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TPConnects & FlySafair deliver LCC Content & Servicing on Iris for Flight Centre Travel Group
TPConnects Technologies, an IATA-certified global travel aggregator and distribution technology company announced that FlySafair’s low-cost content will be available on its Iris platform. TPConnects, majority-owned by Flight Centre Travel Group, continues to strengthen its position as one of the industry’s leading aggregators with a growing worldwide customer base. "The integration of FlySafair into our Iris platform marks a significant milestone in our ongoing commitment to provide the best available content to our customers." commented Eric Dumas, CEO, TPConnects Technologies. "By bringing FlySafair's network and competitive fares onto Iris, we're not only expanding low-cost carrier distribution in South Africa but also enabling seamless access for travel businesses across both corporate and leisure sectors. Sue Garrett, GM Supply and Distribution, Flight Centre Travel Group, added, "This integration enhances our ability to serve our corporate and leisure customers with a wider range of travel options. The addition of FlySafair's content to the Iris platform strengthens our offering in the important South African market and demonstrates our commitment to providing comprehensive travel solutions to our customers." TPConnects' Iris platform enables travel agencies to access NDC content alongside traditional EDIFACT, LCC, and aggregator content through a single, unified interface. This comprehensive solution ensures seamless shopping and servicing of air content, enabling travel sellers to offer the best available fares and products to their clients. The integration announcement marks a significant milestone as Flight Centre Travel Group implements Iris for FlySafair bookings for its corporate & leisure business. Key features of the FlySafair integration include: Access to FlySafair’s full range of fare products and services Real-time pricing and availability Seamless booking and servicing capabilities "This partnership with TPConnects represents a significant step forward in our distribution strategy," said Kirby Gordon, Chief Marketing Officer, FlySafair. "By making our content available through the Iris platform, we're expanding our reach in the corporate and Leisure travel sector while ensuring our products are easily accessible to travel partners worldwide." The Iris platform continues to expand its global presence, incorporating NDC and LCC content from leading carriers worldwide. This growth enables TPConnects to better serve travel sellers across North America, Europe, the Middle East, and Asia, offering enhanced retailing capabilities, rich content access, and comprehensive end-to-end servicing options.
South Korea’s LCCs rule the skies, exceeding Asia-Pacific Average
The seating proportion of low-cost carriers (LCCs) in South Korea’s aviation market has far surpassed the average of the Asia-Pacific region, according to an industry report, reflecting the popularity of budget airlines in the country. According to the analysis report by aviation market tracker Center for Aviation, LCCs accounted for 45.7 percent of systemwide seats in South Korea, significantly higher than the average 32.1 percent for the Asia-Pacific region as of the second week of January. The LCC seat proportion for international flights from South Korea came to 41.1 percent in 2024, up from 15.4 percent in 2015 and 36.5 percent in 2019, the report showed. Domestic flights have seen similar growth, with LCCs representing 58.5 percent of seats in 2024, compared with 54.3 percent in 2019. According to the report, Jeju Air, the country’s largest LCC, accounted for 11.1 percent of overall systemwide seats, ranking third only after the country’s two full-service flag carriers: Korean Air and Asiana Airlines. Source: The Korea Bizwire
AirAsia boosts Kuala Lumpur International Airport as global LCC hub
AirAsia continues to add lustre to Kuala Lumpur International Airport (KLIA)’s status as the world’s leading low-cost carrier (LCC) megahub. As a leading carrier, AirAsia operates 43 percent of all flights, accounts for 74 percent of the airport’s total LCC capacity, and has up to 236 daily departures from the airport. The airline also confirmed the launch of five new routes within the final quarter of 2024, adding to the existing 112 international and 14 domestic routes it currently operates from KLIA across all airlines in the AirAsia Group. These may include new routes to other countries in Asia and Africa. AirAsia’s vast connectivity from the five countries it operates in across Asean in Bangkok, Thailand; Jakarta, Indonesia; Phnom Penh, Cambodia; and Manila, Philippines plays a vital role not only in establishing Kuala Lumpur as the top global LCC megahub, but also in reinforcing its dominance in regional markets. Fulfilling a vision Capital A CEO and AirAsia Aviation Group adviser Tony Fernandes remarked: “When I co-founded AirAsia 23 years ago, I envisioned a future where KLIA would stand among the global elite airports. It is now the second most connected airport globally, powered by the momentum AirAsia has built as the world’s leading LCC megahub.” Statistically, KLIA tops the airports in this region, offering more than 14,500 possible low-cost connections, surpassing Singapore and Bangkok in terms of air connectivity. Fernandes added: “AirAsia’s ongoing network expansion will not only further boost KLIA’s position among the world’s best but also ensure that we remain competitive in connecting emerging and established markets. The imminent EGM for Capital A with shareholders next week to unify operations under one aviation group will strengthen this expansion plan, enabling us to streamline and drive long-term growth for the airline.”
Travelport secures LCC Content for agency customers with new participant AJet
Travelport, a global technology company that powers bookings for hundreds of thousands of travel suppliers worldwide, announced a new partnership with AJet (formerly AnadoluJet), the low-cost carrier (LCC) brand from Turkish Airlines, that brings more enriched multi-source content to agency customers. As part of the new agreement, Travelport delivered simplified access to AJet’s wide range of content in the Travelport+ platform so that agents can easily shop, compare and book domestic and international fares from AJet. In March 2024, Turkish Airlines re-launched AnadoluJet ticket sales under the new brand AJet, which aims to make the airline experience more modern, comfortable, and accessible for travellers. “Travelport+ will propel our growth in the market as we introduce new routes and cater to more passengers with our fleet of modern eco-friendly aircrafts,” said Kerem Sarp, Chief Executive Officer at AJet. “We value our new partnership because Travelport shares our vision of creating modern experiences for travelers, aligning closely with our priorities as we expand our offerings for agencies and travelers. We currently operate 173 routes, covering 89 destinations across 32 countries with our Istanbul SAW and Ankara ESB airport hubs. Additionally, we are considering increasing our aircraft fleet to 100 by the end of the year.” “Adding LCC content from AJet to Travelport+ provides our agency customers with greater selling opportunities and more choice for travelers flying within Türkiye and to destinations across Europe and Middle East,” said Jason Clarke, Chief Commercial Officer, Travel Partners at Travelport. “Travelport will help AJet reach new markets and more customers with our ability to deliver multi-source content and modern merchandizing tools that agencies need to sell the right offers to the right customers at the right time.” AJet’s LCC content and agent servicing capabilities are now available to Travelport agency customers and more functionalities are being implemented.
AirAsia first LCC to fly to Bangkok’s both airports
AirAsia Thailand will launch flights on 20 June from Bangkok’s Suvarnabhumi Airport to Kuala Lumpur (KUL), Malaysia, making it the first low-cost airline (LCC) to offer flights to Kuala Lumpur from Bangkok’s two international airports. Travellers planning trips to Bangkok from Kuala Lumpur can now choose flights landing at Don Mueang International Airport (DMK) or Suvarnabhumi International Airport (BKK). Flights on the Kuala Lumpur – Suvarnabhumi (BKK) route will operate twice daily. AirAsia Thailand chief executive officer Santisuk Klongchaiya said: “At present, the carrier operates three domestic routes from Suvarnabhumi, flying to Chiang Mai, Phuket and Krabi, and from June onwards will be operating our first international route with Suvarnabhumi-Kuala Lumpur.” Fully vaccinated travellers between Thailand and Malaysia are no longer required to present a Covid-19 test result or undergo quarantine on arrival. Thailand will abolish the Thailand Pass requirement for Thai Nationals to enter the country from 1 June 2022.
LCC distribution channels: Direct, NDC, GDSs and consolidators
This article was originally published as a blog post by AltexSoft. It is published here with permission. Airline distribution is complex: on one side of the airline industry, we have legacy carriers mostly represented by full-service airlines. Since the late 70s, legacy airlines have used a complicated model of distribution that included various data aggregators, consolidators, tech providers, and other intermediaries. As a result, in the mid-90s, global distribution systems or GDSs (Amadeus, Sabre, and Travelport) became monopolists in air travel distribution as the key flight aggregators. https://youtu.be/kysFEvbzEgA Nowadays, struggling to compensate for the lack of differentiation, legacy carriers are creating new travel APIs and establishing direct channels with travel agencies to show even more flight information. This became possible with the advent of New Distribution Capability (NDC) by International Air Transport Association (IATA). NDC is an initiative to set standards that would allow airlines to distribute their flights directly through online travel agencies or through global distribution systems and also provide ancillary offers. The other end of the air travel industry is occupied by low-cost carriers (LCC). A totally different business model from the offerings of full-service airlines, the low-cost sector omitted global distribution systems’ oligopoly, leveraging direct online booking. Today, low-cost airlines cover 32% of the worldwide airline market, with over 40% in Europe and 36% in Latin America compared to full-service carriers. While it seemed nearly impossible for online travel agencies (OTAs) and metasearch engines to offer budget airlines’ inventory, some brands managed to do so. Examples Here are some examples of the websites and airlines they distribute: Momondo.com is a Danish metasearch website that distributes Ryanair, Wizz Air, WestJet, Spirit Airlines, Norwegian Air Shuttle, Southwest Airlines tickets through its platform. Kiwi.com is a Czech online travel agency that works with Southwest Airlines, Spirit Airlines, Ryanair, Transavia Airlines, EasyJet, and Wizz Air. Travelfusion.com, an online travel data aggregator headquartered in London, is a direct distribution platform certified by IATA’s NDC. Travelfusion works with such carriers as Eurowings, Flybe, and Spirit Airlines. Here are some recommendations on how to use each channel if you plan to integrate LCC distribution in your product and explain the pros and cons of each type of connection: What are low-cost carriers (LCCs)? Low-cost carriers (budget, no-frills, or discount airlines) represent a business model that lowers ticket prices by cutting costs on customer service, distribution, and optimising their fleet utilisation, all features that make them different from traditional, full-service airlines. Southwest Airlines first introduced the low-cost concept in the early 70s. Companies like Ryanair, EasyJet, and others copied and modified Southwest’s business model over time. And now LCCs compete with legacy airlines. Low-cost carriers offer unbundled services and charge additional fees for ancillaries. For a long time, most budget airlines operated between secondary airports (hubs), working on short-haul flights only. Until recently, these were the main pillars defining the low-cost model.Now, ultra-low-cost (e.g. Spirit Airlines) and hybrid carriers (Hop! by Air France and Germanwings by Lufthansa) appear on the market. The landscape is changing, and today the budget sector looks for long-haul opportunities (e.g. LEVEL, Norwegian Airlines) and offer bundled services to attract even more customers. The main low-cost distribution channels Since the beginning of the 21st century, no-frills airlines had changed a lot in their distribution. Major budget carriers have outgrown their home markets, struggling to establish new indirect distribution channels. Since the beginning of the 2010s, budget airlines started to settle or renew agreements with GDSs. So, Travelport, Sabre, and Amadeus listed various low-cost carriers and started distributing their tickets to online travel agencies. The list of IATA’s NDC adopters also includes several LCCs, proving the importance of rich content distribution for the low-cost sector. Generally, distribution channels for low-cost airlines can be divided into four types. Direct connection. The main channel of sales for low-cost airlines are their own websites. Selling tickets directly, budget carriers get information about their customers and optimise their systems using ticketless bookings (a type of booking without a physical ticket). They manually manage only necessary services, automating check-ins, luggage, and meal orders. Global Distribution Systems. Budget airlines are also looking towards GDSs, as providers like Travelport and Amadeus offer services tailored for low-cost needs. IATA’s NDC channel. Some low-cost carriers were the first to adopt NDC and provide XML APIs for OTAs and TMCs to connect. Low-cost consolidators and aggregators. A couple of years ago, technology providers (including global distribution systems) focused on developing dedicated portals for travel agencies to source low-cost and full-service flights via a single channel. That said, in 2019, traditional and low-cost airlines have a lot in common. But, for budget airlines, cost remains the key factor in its distribution. By building indirect channels, most carriers still attempt to avoid excessive distribution fees formed at global distribution systems. Direct connection to low-cost carriers Historically, low-cost airlines sold their tickets only on their own websites, rarely establishing individual connections with big travel agencies and metasearch websites. Customers could book tickets after being redirected to the airline’s website. So, direct distribution allowed LCCs to control the customers’ flow, analyse data, and use their own ancillary selling methods. It also gave budget airlines differentiation, so that the creation of personalised offers became possible over time. Now, travel agents can connect to budget carriers via their direct channels, as well as through GDSs, as long as they distribute budget airlines and share rich content. Nevertheless, direct booking remains the main distribution channel for low-cost carriers. As an example of high competition, look at JetBlue’s attempt to drive more customers to use their website directly. How to use a direct connection To connect with a low-cost airline, you may contact the required airline representative to learn about their available options. Some budget carriers like Ryanair, JetBlue, or flydubai will offer to source data via XML or JSON APIs. Pros: Direct API distributes a full range of airlines content without additional intermediaries like GDSs and ATPCO, the main tariff publishing and ticketing provider. Cons: Very few LCCs offer their own APIs. To learn about various APIs used in air transportation industry, check our dedicated article. Global distribution systems in the low-cost world and XML enabled channels For a long time, GDSs were completely ignored by the low-cost sector for two reasons: The main reason is the distribution fee charged by global distribution systems providers. Since budget airlines struggle to reduce ticket price by any means, indirect distribution via GDSs wasn’t a suitable option. Additional expenses on distribution could negatively affect ticket prices, requiring additional investment in technical infrastructure to offer travel agencies relevant data. That’s why online travel agencies and travel metasearches used web scraping to get flight information from budget carriers. With the rising popularity of budget airlines, capturing leading positions and occupying a significant part of the market, GDSs started putting no-frills airlines on their platforms. As a result, since the beginning of the 2010s, nearly all the larger budget carriers signed distribution or merchandising contracts with global distribution systems. Those connections include both standard GDS distribution or NDC channels by GDS provider (rich content agreement). For example, in 2014 Southwest Airlines signed a contract with Amadeus for its reservation system, expanding on other products like Amadeus Sky Suite scheduling system in 2018. Nevertheless, Southwest fares aren’t available through Amadeus, while they are present on Travelport due to the renewed content agreement in 2018. Meanwhile, Ryanair is available for distribution through Sabre and Travelport. In 2017, Ryanair left Amadeus because of growing distribution fees but continued to use Navitaire, a passenger service system owned by Amadeus. Norwegian Air Shuttle had also signed a contract with Amadeus to distribute its long-haul flights, reporting 110 percent growth in sales during a three-year period from 2015. They had also renewed the contract with Travelport, signing for a rich-content agreement, merchandising, and branding to enable ancillary offers via Travelport’s e-Commerce platform. The table of the major budget airlines in contract for content distribution with GDSs Currently, all major budget carriers work with at least one GDS provider distributing through indirect channels. With the emergence of NDC channels and expanded capabilities of direct bookings, GDSs started to offer a number of products tailored to the low-cost model. Amadeus claims partnering with almost 110 LCC and hybrid carriers with 12 newly signed airlines in 2017. It proposes three methods for booking a ticket from a budget airline on its dedicated page: E-ticketing assumes a complete integration of the airline with equal booking capabilities compared to full-service airlines. Currently, Amadeus mentions WestJet, Vueling, and Norwegian Airlines using this type of ticketing. Light-ticketing is an e-ticketing type of booking, offering immediate ticket issuing as an advantage. Light-ticketing allows excluding ATPCO from the distribution pipeline, using the XML interface. It is used by several airlines like AirAsia, Spring Airlines, Transavia, and Jet2. Ticketless booking via SSR e-pay. This type of booking requests the customer’s credit card instead of issuing a ticket. Among the airlines using it are Jetstar, Spirit Airlines, and TUl fly (formerly TUIfly). Low-cost carriers can also configure the Amadeus connection to distribute bundled and unbundled ancillaries through their NDC channels. It’s also worth mentioning that some airlines with no GDS connection still can be booked via Amadeus. How to source tickets from low-cost carriers via global distribution systems To source tickets of a specific airline, the first thing to do is to check whether the carrier is connected to a distribution system provider. You can also contact global distribution systems providers themselves to see if the required LCC is available. The next step will be integrating with a given GDS to get a booking management interface connected with an API. Pros: Like full-service distribution, global distribution systems offer rich capabilities, allowing you to source GDS and non-GDS content through their APIs. Furthermore, for the infrastructure-mature OTAs, GDS providers may offer countless products, booking tools, and merchandising platforms. A distribution provider is usually a technology provider, so you have an all-in-one solution through the distribution pipeline. Cons: The issue with global distribution systems is the integration costs. Direct distribution via new distribution capability by IATA Since the beginning of new distribution capability talks, among the first carriers to implement real NDC APIs were budget airlines. Currently, most airlines listed by IATA in their previous reports lag in the release of a working XML channel, receiving certifications only. Among the others, only two airlines seem to have their APIs in open access. British budget carrier Flybe implemented its NDC API in 2016 offering it to corporate buyers. Flybe is one of the first budget airlines to come up with an XML enabled channel. IATA has also written an in-depth case study on the Flybe’s NDC implementation. Flydubai, a Dubai government-owned LCC, was the first budget carrier to obtain IATA’s NDC compliance level 3. They also implemented an NDC API, partnered with TPConnects as an IT provider to distribute ancillaries to travel agencies. A number of low-cost airlines like Norwegian Air Shuttle also on the list of IATA NDC adopters claimed to achieve level 3 certification in 2018 without any visible signs of public API existence. WestJet works on its API in partnership with Farelogix without releasing it in public. While Vueling Airlines and JetBlue can also be found in IATA’s lists as new distribution capability adopters, there are no public APIs available. How to use NDC APIs Direct connection with the airline requires using their XML API. The problem is that developing new distribution capability channels requires expenses on IATA’s certification, development, and integration. For that reason, not so many LCCs release their APIs, as they already have direct distribution channels. Pros: These include dynamic pricing, rich content, configurability, and personalisation. Cons: Most budget airlines prefer to distribute via their own websites or stick to the GDS XML channels, making NDC a rare artifact within the budget airline segment. And if NDC grows stronger, integrating multiple APIs will be more time- and cost-consuming than using some universal API. Dedicated airline consolidators and aggregators for low-cost carriers booking Targeting low-cost airlines became a serious task for travel agencies and OTAs since the budget sector represents nearly 32 percent of the airline market. While major carriers develop indirect distribution and sign for global distribution systems, it is still difficult to reach smaller carriers. For that reason, companies like Pyton in partnership with Amadeus develop dedicated platforms to book low-cost carriers. Pyton Flight Portal. Pyton is a travel technology company that develops travel applications for OTAs and TMCs. Since 2015 Pyton has been a part of the Amadeus IT group. In partnership with Amadeus, they are working on the low-cost booking platform that will be integrated with Amadeus Travel Platform. The platform is called Pyton Flight Portal and includes over 100 LCCs. It will allow travel managers to book budget airlines and full-service carriers through a single interface. The API of the platform is XML-based. The number of low-cost airlines supported by Pyton is quite large tfFlight. Travelfusion offers its platform tfFlight for online travel agencies, TMCs, metasearches, and tour operators. The platform consolidates data from LCCs and hybrid carriers available via a single API. Among the benefits are easy integration with desktop and mobile interfaces, integration with PNRs, and rich content capabilities. How to source tickets via low-cost carrier aggregators’ API To register on the platforms listed above, you should contact their sales representatives. They will provide you with developer information to enable you to connect to the required API and source flight information. Pros: A single API distribution via a dedicated platform offers wide capabilities for sourcing LCCs, hybrid, ultra-low-cost, and full-content airlines. They also offer technical support and management interfaces to work with or integrate their systems into existing technical solutions of your travel agency. Perhaps, the biggest advantage is that you specify which type of airlines you want to source. Choosing from the vast base of carriers, you will also be able to distribute bundled/unbundled content as they are XML capable. Cons: It’s also a question of price whether to use a dedicated budget airlines portal or not. The integration costs may vary from platform to platform. Nevertheless, there are no visible cons except for integration. Conclusion The competition intensifies in the budget sector. For example, Norwegian Air Shuttle experiences severe financial difficulties, canceling routes and selling aircraft to survive the competition with Ryanair. At the same time, Ryanair canceled routes and lost staff that left for Norwegian. Low-cost airlines are now starting to concentrate on indirect bookings more, while full-service carriers struggle to push through their direct channels. It’s interesting how budget airlines gradually become similar to traditional airlines, offering bundled ancillaries, operating long-haul flights, and contracting GDSs to sell more. Initially focusing on leisure customers, LCCs now are able to reach business travelers via indirect channels. So online travel agencies now can reach budget airlines freely via dedicated platforms and global distribution systems.
Cash, time or service: LCCs vs traditional airlines
The choice between flying a low cost carrier (LCC) or a standard airline can be tricky; the difference in costs are huge and so the savings made from opting for the cheaper flight can be very attractive to anyone, no matter their walk-of-life. Twice now I have sat across the aisle from icons of the rock world on the LCC’s LCC, Ryan Air. However, it’s not all about the price to leg room ratio. According to data from FlightDelayed.co.uk’, if time is a factor, fliers maybe ever so slightly better off opting for an LCC over a traditional airline, which win the battle of on-time performance – but not by much. In fact, it’s as little as 0.6%. With that being said, let’s take a look at the best and the worst. Worst TAP Air Portugal The traditional airlines' category sees TAP Air Portugal claim the title of the most delayed airline in Europe with an OTP of 57.9%. Outstandingly, almost half of their flights will arrive with at least a 15-minute delay. The second place goes to Corsair International, with an OTP of 62.7%. When it comes to flying passengers for a cheaper price, Eurowings come in last with an OTP of 64.2%. Chasing them is Vueling with an OTP of 69.4%. Best Iberia Express Leading the pack is Iberia Express (the short-haul arm of Iberia) with an OTP of 87.8% in the traditional airlines’ division. For the low-cost part of the data, Sun Express takes the prize with an OTP of 85.3%. An honourable mention goes to Jet2 who have been operating this year with an OTP of 84.7%. Yet, when we look at the markets as a whole, the OTP of LCC’s and traditional airlines it averages out as traditional airlines’ 75% and LCC’s 75.6%. A difference of 0.6%. So, if we take time and cash out of the picture what is the deciding factor? Winner Kevin Lamers Discussing the findings Flight-Delayed.co.uk’s communications manager, Kevin Lamers, points out that it is the passenger experience which is the deciding factor, saying: “It all becomes very clear when you take into account customer care and satisfaction and besides their baggage policies, the handling of passengers’ complaints and claims is one of the most frustrating aspects of the travel experience when flying with low-cost carriers.” This isn't something I think you can argue with. We have all been, well mostly all, young and impecunious and the relatively small sums for a budget flight holiday in the sun are very appealing. But the first time you experience an upgrade, or step away from a hostel/cheap hotel, in favour of something more swanky and take in the difference in service levels it's hard to walk away. And, as Lamer says, some LCC's can be very disappointing in this area, leaving customers with a nasty taste in the mouth. Ultimately cash is king but if passengers don't have to budget I'd suggest a traditional carrier every single time. No matter which rock stars you might get to spy.
Peachy keen: Japanese LCC addresses worldwide pilot shortage
Japanese low-cost carrier (LCC) Peach Aviation has announced its plans for the future and a new crop of pilots, with the introduction of the Peach Pilot Challenge Programme. The new training programme comes ahead of plans for Peach to incorporate its own in-house training to expedite the LCC's vision to operate more than 50 aircraft on more than 50 domestic and international routes by 2020 (it currently operates 21 aircraft on 16 domestic and 15 international routes), as well as to improve the number of Japanese fliers in the face of a worldwide pilot shortage. Until now, Peach recruited its pilots the Civilian Aviation College. The new training is comprised of two parts: the first half (approximately 20 months) is provided by L3 CTS Airline and Academy Training Limited, in New Zealand and England, with successful participants receiving a European commercial pilot license and instrument flight rating certificate. The second half is an eight-month assessment conducted by Honda Airways, providing students with the practical and theoretical knowledge needed to convert their European documentation into a Japanese licence. From there, alumni will become Peach trainee pilots, with all further education and training covered by the airline. “We want to develop valuable talents with passion for flying” Representative director and CEO, Shinichi Inoue: “Peach has been developing many new programs as Japan’s first low cost carrier. As a pioneer in the Japanese airline industry, our next step is to have the first in-house pilot training programme offered by a Japanese LLC. This will lead to further evolution of the airline industry." "We have developed a high quality training programme geared toward future pilots who dream to fly in Japan and in Asia. In the future, we want to develop valuable talents with passion for flying, become a leading LCC in Asia, and contribute to creating more demand for flying.” "Peach is working to solve the problem of a shortage of pilots" Airbus Japan president Stéphane Ginoux added: “Peach is working to solve the problem of a shortage of pilots, an urgent issue that will impact further growth of the aviation industry and has drawn people’s attention, and we are thrilled to be able to support those efforts. We really hope that the Peach Pilot Challenge Programme results in a large number of young pilots from Japan.”
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