to develop in-house capabilities and depth in key areas to offer better products, grow services and generate higher life cycle value.”

Boeing has long conducted research into passenger seating and has a keen understanding of developments in this area.

It plans to combine this with Adient’s seating expertise to capture part of a commercial aircraft seating market expected to grow from about $US4.5 billion in 2017 to $US6 billion by 2026.

Adient is a global leader in automotive seating, employing 86,000 people and operating 237 plants in 33 countries.

It provides seats to all major automotive manufacturers and its products are used in more than 25 million vehicles a year.

“To enhance the customer experience for passengers, airlines and commercial airplane manufacturers, we will apply our unmatched expertise for comfort and craftsmanship along with our reputation for operational excellence,” Adient chief executive Bruce McDonald said.



Warning to pilots to monitor critical approaches

Indonesia AirAsia A320
Indonesia AirAsia A320

Australia’s crash investigator has urged airlines and pilots to give heightened attention to risk areas such as understanding your aircraft systems, and adhering to cockpit monitoring and communication procedures to ensure a stabilized approach during the approach and landing phases of flight.

In a special release, related to a serious incident in Perth in 2016, the Australian Transport Safety Bureau said that “unexpected events can substantially increase an already-high cockpit workload. If the criteria for safe continuation of an approach are not met, flight crew should initiate a go-around.”

The incident occurred at night on 19 February 2016, when an Indonesia AirAsia A320 was arriving from Denpasar, Indonesia. During the cruise, the captain’s flight management and guidance computer (FMGC1) had failed, and the flight crew had elected to use the first officer’s duplicate systems.

The ATSB said that “the flight crew were conducting an instrument landing system (ILS) approach to Perth Airport. They made a number of flight mode changes and autopilot selections – normal for an ILS approach with all aircraft operating systems available, but some of which relied on data from the failed FMGC1.  As a result, the autothrust system commanded increased engine thrust and the crew, who had not expected this response, elected to conduct a go-around. An increased crosswind then prompted air traffic control to effect a change of runway to a runway without a precision instrument approach procedure.”

The unresolved system failures, the conduct of the go-around, and the subsequent runway change all resulted in a significant increase in cockpit workload. This, combined with the crew’s unfamiliarity and preparation for the non-precision instrument approach to the new runway, hampered their management of the next descent said the ATSB.

“During the approach to the new runway, the crew descended the aircraft earlier than prescribed, but believed that they were on the correct flight path profile. They became concerned that they could not visually identify the runway, and focused their attention outside the aircraft. This distraction meant that the crew were not effectively monitoring the descent and the captain descended the aircraft below the segment minimum safe altitude.”

As the aircraft continued to descend, the air traffic controller received a “below minimum safe altitude” warning for the aircraft. The air traffic controller alerted the crew to their low altitude and instructed them to conduct a go-around. The crew then conducted another approach and landed without further incident.

ATSB Chief Commissioner Greg Hood said that the approach to land is one of the most critical phases of flight, and stressed the importance of flight crews understanding their aircraft systems and adhering to cockpit control, monitoring and communication procedures to ensure a stabilised approach during the approach and landing phases of flight.

“The approach and landing phases of flight are amongst the highest of workload for flight crews, and domestically and internationally where we see the highest accident rate” Mr Hood said.

“It’s a complex operation at the best of times, but when something unexpected occurs such as a failure of an aircraft system in-flight, it can add substantially to flight crews’ workload.

“It is critical that flight crew fully understand their aircraft systems and how they will respond in a degraded mode, and adhere to cockpit protocols and procedures to ensure a stabilized approach resulting in a safe landing. In this case, there was considerable added complexity for the flight crew as a result of adverse weather, and an air traffic control change to a runway without a precision approach.”

“The ATSB urges all flight crew to ensure that they understand their aircraft systems, and how the aircraft will respond in a degraded mode, and to adhere to cockpit protocols and procedures to ensure a safe approach and landing. If there’s any doubt or confusion, or if the stable approach criteria is not being met, communicate it, and never hesitate to conduct a go-around,” said Mr Hood.

In a statement, AirAsia Indonesia said that it has taken the following corrective actions immediately following the event occurrence, and prior to the publication of the final ATSB report:

  • Preventive grounding of the flight crew to allow internal investigation
  • Conducted internal investigation and briefing all pilots on internal investigation findings and ATSB report findings, and reviewing recovery procedures
  • Implemented additional classroom sessions on aircraft technical review, simulator assessment and aircraft line check-in into the re-training program
  • Incorporated the incident as a subject of the SPOT (Special Orientation Training) in the simulator syllabus.

AirAsia Indonesia reiterates that strict maintenance schedules and robust management systems are in place to monitor and prevent similar incidents from reoccurring.

The airline continues to pass all safety and security audits conducted by various international regulators, and remains committed to ensuring our compliance to all safety and security regulations

The safety of all guests and crew are our utmost priority at all times.

Airbus signals an end to A380 production without Emirates order

Emirates A380 Airbus production

Airbus has warned it will shut down the A380 program if it fails to sign a stalled deal with Emirates that will allow it to deliver at least six superjumbos a year.

The European manufacturer’s outgoing chief salesman, John Leahy, told a media briefing that Airbus was still talking with Emirates.

He said that the Gulf carrier —  the  manufacturer’s biggest customer for A380s —   was the only airline that currently has the ability to take six aircraft a year “for a period of eight to 10 years’’.

“So quite honestly, if we can’t work out a deal with Emirates, I think there is no choice but to shut down the program,’’ he said. “But I’m hopeful that we can work out a deal with Emirates and others can add airplanes on top of that.’’

Airbus had been expected to announce a deal for 36 A380s at the Dubai Airshow but officials left empty handed after Emirates sought a guarantee that production would continue for the next 10 years.

The manufacturer has delivered more than 200  A380s and has 95 in backlog but low interest in the big plane prompted it to  reduce  production.  It will deliver 12 in 2018 and eight in 2019.

Read: Airbus A380 faces uncertainty as it marks 10 years in service.

Airbus Commercial Aircraft president Fabrice Bregier vowed the manufacturer would not produce “white tails”, aircraft for which there is no immediate owner, but said there were other potential customers beyond Emirates.

However, he conceded Emirates was key to the long-term future of the A380.

The deal now appears to hinge on whether the production rate of six aircraft and its ability to extend the manufacturing life of the A380 line is acceptable to the Gulf carrier.

“We went through the exercise internally with the supply chain,’’ Bregier said. “My teams did a great job and we came to the conclusion that we needed a minimum of six aircraft a year to maintain industrially an efficient production line.  So this is what I wanted to convey as a message.

“I think it’s positive because this is a challenge which I believe can be met with difficulties. But we are not looking for big quantities of A380s during this more difficult period for very large aircraft.”

Both officials maintained there was still a need for the A380 and that the big aircraft, which is popular with travellers, would see a renaissance.

Leahy said the A380 was an aircraft whose time would come.

“Why will it’s time come?’’ he said. “For a lot of reasons. One is congestion.  Every 15 years air traffic doubles, every 15 years.

You’re not going to double the number of flights going into Heathrow or Frankfurt or Charles de Gaulle or JFK or LAX of Hong Kong or Beijing.

“So if people want to fly, they need to fly in bigger aircraft.”

Bregier said the challenge would be to maintain a production at six a year before taking advantage of the need to replace existing A380s and the emergence of potential new markets,

Leahy also foreshadowed the announcement of three widebody deals “within the next 30 to maximum 60 days” but did not say whether one of them would be the Emirates A380 order.

The comments came as the European manufacturer recorded another stellar year with commercial aircraft deliveries in 2017 up for the 15th year in a row, reaching a new company record of 718 aircraft delivered to 85 customers.

LATAM launches major international expansion

LATAM international expansion
LATAM Boeing 787-9 Dreamliner photographed from Wolfe Air Aviation Learjet 25B. Photo: LATAM

Some six years after Chile’s LAN and Brazil’s TAM merged to form LATAM, the combined carrier and its affiliates have embarked on a major international expansion.

Armed with a fleet of 302 aircraft ranging from older 767s to made-for-long-haul 787 Dreamliners, the south American airline group is launching new routes to the U.S., Europe and its own backyard in South America.

See our ratings for LATAM.

Beginning in July is its Boston-São Paulo route, a nonstop affair flown initially with 767s fitted with 30 Premium Business and 191 economy seats.

The aircraft will make the trip four times per week, marking Boston’s first nonstop service to Brazil, a country beginning to recover from recent economic woes.

Come July,  the schedule calls for nonstop 767 service from São Paulo to Rome, a passage presaged perhaps when Pope Francis makes his trip to Latin America.

São Paulo-Rome will operate four times weekly too. Francis will be flying LATAM during his papal journey.

By the end of 2018, LATAM hopes to be serving Tel Aviv. Flights would originate in Santiago, Chile, stopping en route at São Paulo before heading out over the South Atlantic to Tel Aviv’s Ben Gurion Airport. This route is subject to governmental approval.

Sticking closer to home, during the South American summer of 2017- 2018, LATAM is primed to open a route to Chilean Patagonia, at Puerto Natales to be specific.

Puerto Natales is 70 miles (112kms) from Torres del Paine National Park, a place so sublime that VirtualTourist labels it the ‘Eighth Wonder of the World.’

LATAM will employ an A320 on the flight from Santiago. In January and February there will be a quartet of weekly flights.

All these routes add up—especially the intercontinental long-hauls. Once they’re launched, LATAM will fly to 144 destinations in 27 countries.

Since the onset of 2016, it has launched service on 26 international routes including Lima- Washington, DC and Santiago-Melbourne.

The westbound Santiago-Melbourne leg takes about 15 hours and is flown by a 787-9. That makes it the longest nonstop ever in LATAM’s history.

Airbus has bumper year

Airbus A380
Emirates took deliver of its 100th A380 in 2017

Airbus has had yet another stellar year with commercial aircraft deliveries in 2017 up for the 15th year in a row, reaching a new company record of 718 aircraft delivered to 85 customers.

Deliveries were more than four percent higher than the previous record of 688 set in 2016.

The 2017 total comprises 558 single-aisle A320 Family (of which 181 were A320neo); 67 A330s; 78 A350 XWBs and 15 A380s.

Read: Boeing’s bumper year

And just to show that wasn’t a one-off Airbus recorded 1,109 net orders from 44 customers.

Airbus delivery graphic
Airbus order and delivery graphic for 2017. Airbus

At the end of 2017 Airbus’ overall backlog stood at 7,265 aircraft valued at US$1.059 trillion at list prices an extraordinary number by any measure.

Fabrice Brégier, Airbus Chief Operating Officer and President Commercial Aircraft commented: “A new Airbus delivery record coupled with our fifth best order intake wraps up a remarkable year for us. This outstanding achievement is a testimony to the dedication of all our teams, and makes the company fitter, stronger and ready for the opportunities ahead.”

With this year’s performance, Airbus has steadily built on deliveries year on year – with 15 consecutive years of production increase.

From its four A320 Family plants in Hamburg, Tianjin, Mobile, and Toulouse, Airbus is on track to achieve rate 60 per month on single-aisle by mid-2019.

It also said that the A350 XWB is on track for rate 10 by the end 2018. .

The company had a host of milestones in 2017, which included: delivery of its 100th A350 XWB; the delivery of its 50th A320 Family aircraft from its FAL in Mobile; delivery of Emirates’ 100th A380; first flight of the A330neo; certification of the A350-1000; first A321neos delivered with CFM and P&W engines; inauguration of the new A330 Completion and Delivery Centre in Tianjin, China, with two first deliveries; and structural completion of the first Beluga XL.


MH370: What will searchers find?

Malaysia Airlines 777
MH370 on an earlier visit to Perth Airport. Credit: Tsen Tsan

The new search team looking for MH370 will almost certainly find the wreckage of the Boeing 777 in a small area as international experts agree that the aircraft struck the water intact and likely in a vertical dive.

The new Ocean Infinity led search onboard the Seabed Constructor will begin this week in the area suggested by an international team led by the Australian Transport Safety Bureau that includes the CSIRO.

That area of 25,000sq km is about 1800km west-south-west of Perth.

Ocean floor near Broken Ridge where MH370 is thought to be
Ocean Floor showing CSIRO coordinates of 35.5S and 92.8E in the lower right-hand side. GeoScience Australia / ATSB

While considerable wreckage has turned up around the Indian Ocean the majority, including the fuselage, wings, engines, and undercarriage will be on the seabed.

In the case of Air France Flight 447, an Airbus A330, which was lost on June 1, 2009, on the flight from Rio de Janeiro, Brazil to Paris, France all the wreckage in the mid-Atlantic was in a tight debris field 200m by 600m at a depth of 3,950m.

The depth where experts say MH370 is located varies from 3500m to 4500m.

With AF447 over a period of a month, in 2011, one engine, the avionics bay, and the black boxes were raised along with 104 bodies.

Main landing gear of AF 447
Main landing gear of AF447. BEA

Those bodies were still strapped into their seats.

Fifty bodies had been previously recovered from the ocean surface but 74 were never recovered.

Photos issued by the French investigator, the BEA, of the AF447 debris field, show very clearly the undercarriage, engines and a wing.

Engine from AF 447.
Engine from AF447. BEA

The ocean floor in the general area identified by the CSIRO as the most likely location of MH370 has deep canyons, extinct volcanoes and mountain peaks.

However, others believe that MH370 may be a little further north around the area of Broken Ridge which is due west of Perth.

Victor Iannello of Radiant Physics has produced a highly detailed map showing the various search zones and likely locations shown here below. The area outlined in yellow has been searched and the area outlined in green is the area the CSIRO / ATSB says is an area of high interest.

MH370 search graphic
MH370 search graphic. The area to be searched first is CSIRO 1. Radiant Physics


This area is likened to the Swiss Alps with very deep ravines and towering peaks.

Depth in the area is put at over 5000m.

The Ocean Infinity search will cover all areas identified as likely locations.

The deepest recovery of an aircraft was that of South African Airways Flt 295 a 747 that crashed into the Indian Ocean near Mauritius on November 28, 1987.

The 747-200B Combi, which has cargo and passengers on the main deck, was on a flight from Taiwan to Johannesburg and experienced a catastrophic in-flight fire in the cargo area.

All 159 passengers and crew perished.

Australia’s safety report card

Qantas Boeing 737
Australian airlines have a fatality free safety record for jet operations.

While flying in a pure jet-powered aircraft is incredibly safe in Australia with a perfect fatality-free safety record, other types of flying machines carry some risk.

In its highly detailed 2016 industry scorecard Aviation Occurrence Statistics 2017-2016 the Australian Transport Safety Bureau has reported that there were nearly 230 aircraft involved in accidents in Australia, with 291 involved in a serious incident.

And sadly there were 21 fatalities in the aviation sector in 2016, although fewer than any previous year recorded by the ATSB.

Read: World’s Safest Airlines 2018

Commercial air transport operations experienced one fatality from 15 accidents; general aviation experienced 10 fatalities from 119 accidents; and recreational aviation had 10 fatalities from 63 accidents.

The ATSB report found that Controlled Flight Into Terrain (CFIT) was the most common accident or serious incident for general aviation aircraft, recreational aviation and remotely piloted aircraft in 2016.

Virgin Australia A330
Virgin Australia has a perfect safety record

Aircraft control was the most common cause of an accident or serious incident for air transport operators.

Wildlife, including bird strikes, were again the most common type of incident involving air transport and general aviation operations, with runway events the most common type of incident for recreational aviation.

In 2016, there were a massive 1,581 incidents involving wildlife but that number has be balanced against the number of flights, which topped two million.

The ATSB said the “accident and fatal accident rates for general and recreational aviation reflect the higher-risk operational activity when compared to air transport operations”.

“The total accident rate, per hours flown, indicates general aviation operations are 10 times more likely to have an accident than commercial operations, with recreational aircraft around twice as likely to experience an accident than general aviation.”

The report said the fatal accident rate per hours flown indicates general aviation operations are around 20 times more likely to experience a fatal accident than commercial air transport, and recreational operations are almost 40 times more likely to experience a fatal accident than air transport.

Passengers escape as Turkish plane teeters on cliff

Pegasus crash cliff

Passengers described their escape as “a miracle” after a Turkish Boeing 737-800 veered off a  runway, slid down a cliff and ended at steep angle metres from the Black Sea.

The dramatic crash severely damaged the Pegasus Airlines  plane, with photographs and videos  showing an engine separated from the wing and in the sea.

“We tilted to the side,’’ passenger Fatma Gordu told state-run news agency Anadolu.

“The front was down while the plane’s rear was up. There was panic, people shouting, screaming.”

Another passenger, Yuksel Gordu, told Anadolu it was a miracle the passengers escaped.

“We could have burned, exploded, flown into the sea,’’ he said.

The aircraft  was flying from Ankara to Trabzon on January 13 when it veered left off the runway and came to a stop on soft ground about 60m before the runway’s end, the Aviation Herald website reported.

The website said transponder data suggested the aircraft touched down normally at 143 knots ground speed.

A statement from the low-cost carrier said all 162 passengers and six crew were evacuated safely from flight PC-8622, although local emergency services reported three minor injuries.

“There has been no loss of life or injury to anyone on-board,’’  the airline said.

Pegasus Airlines flies to more than 50 destinations in Turkey and abroad and operates a fleet of Boeing 737 and Airbus A320 aircraft. The damaged Boeing 737-800 was one of 44 operated by the airline, according to the airline’s website.

It was founded as a joint venture charter airline involving Aer Lingus in 1989 and started operations in 1990.

The Irish carrier sold its share to a Turkish company in the mid-1990s to make Pegasus a purely Turkish company.

It started scheduled   services as a low-cost carrier in 2005 after it was taken over taken over by ESAS Holdings and became publicly traded in 2013.

READ our ratings for Pegasus Airlines.


Security fears as paparazzi obtain celebrity travel details

Keith Urban and his family are among those caught up in a security breach. Photo: Virgin Australia,

Security worries about global booking platforms are back in the spotlight after an Australian newspaper revealed  paparazzi were able to obtain travel details for high-profile celebrities such as Keith Urban, Naomi Watts and Rebel Wilson

The Weekend Australian obtained screenshots of Virgin Australia travel itineraries for celebrities including Watts, Wilson and Urban as well as for one of  Urban’s children with Nicole Kidman.

The information included flight numbers, booking numbers and arrival and departure times.

A spokeswoman for Kidman, Wendy Day described the breach as “extremely disturbing” and warned that data could potentially fall into the hands of stalkers or terrorist.

“It is absolutely horrific for anyone to have their children’s safety endangered,” Day told the newspaper.

The incident again highlights global concerns raised last year by Germany’s Security Research Labs about poor cybersecurity in  global booking platforms widely used by airlines.

Three Global Distribution System (GDS) providers  — Sabre, Amadeus and Travelport— handled more than 90 per cent of flights but the SR Labs report found the legacy systems lacked a proper a number of web security best practices.

This included the lack of a proper way to authenticate travelers.

The report was critical of the six digit alphanumeric booking code, known as the PNR, used to access and change traveler’s information.

“The authenticator is printed on boarding passes and luggage tags,’’ it said “Any person able to find or take a photo of the pass or tag can access the traveler’s information – including e-mail address and phone number – through the GDS’s or airline’s web site.”

The report said traveler information was also vulnerable to hacking and the way the six-digit codes were chosen made them weaker than a five-digit password.

It warned an intruder with a passenger’s booking code could invade their privacy, steal flights, divert frequent flyer points and phishing.

Airlines have been pushing GDS providers for security improvements and Virgin said it had been working with its partner, Sabre.

“Virgin Australia is a strong advocate for the highest standards of security with all of our technology providers and work closely with them to ensure we continue to enhance our processes,’’ the airline said in a statement provided to AirlineRatings.

“This is an issue that affects airlines around the world and Virgin Australia is currently working actively with a number of other airlines to advocate for our system provider to improve its audit controls.

“Internally, Virgin Australia has implemented increased security controls around system access.”

Australia’s other major carrier, Qantas,  is partnered with GDS giant Amadeus and said confidentiality and security of passenger information was taken seriously by the airline and its suppliers.

“If breaches are reported to us, we will immediately act upon them including referring them to the authorities,’’ a spokeswoman said. “We also recommend that passengers never post photos of their boarding pass on social media just like they wouldn’t post their credit card number online.”

READ: How posting boarding passes online helps cyber-criminals.

Virgin in 2017 banned  Australian paparazzo Jaqyden Seyfarth after he used a self-service check-in to print the boarding passes of Bachelorette Sophie Monk and Stu Landy and used them to access the airline’s lounge.







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