The Government of Ecuador has created new incentives for airports managed by the DGAC with the aim of promoting the use of these terminals toéreas.
The airports of Esmeraldas, Manta, Salinas, Santa Rosa, Catamayo, Latacunga, Sour Lake, San Cristóbal, Coca, Macas, Shell Mera and others, cuentan desde esta semana con nuevos incentivos dirigidos hacia las aerolídenies.
Con el fin de que se creen nuevas rutas y se aumenten frecuencias a las ya existentes en estas terminales administradas por la Dirección General of Aviationón Civilian of Ecuador – DGAC, a series of incentives have come into force to stimulate supply and demand.
Los incentivos que han sido aprobados por el Consejo Nacional de Aviación Civil – CNAC bajo Resolución 013-2018 are the following:
Commercial Incentive Plan for airport users (Leases)
- Reductionón de hasta un 40% en cobro de cánones de arrendamiento para los arrendatarios en los aeropuertos administrados por la DGAC.
- Maintain related services at airports such as:
-
- Cafeterías / Stores
- palletizers
- Temporary warehouses
Incentive Plan for New Regular Operations
Objectives
- Ambicioso plan de incentivos para atraer nuevos operadores aéprisoners.
- Promote greater supply and better services for users.
- Stimulate the development of the commercial aviation sector in the network managed by the DGAC.
Profits
- Discounts on operational rates:
- Landing
- Iluminación
- Protectionóon the fly
- Parking lot
- Los descuentos aplican por un periodo de tres años y van desde el 30 al 70 % discount on operational fees.
Characterístatic
- Nuevas Operaciones Doméstatic
- MíYOU 3 routes.
- Use an airport managed by the DGAC as an operations center.
- New International Operations
- El descuento varía de acuerdo con el número de frecuencias.
- the airínea debe operar desde y hacia un aeropuerto administrado por la DGAC.
- Low terminal usage fee from USD 19,50 a USD 14,00.
- Increase of frequencies to the airports managed by the DGAC
- The discount applies to the frequencies that are increased.
- La DGAC será el encargado de definir la aplicación de este descuento.
- General Provisions for new operations
-
- La operationón debe ser por al menos 3 años o se generarán costos alternativos de salida.
Requirements
- Operationón International
- Permiso de Operación Regular
- Current AOC
- La ruta deberá tener como destino un Aeropuerto Administrado por la DGAC.
- No existe mínima de rutas para operar
- The discount varies depending on the number of weekly frequencies to operate; 1-3, 4-7, but from 7.
- The discount does not apply to airport fees.
- Operar míwhat 3 años, early departure will generate alternative costs.
- Operationón Domestica
- Permiso de Operación Regular
- Current AOC
- The discount applies to all DGAC airports.
- El operador deberá tener su centro de operaciones en un aeropuerto de la DGAC. (HUB)
- El operador deberá operar míYOU 3 domestic routes. (May include Quito or Guayaquil)
- El descuento no aplica a tarifas aeroportuarias.Operar míwhat 3 años, early departure will generate alternative costs.
News of the DGAC Airports
It is known that the Latacunga and Manta airports have seen their demand reduced due to different factors and the other airports managed by the DGAC have not achieved “take off” due to lack of supply and competition.
With this as initial background, el Gobierno ecuatoriano debe cubrir el déficit que generan estos aeropuertos por la falta de usuarios.
From the 2013 al 2017, estos aeropuertos han generado un resultado negativo de más de $13 millions of dóhomes.
Los factores como el terremoto que afectó a Manta y el mismo tame effect, which reduced its offer of seats to all DGAC airports, going from 1.6 million seats in 2013 just 711 thousand in the 2017, han incidido negativamente en estos números desde el añO 2016 To the date.
The airports of Latacunga, Manta, Coca y San Cristóbal representan el 69% of revenue from the DGAC airport network.
La oferta general de pasajeros disminuyó from 1.830.220 at 2013 a 1.632.129 at 2014 which corresponds to -10.82%, at 2015 decreció in a -5.25%, at 2016 in a -13.25%, and finally in the 2017 on -27.46%.
De igual manera la demanda de pasajeros disminuyó from 1.151.125 at 2013 a 1.149.308 al 2014 corresponding to -0.16%, at 2015 decreció in a -7.51%, at 2016 -19.03%, and in the 2017 -15.86%.
The new incentives
As we reviewed above, the new incentives are intended to stimulate supply and demand, con precios reducidos para las aerolíneas actuales que quieran incrementar frecuencias o nuevas que quieran empezar a volar.
Thought of strengthening the DGAC airports and making them competitive against the concessionaire airports of Quito and Guayaquil, la autoridad aplicará los siguientes descuentos por 3 años y en base a las frecuencias a operar:
Nuevas operaciones doméstatic
new operations
Frequencies increase
Inversionón en aeropuertos y navegación
In the úlast 10 años, el Gobierno ha realizado grandes inversiones para posicionar al país como un referente en modernidad y seguridad en la región.
With an inverseón of más de $364 millions of dóhomes, es momento que la red estatal de Aeropuertos DGAC inicie su recuperación y estos incentivos tienen el objetivo claro para lograrlo.
Projectionón
Tras haber perdido más de $1 millón of dólares en ingresos en comparación of the 2017 al 2016, it is expected that the 2018 this number increases, especially, due to the null commercial activity of the Latacunga Airport.
With the analyzed data and with the new incentives, que se suman también al subsidio al combustible de avión JET A1, It is expected that with growth (bass) of the 3%, al añO 2022 se vuelva al nivel de ingresos del añO 2017.
Of course, este plan está pensando para que el crecimiento sea superior al 3% annual, por lo que los ingresos se podrían lograr antes con la llegada de nuevas aerolíneas how Viva Air, Aeroregional, Airplanes and other potential.
Now, solo queda esperar para ver los resultados positivos de estos nuevos beneficios que se verán traducidos en beneficios para el usuario y en reducción de gastos para la DGAC.
The famous plan unveiled
Nothing new
Minimal reductions of the rights that correspond to the DAC is not an incentive as Edwin and Pablo say
Play with the money of the people, that is, the state by subsidizing FUEL THAT IS NOT PROPERTY OF THE DAC if it is an abuse and disadvantage for Quito Guayaquil
Create incentives of this nature to force operations in white elephants Salinas Santa Rosa had, among others, if it is unconstitutional to create privileges for which it was never able to operate the Quito and Guayaquil airports with the same income that quiport and tagsa operate today with the investment results and world awards
That is shame
Nobody says anything
I agree with the criteria of all those who comment on this note
The DAC must by vonrnzsr in reducing its expenses vote unnecessary personnel since they are items that are not justified infrastructures of each track and region extremely high in bureaucratic personnel
Those airports like SALINAS should never have thought about expanding and spending funds that were needed elsewhere
It is true that the DAC owns the land that actually belongs to the state, it leases it so that the operators can invest, build and maintain the air facilities and charge them extremely high rates that dignify unaffordable costs in these operations.
Even when the DAC and CNAC authorities do not live the reality
Dear Nicholas, it is very interesting the results that some of the airports that you indicate show, but I don't think there is a real interest in using second-tier airports to use them as a connection hub unless the market conditions exist to be able to do so. In other words, passenger traffic and service facilities to make it profitable and attractive for aviation companies., therefore the lack of passenger traffic at these airports.
A clear example of the errors in this matter was the creation of the Salinas airports, having the Guayaquil airport less than two hours away and the Latacunga airport which is also close to the Quito airport, without the size of each of its markets justifying the enormous expenses in maintaining them, hence their losses for the State and for the DGAC.
The market can be generated, but everything depends on having strategic allies – airlines that want to risk, There is so much to do.
State incentives are really a joke, It is very unlikely that an airline would want to operate in a country with the highest airport costs in Latin America., even with the mentioned discounts. If we can be sure of one thing, it is that behind all these plans to attract foreign capital there will always be the dirty hand of politicians who will wait if they slice into 3 years.
If the country really wanted to exploit its white elephants like the Tena and Santa Rosa airports, should offer the concession of the airport to an airline at least 10 years, that they take charge of the maintenance and operation of the airport, that they do not pay taxes for this period, the fuel incentive should be 4 years decreasing by 10% every year, but the only condition they should demand is the exclusive hiring of Ecuadorians; more employment, more development, better quality of life and finally more people paying their taxes.
Aviation companies are not very interested in the number of passengers in the city where an airport is located, but the location and the cost to be able to use it for connections, as is the case of the airport in El Salvador. In Europe and the United States, low-cost airlines have proliferated precisely for this reason, the cost of operating second-order airports such as Fort Lauderdale in Florida or Newark in New York, and Ecuador should take advantage of what Colombia or Peru do not have, new airports with runways 2500 mts. such as those of Tena and Santa Rosa, to offer them to airlines as an operations center with all the help of the state and zero taxes for a time that allows them to be attractive for investment; the operation of 9 planes would generate about 1000 job.
very good information, Let's hope it materializes. I am an operator at an airport controlled by the DAC with a small company and it is not possible that a high percentage of the calculation of the cost of the flight hour is the rental of the facilities that the company itself builds., As people who are in aviation know, one of the functions of the DAC is to promote aviation, Other fields where work should be done would be to lower taxes to be able to enter more aircraft, it is not possible to pay the 40 % of the value of the cost of the aircraft in taxes, as well as the certification processes should be more flexible, although the ICAO standard and the subscribed countries must comply, but the essence of compliance with the certification is for international operation.
Good information Nicolás and I hope the plan works so that there is more activity in these airports that are in low operational figures. in addition, the main impulse that Ecuador needs is a solid economic growth since without this aviation is affected very quickly.
Let's wait for the results in a few months, we trust that they will be very good for local aviation.