Boeing anticipates the delivery of 19,575 new aircraft globally between 2022 and 2031, with single-aisle models like the Boeing 737 Max dominating the market due to their fuel efficiency and suitability for regional routes.

Airbus projects the delivery of 39,490 aircraft by 2041, with single-aisle jets accounting for 70% of total deliveries, reflecting the growing demand for cost-efficient and environmentally friendly designs such as the A320neo series.

China is poised to lead regional growth, contributing 20% of global aircraft deliveries by 2040, driven by annual air passenger traffic growth exceeding 6% and supported by rapid urbanization and economic expansion.

Asia-Pacific, particularly China and India, is expected to drive the highest demand for new aircraft, accounting for over 20% of global deliveries by 2040, fueled by expanding middle-class populations and increased air travel demand.

North America and Europe will also see significant demand, with North America projected to account for 20% of deliveries and Europe focusing on fleet modernization to adopt more fuel-efficient aircraft in line with sustainability goals.

Emerging markets in Southeast Asia and South Asia are experiencing the fastest fleet growth rates globally, with South Asia's fleet size expected to quadruple by 2041 due to increasing passenger traffic and improved regional connectivity.

Aircraft manufacturers are prioritizing fuel-efficient and sustainable designs, incorporating advanced materials, aerodynamic improvements, and next-generation engines to reduce carbon emissions and operating costs.

NASA and Boeing are collaborating on a new single-aisle aircraft design that aims to reduce fuel consumption by up to 30% through innovative features like high-mounted, elongated wings supported by braces.

The aviation industry is exploring alternative energy sources such as hydrogen and electric propulsion, exemplified by China’s AG60E electric aircraft, which demonstrates advancements in green aviation technologies.

Boeing forecasts that the Middle East will require 3,000 new aircraft over the next 20 years, driven by its strategic location and economic growth in the Gulf region.

China's COMAC is leveraging $72 billion in government funding to develop the C919 single-aisle aircraft, targeting emerging markets in Southeast Asia, Africa, and Latin America despite production challenges.

Airbus and Boeing are focusing on Asia-Pacific, the largest regional market for single-aisle aircraft, with Airbus investing heavily in fuel-efficient models and Boeing maintaining strong supply chain partnerships in countries like India and China.

The rebound in global air travel post-pandemic has driven a surge in aircraft orders, with Airbus and Boeing reporting a combined total of 1,439 orders in 2021, three times more than in 2020.

Asia-Pacific airlines are leading the recovery in passenger traffic, with domestic air travel in China surpassing pre-pandemic levels, although international traffic remains slower due to geopolitical and economic factors.

In the Middle East, airlines are expected to require over 3,000 new aircraft deliveries by 2040, driven by the region's strategic location and government investments.

Airbus has demonstrated a competitive advantage by securing large orders for fuel-efficient aircraft like the A321neo and expanding production capacity in China to meet global demand.

Boeing faces challenges with production delays and safety concerns but is focusing on advanced models like the 777X and 737-10 to regain market confidence and address wide-body aircraft demand.

Embraer is capitalizing on its niche in smaller regional jets by offering production slots sooner than competitors, addressing aircraft shortages in markets like North America and Mexico.

Single-aisle jets, particularly the Airbus A320neo and Boeing 737 Max 8, are expected to dominate aircraft deliveries over the next decade, accounting for 70% of total deliveries due to their fuel efficiency.

China's domestically produced C919 aircraft is emerging as a competitor in the single-aisle market, with over 1,000 orders primarily from Chinese airlines, supported by government-backed production capacity expansion.

The Boeing 787 and Airbus A350 are set to lead the dual-aisle aircraft market, valued at $1.1 trillion, offering improved fuel efficiency and capacity for long-haul routes.

Geopolitical factors, such as trade tensions and government subsidies, are significantly influencing aircraft production and regional demand, as seen in the competition between Boeing and Airbus.

The Russia-Ukraine conflict has disrupted Boeing's supply chain, particularly for critical components like heat exchangers, leading to production delays and highlighting vulnerabilities in aerospace manufacturing.

China's recent purchase of 292 Airbus aircraft underscores how strained U.S.-China relations are shifting demand toward European manufacturers, with Airbus leveraging localized production to strengthen its foothold in the Chinese market.

Neste, the world's largest producer of sustainable aviation fuel (SAF), is expanding its production capacity to 5.5 million tons per year by 2023, with partnerships to integrate SAF into aviation.

Pratt & Whitney, in collaboration with NASA, is advancing propulsion technologies through the HyTEC project, aiming to improve fuel efficiency and reduce emissions for single-aisle aircraft by 2027.

LanzaJet's Freedom Pines Fuels plant is set to produce 9 million gallons of SAF annually starting in 2023, leveraging Alcohol-to-Jet technology to reduce emissions by at least 70%.

Narrow-body aircraft are expected to dominate global demand, with Airbus forecasting 32,630 units out of a total 40,850 aircraft deliveries between 2023 and 2042.

Wide-body aircraft demand is projected to grow at a higher rate, with Airbus estimating 8,220 units over the same period, driven by long-haul travel needs and fleet modernization.

Regionally, Asia-Pacific is emerging as the largest market for narrow-body aircraft due to rising middle-class populations, while Europe is leading growth in wide-body aircraft demand.

Low-cost carriers are shaping demand for single-aisle aircraft, driven by their focus on short-haul, cost-efficient operations and the need for fuel-efficient models.

Rising fuel costs and stringent environmental regulations are pushing aircraft manufacturers to prioritize the development of sustainable aviation technologies, including electric and hydrogen-powered aircraft.

Emerging markets such as Asia-Pacific and Africa are significantly contributing to aircraft demand growth, driven by urbanization and increased air travel, with Asia-Pacific leading in fleet expansion.

Challenges in these regions include inadequate infrastructure in Africa and regulatory disparities, while Asia-Pacific focuses on fleet modernization to support growing air traffic.

Aircraft manufacturers are targeting these regions with fuel-efficient models and innovative leasing strategies to overcome cost barriers and capitalize on demand for regional travel.

Airbus has faced supply chain challenges that have reduced its 2023 delivery target from 800 to 770 aircraft, though its backlog of 8,500 units supports long-term performance.

Boeing delivered 340 aircraft in 2022, marking a recovery from 157 deliveries the previous year, driven by strong demand for the 737 Max and freighter sales.

Textron is poised for growth with a $70 billion U.S. Army contract for its V-280 Valor tilt-rotor aircraft and investments in sustainable aviation fuel and electric aircraft.

Supply chain disruptions have delayed aircraft production timelines, with manufacturers like Airbus and Boeing struggling to meet delivery goals due to shortages of parts and materials.

These challenges have increased production costs, as manufacturers face rising expenses for raw materials and higher wages for skilled labor, exacerbated by inflation.

Military aircraft production is a critical component of the strategy for major aerospace manufacturers, diversifying revenue streams and supporting technological advancements.

The demand for military aviation is expected to grow, driven by geopolitical tensions and modernization programs, providing manufacturers with opportunities to secure long-term contracts.

Leasing companies are increasingly influential in the aircraft market, with over 50% of the global fleet under their control, offering airlines flexible financing options.

Emerging trends in aircraft leasing include a shift toward fuel-efficient models and the expansion of leasing activities into high-growth regions like Asia-Pacific.

Aircraft manufacturers are increasingly addressing lifecycle emissions by developing sustainable aviation fuels and exploring alternative propulsion technologies to meet net-zero targets by 2050.

Efforts to reduce production emissions include adopting green manufacturing processes and lifecycle carbon footprint assessments to minimize energy consumption and greenhouse gas emissions.

End-of-life recycling initiatives are being advanced through innovations in material reuse and circular economy practices, ensuring aircraft components are repurposed to reduce waste.

The business jet market is projected to grow from $19.2 billion in 2023 to $27 billion by 2032, driven by increasing demand for personalized travel and technological advancements.

The regional jet market is expected to see significant growth in Asia-Pacific, with demand forecasted to increase from 3,314 to 9,701 units over the next 20 years.

The commercial aircraft market is anticipated to grow at a CAGR of over 5.5% during the forecast period, driven by rising air passenger numbers and investments in aircraft modernization programs.

Boeing anticipates the delivery of 19,575 new aircraft globally between 2022 and 2031, with single-aisle models like the Boeing 737 Max dominating the market due to their fuel efficiency and suitability for regional routes.

Title:

Content: Boeing cuts 20-year industrywide outlook for planes

3 minute read

Signage for Boeing is seen on a trade pavilion at Farnborough International Airshow in Farnborough, Britain, July 17, 2018. REUTERS/Toby Melville/File Photo

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LONDON, July 17 (Reuters) - U.S. airplane maker Boeing Co trimmed its projected industrywide demand for airplanes over the next 20 years, but said it expects deliveries to be stable excluding the Russian market.

Boeing projects airlines worldwide will need 41,170 new airplanes over 20 years with half of the deliveries for replacement aircraft, and with single-aisle aircraft accounting for about 75% of planes.

Boeing's new market outlook, released on Sunday ahead of the Farnborough Airshow, is down from its previous rolling 20-year-forecast of 43,610 deliveries.

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The new estimate excludes the Russian market and its projection of 1,540 airplanes, because of the war in Ukraine and uncertainty about when manufacturers could again sell planes to Russian carriers.

Boeing slightly boosted its forecast for demand over the next 10 years to 19,575 airplane deliveries -- a higher projection even excluding the Russian market.

"That's a function of a depressed environment in 2021 falling off and a new trend year in 2031 being added," Darren Hulst, Boeing vice president for commercial marketing, told reporters in a briefing ahead of the Sunday release. "It comes very close to our 2019" outlook if Russia was included.

Boeing also dropped its industrywide passenger traffic forecast growth rate slightly to 3.8% from 4%, but boosted its cargo growth forecast to 4.1% from 4% last year. It cut its fleet growth forecast to 2.8% from 3.1%. Its forecast for widebody deliveries over 20 years fell from 7,670 to 7,230.

Boeing still projects the global airline fleet by 2041 will nearly double as it still sees a worldwide aviation demand COVID-19 recovery by early 2024.

Over the next 20 years Boeing said "long-term fundamentals remain intact."

"Our view of medium-term recovery -- when the industry gets back to 2019 levels of global airline traffic -- is largely unchanged" since 2020, Hulst said. "Overall, we still see late 2023, early 2024 as the time where the industry recovers to full or at least the level of pre-pandemic traffic."

Boeing sees strong near-term demand for aircraft despite recession risks.

"The global industry is still on a recovery trajectory back to where the normal relationship of GDP and traffic would be," Hulst said. "Any small blip from an economy standpoint would be probably overwhelmed by the demand that exists as a result of those normal economic relationships."

Boeing also projects the freighter fleet will grow 80% by 2041. Air cargo is performing at "historic levels," Hulst said, saying it is in part "a function of the increasing strategic value of air cargo relative to supply chains that are challenged and shipping that is challenged."

Boeing sees e-commerce networks as helping to drive a "strategic shift to air cargo even into the medium- and long-term. ... This isn't just a blip in terms of shipping versus air."

Hulst said the number of routes with more than one airline operating has more than doubled over the last two decades -- representing 70% of all capacity. It demonstrates "the continuous innovation that airlines need to have to continue to compete at lower costs to attract more and more traffic."

Air cargo still only accounts for 1% of global trade. "A small shift in terms of mode of transportation, of key elements of trade, makes a big impact in terms of demand for air cargo," Hulst said.

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Reporting by David Shepardson; Editing by Leslie Adler

Our Standards: The Thomson Reuters Trust Principles.

What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

Airbus projects the delivery of 39,490 aircraft by 2041, with single-aisle jets accounting for 70% of total deliveries, reflecting the growing demand for cost-efficient and environmentally friendly designs such as the A320neo series.

Title:

Content: ECONOMY
Boeing cuts its estimate of demand for new aircraft for the next 20 years
Thank you for reading the news that Boeing is reducing its estimate of the demand for new aircraft for the next 20 years and we assure you that we are always seeking to satisfy you and now with the details
Boeing expects global demand for new aircraft to rise until 2031, but has cut its industry-wide forecast for the next 20 years in the company's latest market outlook.
Boeing said in an annual market forecast released ahead of the Farnborough International Airshow in England that aircraft manufacturers are expected to deliver about 19,575 new passenger and cargo aircraft between 2022 and 2031.
Boeing now expects global demand to reach 41,170 aircraft over the next two decades, up from 43,610 a year ago, a drop even when taking into account Russian aircraft.
It based its forecast on lower growth and a more saturated aviation market in the second decade.
Unlike Boeing, Airbus expects there will be a greater need for new aircraft over the next 20 years than at last.
In its market forecast published a few days ago, it forecast sales of 39,490 aircraft by 2041, 470 more than last year's estimate to 2040.
Prospects for aircraft sales in the next 20 years:
Boing
AERBUS
Expect lower demand
41.17 thousand aircraft.
43.61 thousand aircraft a year ago
AERBUS
Expect high demand.
39.49 thousand aircraft
39.02 aircraft a year ago.
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What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

China is poised to lead regional growth, contributing 20% of global aircraft deliveries by 2040, driven by annual air passenger traffic growth exceeding 6% and supported by rapid urbanization and economic expansion.

Title:

Content: Cirium expects 45,000 more fuel-efficient aircraft to be delivered by 2040, worth $2.9 trillion
Cirium predicts that over the next 20 years, the world will spend $2.9 trillion on about 45,000 new aircraft.
• New aircraft expected to be delivered will replace the ageing fleet to meet projected annual growth of 3.7% in air passenger traffic
Single-aisle jets are expected to account for 70% of passenger aircraft deliveries by 2040
• China is expected to top the list with a 20% share in aircraft deliveries – the region ’ s air passenger growth is expected to exceed 6%
• Around 80% of existing passenger aircraft will be retired between 2021 and 2040
Over 3,500 freighter deliveries over the next 20 years – including new freighters and modified airliners
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An estimated 45,000 aircraft worth U.S. $2.9 trillion to be delivered by 2040.
Revealed in Cirium's new Fleet Forecast.
LONDON -- The newly released 2021 Cirium Fleet Forecast shows that around 45,000 new, more fuel-efficient aircraft will be purchased globally over the next 20 years, with an estimated $2.9 trillion in aircraft purchases.
According to the Cirium Fleet Forecast released by Ascend by Cirium, a consulting firm of aviation analytics firm Cirium, global cumulative aircraft deliveries for the next 20 years will be 4% higher than predicted a year ago by 2040.
The report outlines the positive outlook for the aviation industry and its recovery from the COVID-19 pandemic.
The COVID-19 pandemic has severely affected air travel, as well as aircraft deliveries.
Global aircraft deliveries fell by 43% - or 600 aircraft - in 2020.
Aircraft deliveries recovered somewhat in 2021, but are still 25% below 2019 levels.
Air travel is reopening as global vaccination programs become more widespread, leading to an increase of 300 aircraft deliveries in 2021 — a feat achieved when Boeing 787 was found to be problematic.
Rob Morris, Global Advisory Director, Ascend by Cirium, said: “The Cirium Fleet Forecast 2021 presents an optimistic long-term outlook for the aviation industry, which will return to a more traditional growth trajectory after 2024, although structurally different from before.
Air passenger traffic is expected to grow at an annual rate of 3.7%, so the global passenger fleet will need to increase by almost 22,000 aircraft.
“If the above projections are realized, the global passenger fleet will reach the size of about 47,200 aircraft by the end of 2040. ”
The projected delivery of new aircraft will not only meet the growing demand for air transport, but will also replace older aircraft that are less fuel efficient. "
China leads in aircraft deliveries
The number of aircraft deliveries will vary depending on the region where the airline is located, and the Asian market is expected to be the growth engine.
China is expected to lead the world with more than 6% growth in air passenger traffic – also topping the list in aircraft deliveries, accounting for 20% of the world ’ s total.
China ’ s delivery figures are significantly ahead of all other Asia-Pacific countries, which together account for 22% of the total.
North American carriers are expected to account for 20 percent, while European carriers will account for 17 percent.
The Middle East is estimated to account for 7% of the share, but because the region will deliver a large number of twin-aisle aircraft, it will account for 11% in terms of aircraft value.
Latin America, which is similar to the Middle East, will also account for 7%.
Russia and the Commonwealth of Independent States (CIS) accounted for 4%, and Africa accounted for 3%.
Most of the new deliveries will be single-aisle jets
The fleet forecast report shows that over the next 20 years, single-aisle jets will account for 70% of total aircraft deliveries and 55% of total delivery value.
The total value of newly delivered single-aisle jets is $1.6 trillion.
The mainstream model will still be the 150-seat aircraft, represented by the Airbus A320neo and Boeing 737 Max 8, which will account for 50% of deliveries.
Popular models with more than 180 seats include the A321 neo and the B737 Max 10, which will have an increasing share each year and will account for 40% of deliveries over the next 20 years.
Airbus and Boeing are expected to develop a new generation of single-aisle aircraft in the early to mid-2030s.
The $1.1 trillion dual-aisle aircraft market will be dominated by the B787 and A350 models, with 250-300-seat “medium ” aircraft accounting for about 65% of the total value delivered.
The large passenger aircraft market will be contested by the A350-1000 and the B777-9.
Aircraft deliveries in regional markets are expected to reach a scale of $150 billion.
About a third of them will be turboprop aircraft, based on 70-seat models.
Starting in 2030, a larger 90-seat model will enter the market.
Future new aircraft projects in the market include the MA700 from China and an expected new line of aircraft from Embraer.
Older models will be replaced by a new generation of aircraft.
It is predicted that about 80% of current passenger aircraft will be out of passenger service between 2021 and 2040.
As the airline industry begins to focus on driving down carbon emissions and focusing on sustainability, it will become increasingly important to replace these older, more fuel-efficient aircraft with new models.
Overall, in addition to several relatively new aircraft that are being phased out earlier, around 19,000 aircraft in the global passenger fleet will be phased out by the end of 2020.
According to analysis by Ascend by Cirium, the average economic life expectancy for single-aisle aircraft is 22 years and for twin-aisle aircraft is 20 years.
The number of freighters is growing: including new freighters and refitted freighters
As the global freight industry continues to perform strongly, freighter capacity (based on available tonnage kilometres) is expected to grow by 3.3% over 2019, with a projected supply of around 3,500 freighters over the next 20 years.
Of this total, it is expected that 30 per cent will be new freighters and 70 per cent will be converted from passenger aircraft.
About 1,050 new freighters are expected to be shipped, valued at $121 billion.
More online shopping during the epidemic period has promoted the development of e-commerce, and the growth of e-commerce has promoted the conversion of airliners to freighters.
Modification projects are focused on newer models such as the A321, B737-800, A330 and B777-300ER.
The Cirium Fleet Forecast is an independent outlook report on the global commercial passenger and cargo aircraft market, based on the industry ’ s premier combination of data and years of expertise.
Click here to download the executive summary of the Cirium Fleet Forecast 2021.
About Cirium
Cirium is a company that combines powerful data and analytics services to drive the world ’ s continued growth. With decades of industry experience, Cirium provides clients with expert insights to help companies, aircraft manufacturers, airports, airlines and financial institutions make informed business decisions that shape the future of the travel industry, improve business returns and improve customer experience. RELX PLC is the world ’ s leading provider of information and data analytics to professional and commercial customers across a wide range of industries.
Shares of parent company RELX PLC are traded on the London, Amsterdam and New York Stock Exchanges using the following ticker symbols: London: REL; Amsterdam: REN; New York: RELX.
Visit cirium.com for more information or follow Cirium ’ s LinkedIn account and WeChat account, CiriumCN.
Disclaimer: The original version of this announcement is the official authorized version. The translation is for convenience only. Please refer to the original version, the original version is the only version with legal effect.
Contacts
For media inquiries, please contact:
Cirium Media Team
Rachel Humphries / June Lee
media @ Cirium.com
The PC Agency
Paul Charles / Michael Johnson / Callum McGoldrick
Cirium @ pc.agency
Contacts
For media inquiries, please contact:
Cirium Media Team
Rachel Humphries / June Lee
media @ Cirium.com
The PC Agency
Paul Charles / Michael Johnson / Callum McGoldrick
Cirium @ pc.agency

Asia-Pacific, particularly China and India, is expected to drive the highest demand for new aircraft, accounting for over 20% of global deliveries by 2040, fueled by expanding middle-class populations and increased air travel demand.

North America and Europe will also see significant demand, with North America projected to account for 20% of deliveries and Europe focusing on fleet modernization to adopt more fuel-efficient aircraft in line with sustainability goals.

Title:

Content: China surging news reported on the 15th, the United States Boeing released the 2021 version of the "Civil Aviation Market Forecast" report on the 14th, noting that basically, the global market is recovering according to the company's 2020 expectations.
The recovery in domestic air travel demand is leading the trend, with the interregional market expected to recover with the relaxation of hygiene and travel restrictions, and eventually remote international travel will return to pre-pandemic levels in 2023-2024.
In the next 20 years, the demand for new aircraft will reach 43,610, the highest in the North American market is 9,160, and the demand in China is 8,700.
The report pointed out that the economic recovery has laid the foundation for a rebound in air passenger traffic, and the future prospects for air passenger traffic will remain stable.
Looking forward to 2025, GDP will increase by more than 15% compared to 2019, and GDP per capita will increase by about 10%.
The 21-year average passenger flow growth from 2019 to 2040 is expected to be 4%, in line with last year ’ s forecast, indicating that the basic global demand for air transport has not changed.
The report predicts that due to cyclical and structural market dynamics, the future air cargo market demand is strong, and full cargo aircraft is a significant growth area, including original cargo aircraft and modified cargo aircraft are forecast to increase from the previous year.
Thanks to the growth of e-commerce and the speed and reliability of air cargo, the world cargo fleet will increase from about 2,000 in 2019 to about 3,400, and the sustainable demand for air cargo will increase the global cargo fleet by more than 70% compared to the pre-pandemic size by 2040.
Notably, the report predicts that the world will need 19,000 civilian aircraft worth $3.2 trillion in the next 10 years, and demand for more than 43,500 new aircraft worth $7.2 trillion in the 20-year period to 2040, an increase of about 500 over the previous year ’ s forecast.
Among them, as of 2040, the demand for regional jets is 2,390, single-aisle aircraft 32,660, wide-body aircraft 7670, wide-body cargo aircraft 890, and aircraft demand totals 43,610.
The North American market has the highest demand, at 9,160, and the Chinese demand is 8,700.
This demand will lead to a 3.1% annual growth in the global active fleet, with the global civil aviation fleet set to surpass 49,000 by 2040, China, Europe, North America and Asia Pacific each accounting for 20% of new aircraft deliveries, with the remaining 20% going to emerging markets.
Traffic disruptions have a significant impact on aircraft deliveries and active fleets due to the pandemic. The report anticipates that the civil aviation industry will need more than 7,500 new wide-body aircraft by 2040 to meet fleet renewal and long-term growth in demand in the remote passenger and cargo market.
These demand increased slightly from the previous year, but decreased by 8% from 2019.
At present, single-aisle aircraft account for nearly 64% of the global passenger fleet, and single-aisle aircraft account for the largest proportion of new aircraft deliveries, roughly in line with pre-pandemic forecasts, accounting for 75%, and demand for more than 32,500 aircraft over the next 20 years.
The report notes that global demand for new single-aisle aircraft is driven by the size and flexibility of single-aisle aircraft.
In the future, these new single-aisle aircraft will continue to promote the development of low-cost airlines and provide the needed alternatives for older, less efficient aircraft.
The three regional markets for the new single-aisle aircraft are Asia Pacific, Europe and North America, which account for more than 80% of global low-cost airline capacity in 2019 and throughout the forecast period.
In addition, the report predicts long-term growth in the short-haul market, especially in emerging markets, and predicts that intra-regional short-haul travel accounts for more than half of the industry ’ s total growth demand, with inbound travel alone accounting for 17% of the industry ’ s new capacity.
Historically, excursions have been spurred by improved services, such as new direct routes and lower fares through low-cost airlines.
The report predicts that the share of Asian airlines in the global market will continue to increase, with China ’ s passenger share expected to grow from 15% in 19 years to 20% in 2040, and Asia Pacific ’ s passenger share expected to grow from 18% in 19 years to 21%.
# Growth # Planes # Forecasts # Future # Markets

What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What impact shall the carbon tax to be imposed by EU in 2026 have on airlines?

They will accelerate the demand for aircraft replacement.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

Emerging markets in Southeast Asia and South Asia are experiencing the fastest fleet growth rates globally, with South Asia's fleet size expected to quadruple by 2041 due to increasing passenger traffic and improved regional connectivity.

Title:

Content: Aircraft manufacturing giant Boeing recently released the 2022 "Civil Aviation Market Outlook" on the 18th local time.
In terms of the latest market demand forecast for the next 20 years, except for the increase in demand in North America compared to 2021, China, Europe, Latin America and other regions have decreased.
Among them, the report predicts that 9,310 will be delivered in North America from 2022 to 2041, an increase of 150 compared to the previous year.
China saw a decrease of 215 aircraft, or 2.5%, from 8,485 aircraft; Europe saw a decrease of 155 aircraft, or 1.78%, from 8,550 aircraft; and Latin America saw a decrease of 290 aircraft, or 11.46%, from 2,240 aircraft.
According to the report, the South Asian fleet continues to lead global growth at an average annual rate of 6.2%.
Led by India, the region ’ s fleet size is expected to reach more than 2,600 by 2041, nearly four times the 700 in 2019.
Southeast Asia is expected to experience the second fastest growth in the world, with its fleet expected to nearly double to 4,500 aircraft.
# South Asia # Global # Europe # Fleet # China

Aircraft manufacturers are prioritizing fuel-efficient and sustainable designs, incorporating advanced materials, aerodynamic improvements, and next-generation engines to reduce carbon emissions and operating costs.

Title:

Content: Friday, 08 September 2023 05:25 GMT

Global Single-Aisle Aircraft Market Is Projected To Reach The Value Of $222.20 Billion By 2030 X Herald

(MENAFN- Ameliorate Digital Consultancy) According to the latest report by Virtue Market Research, in 2022, the Global Single-Aisle Aircraft Market was valued at USD 86.6 billion and is projected to reach a market size of USD 222.20 billion by 2030. Over the forecast period of 2023-2030, the market is projected to grow at a CAGR of 12.5%.

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A prominent long-term driver for the Single-Aisle Aircraft market is the growing global demand for air travel. Even though the COVID-19 pandemic had a severe impact on the aviation industry, the long-term trend remains robust. The demand for single-aisle aircraft is fueled by several factors, including the expansion of low-cost carriers, increasing urbanization, and rising middle-class populations in emerging economies.

The COVID-19 pandemic had an unprecedented impact on the aviation sector, leading to grounded fleets, reduced passenger demand, and financial strain on airlines. This setback prompted airlines to rethink their fleet strategies, with some deferring aircraft orders and retiring older aircraft to cut costs. Additionally, the pandemic accelerated the adoption of safety and hygiene measures in aircraft cabins, leading to increased investments in cabin air filtration and touchless technologies.

A notable short-term driver for the Single-Aisle Aircraft market is the rebound in domestic and regional air travel. As countries reopen their borders and vaccination efforts progress, there is a growing preference for shorter flights, leading to increased demand for single-aisle aircraft. Airlines are reactivating grounded aircraft and placing orders for new, fuel-efficient models to meet this surge in regional travel.

An exciting opportunity in the Single-Aisle Aircraft market is the development of next-generation, fuel-efficient aircraft. With a growing emphasis on sustainability and reducing carbon emissions, aircraft manufacturers are investing in research and development to create more eco-friendly models. This includes the use of advanced materials, aerodynamic improvements, and more efficient engines. Airlines that invest in these next-gen aircraft can not only reduce their environmental footprint but also benefit from lower operating costs in the long run.

One of the prominent trends observed in the Single-Aisle Aircraft industry is the rise of digitalization and connectivity. In-flight Wi-Fi, entertainment systems, and integrated passenger services are becoming standard features in modern single-aisle aircraft. Airlines are leveraging these trends to enhance the passenger experience and gain a competitive edge. Additionally, digitalization plays a crucial role in aircraft maintenance and operations, helping airlines optimize their fleet performance and reduce downtime.

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Segmentation Analysis:

The global Single-Aisle Aircraft Market segmentation includes:

By Type of Aircraft: Narrow-Body, Wide-Body, Regional Aircraft

Among these, the Narrow-Body aircraft category stands out as the largest segment. These aircraft are designed for short to medium-haul flights and are favored by airlines for their versatility and cost-efficiency. Narrow-Body aircraft are well-suited for both domestic and international routes, making them the preferred choice for many carriers.

In terms of growth, the Narrow-Body segment takes the lead yet again. The market for Narrow-Body aircraft is witnessing significant expansion due to the increasing demand for regional and domestic travel. Airlines are looking to replace older aircraft with more fuel-efficient and environmentally friendly Narrow-Body models, driving the growth of this segment.

By Engine Type: Turbofan, Turboprop

Among these categories, Turboprop engines are the largest segment. These engines are commonly found in regional aircraft that operate shorter routes and require a different set of performance characteristics compared to their Turbofan counterparts. Turboprop engines are known for their fuel efficiency and reliability, making them a preferred choice for regional carriers.

However, when it comes to growth, Turbofan engines take the lead. The demand for Turbofan-powered Single-Aisle Aircraft is on the rise, driven by the need for higher efficiency, reduced emissions, and greater operational range. Airlines are increasingly opting for Turbofan engines in their narrow-body aircraft to meet the growing demand for longer-haul regional and international flights.

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Regional Analysis:

The Single-Aisle Aircraft market spans across variregions, including North America, Europe, Asia-Pacific, South America, and the Middle East & Africa. Each of these regions has its unique characteristics and influences on the market.

Asia-Pacific emerges as the largest region in this segment. This region encompasses numerfast-growing economies, a burgeoning middle class, and a robust travel and tourism industry. As a result, airlines in Asia-Pacific have been expanding their fleets to meet the increasing demand for air travel. With a foon domestic and regional routes, narrow-body aircraft have been particularly favored in this region, contributing to its leadership in the Single-Aisle Aircraft market.

In terms of growth, Europe takes the lead. Despite being a mature aviation market, Europe is experiencing a surge in demand for narrow-body aircraft, primarily due to the need for more fuel-efficient and environmentally friendly options. European airlines are increasingly looking to modernize their fleets with state-of-the-art single-aisle aircraft, thereby driving the growth of this segment in the region.

The Middle East & Africa region also shows promise in terms of growth, driven by the emergence of airlines in the Middle East as major global players. These airlines are expanding their networks and investing in modern, fuel-efficient narrow-body aircraft to meet the growing demand for long-haul travel.

North America, with its well-established aviation industry, continues to be a significant market for single-aisle aircraft. While it may not be the fastest-growing region, North America remains a stable and vital market for these aircraft, catering to both domestic and international routes.

South America, although a smaller market compared to the other regions, also contributes to the demand for single-aisle aircraft. Airlines in South America are focusing on modernizing their fleets to enhance operational efficiency and reduce emissions.

Latest Industry Developments:

  • One of the key strategies adopted by companies is a strong emphasis on fuel-efficient and environmentally friendly aircraft. With the aviation industry facing increasing pressure to reduce carbon emissions, manufacturers are investing in the development of next-generation single-aisle aircraft with improved fuel efficiency. This includes the use of advanced materials, aerodynamic design enhancements, and the incorporation of more fuel-efficient engines. Furthermore, there is a growing trend towards the electrification of aircraft systems, including electric taxiing systems and more electric aircraft architectures. These innovations aim to reduce the overall carbon footprint of single-aisle aircraft, aligning with global sustainability goals.
  • To enhance their market share, aircraft manufacturers are expanding their global reach and customer base. They are targeting emerging markets with fast-growing air travel demand, such as Asia-Pacific and the Middle East. These regions represent significant opportunities for fleet expansion, especially with narrow-body aircraft designed for short- to medium-haul routes. Another trend is fleet modernization. Airlines, particularly in mature markets like North America and Europe, are retiring older aircraft and replacing them with state-of-the-art single-aisle aircraft. This trend is driven by the need to improve operational efficiency, reduce maintenance costs, and enhance passenger comfort. Manufacturers that offer the latest technology and fuel-efficient options have a competitive advantage in this regard.
  • Connectivity and digital solutions are becoming increasingly important in the aviation industry. Airlines are seeking aircraft equipped with advanced connectivity options to enhance the passenger experience, provide in-flight entertainment, and enable seamless inteaccess. Manufacturers are responding by integrating cutting-edge connectivity solutions into their single-aisle aircraft offerings. Additionally, the use of data analytics and predictive maintenance has gained prominence. Airlines are leveraging data from their aircraft to optimize operations, reduce downtime, and lower maintenance costs. Aircraft manufacturers are incorporating these features into their products to meet the demand for data-driven solutions.

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What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

NASA and Boeing are collaborating on a new single-aisle aircraft design that aims to reduce fuel consumption by up to 30% through innovative features like high-mounted, elongated wings supported by braces.

Title:

Content: Science and Technology
NASA is working to design new, more fuel-efficient aircraft with Boeing
Thank you for reading the news about technology: NASA is working on designing new fuel-efficient aircraft with Boeing and now with details
CAIRO (Reuters) - NASA has announced that it will work with Boeing on a new type of fuel-efficient single-aisle aircraft for commercial use, with the aim of reducing fuel emissions and reducing the climate impact of aviation, according to theverge ’ s report.
“It ’ s also a climate agency, ” NASA Administrator Bill Nelson said at a press conference,“ NASA is monitoring the Earth from space — using tools like satellites to monitor global weather and water systems — and developing technologies to reduce carbon emissions.
But NASA is also developing aircraft, such as its X-57 Maxwell electric plane and Super Guppy transport plane, and that includes developing flight technologies that eventually make their way into the types of commercial aircraft that most of us use today.
"When you fly in any type of aircraft, you're surrounded by NASA technology," Nelson said, and advances in aircraft design such as winglets, small vertical extensions of wings, were created by NASA in the 1970s and are now ubiquitous on passenger planes.
The agency hopes its sustainable aviation project will deliver a similar kind of innovation in the form of a new wing structure called the voice-assisted wing, and will work with Boeing to design and build the new aircraft, which should be more fuel-efficient and can use up to 30% less fuel than current aircraft designs.
The concept is an aircraft with more efficient engines and wings that sit high on the fuselage and are longer and less wide, supported by a brace that comes from the bottom of the body, this creates less resistance, while both the wing and the brace provide lift power.
Bob Pierce, associate director of NASA's Flight Research Mission Directorate, said: "The aerodynamics of this type of configuration have already been known for a long time.
“If you increase the aspect ratio of a wing, it ’ s normal to lower that aircraft ’ s induced drag — drag from lifting, and we know that if we do that, you ’ ll get better aerodynamics, you ’ ll get less drag, and you ’ ll burn less fuel. ”
The challenge, in this case, is to create the desired structure for this wing shape without adding too much weight to the aircraft.
Boeing unveiled the first version of the concept in 2019, but it will take several years to integrate other technologies and move from demonstration to practically usable.
The idea is that unlike NASA ’ s supersonic X-59 QueSST, which is also currently under development but will never carry passengers, this will not only be an experimental aircraft.
NASA wants to develop a technology that can be used commercially, Nelson said, “This project aims to revolutionize the type of aircraft that the public frequently uses when flying in the sky. ”
NASA aims to launch its first prototype in 2028 and to be commercially used by 2030.
You may also read.

What does NASA want to do with Boeing in aviation industy?

It wants to build, test, and fly a single-aisle aircraft to reduce emissions before the end of the decade.

The aviation industry is exploring alternative energy sources such as hydrogen and electric propulsion, exemplified by China’s AG60E electric aircraft, which demonstrates advancements in green aviation technologies.

Title:

Content: People 's Daily Online > > Economy and Technology
Four departments: by 2035, new energy aircraft will become the mainstream of development
October 11, 2023 09: 15 | Source: People's Daily Online
Small number
Beijing, October 11 (Reporter Shen Jiaping) According to the official website of the Ministry of Industry and Information Technology, in order to seize the opportunity of aviation power transformation and accelerate the cultivation of new forms of aviation industry, the Ministry of Industry and Information Technology, the Ministry of Science and Technology, the Ministry of Finance, the Civil Aviation Administration of China and other four departments recently jointly issued the "Green Aviation Manufacturing Development Outline (2023-2035)" (hereinafter referred to as the Outline "), which proposed to become the mainstream of new energy aircraft.
The Outline proposes a "two-step" goal for 2025 and 2035.
Among them, by 2025, the energy-saving, emission reduction and noise reduction performance of domestic civil aircraft will be further improved, the level of green aviation manufacturing will be comprehensively improved, the development of green aviation industry will achieve phased results, and a safe and effective guarantee system will be basically completed.
Domestic civil aircraft using sustainable aviation fuel to achieve demonstration applications, electric navigation aircraft into commercial applications, electric vertical take-off and landing aircraft (eVTOL) to achieve pilot operation, hydrogen energy aircraft key technology to complete feasibility verification, green aviation infrastructure continues to consolidate, form a number of standard specifications and technical public service platforms, effectively support the construction of green aviation production system and operation system.
By 2035, build a complete, advanced, safe green aviation manufacturing system, new energy aircraft become the mainstream of development, domestic civil large aircraft safety, environmental protection, economy, comfort to the world's first-class level, unmanned, electric, intelligent as the technical characteristics of the new general aviation equipment to achieve commercialization, large-scale application.
The Outline proposes to adhere to multi-technology routes and actively explore new tracks in new areas of green aviation.
According to the technical maturity, steadily promote technical research, during the "14th Five-Year Plan" period, small aircraft to electric as the main attack direction, trunk lines and other large aircraft adhere to the new pneumatic layout, sustainable aviation fuel and hybrid and other routes coexist; At the same time, actively explore hydrogen energy, liquefied natural gas (LNG) and other technical routes, forward-looking layout of the future industry.
In terms of "green +" to promote the upgrading of the civil aircraft industry, the outline calls for promoting the optimization and improvement of existing domestic civil aircraft, and achieving weight reduction, drag reduction, noise reduction and increase of domestic general aircraft, helicopters and trunk feeder aircraft by various means, to improve the level of multi-power, and to continuously improve the economy and environmental friendliness of domestic civil aircraft.
Accelerate the construction of the aviation green manufacturing system, promote the green and intelligent upgrading of the production processes and processes of civil aircraft enterprises, develop the aviation remanufacturing model, improve the green aviation technology / path life cycle management, promote the whole industry chain carbon emission footprint assessment, reduce energy resource consumption and carbon dioxide and other greenhouse gas emissions.
Strengthen the application verification of sustainable aviation fuel in domestic civil aircraft and engines.
The outline proposes to open up a new field of electric aviation.
For urban air transportation, emergency rescue, logistics transportation and other application scenarios, accelerate the application of innovative products such as eVTOL, light and small fixed-wing electric aircraft, and new energy unmanned aerial vehicles, forming a typical scene-oriented electric aircraft supply capacity, operation support capacity and industrial development capacity, and create a new economic growth pole.
Encourage green aviation demonstration operations and promote the commercial operation of light and small fixed-wing electric aircraft and eVTOL.
Accelerate the integration of eVTOL into the comprehensive three-dimensional transportation network, establish a unified air and ground intelligent management platform, create a low-air intelligent network, and initially form a safe, convenient, green and economical urban air transportation system.
According to the needs of market application scenarios, combined with the development of pure electric propulsion technology and turbine hybrid electric propulsion technology, the pre-research of new energy commercial aircraft is carried out from small to large.
At the same time, the layout of new tracks such as hydrogen aviation.
Actively lay out key technologies for hydrogen aviation, accelerate key technologies such as hydrogen storage devices and power devices, and carry out research on new structural layout technologies suitable for hydrogen energy aircraft.
Promote the theoretical research and technical verification of hydrogen fuel cells and hydrogen internal combustion engines, hydrogen turbines, and hydrogen turbine hybrid aircraft, and open up the technical application mode of collaborative innovation with the upstream and downstream of the hydrogen energy industry.
Focusing on the future development trend of hydrogen aviation, explore a new mode of commercial hydrogen energy aircraft operation system.
Actively explore the application methods and paths of other energy sources such as LNG in the aviation field.
In addition, the Outline proposes to build a synergistic and efficient green technology innovation system, build an open and integrated green aviation industry system, build a market-oriented green demonstration application system, and build a safe and effective service guarantee system.
(Editor: Shen Jiaping, Gao Lei)
Public Number ： People 's Network Finance
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Boeing forecasts that the Middle East will require 3,000 new aircraft over the next 20 years, driven by its strategic location and economic growth in the Gulf region.

Title:

Content: Private.
Boeing chief: Saudi Arabia orders 121 aircraft
The total value of the aircraft was $35 billion.
Posted in: Last Updated:
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Dr. Brendan Nelson, CEO of Boeing International, said that Saudi Arabia is an important customer for us and a partner of Boeing International, and we are fully committed to supporting it in achieving its ambitious Vision 2030 in the aviation field.
Dr. Brendan Nelson said in an exclusive interview with Al Arabiya.
The Kingdom ’ s main focus for the aircraft it orders is wide-body aircraft, i.e. larger, twin-aisle aircraft such as the 777 and 787.
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"The new Riyadh Air has ordered 72 different 787 aircraft, while Saudi Airlines has also ordered 39 787 aircraft, in addition to other options of up to 10 additional aircraft, bringing the total number of aircraft from Saudi Arabia to 121, with a total value of about $35 billion, and we will work to deliver these aircraft on time, overcoming our supply challenges," he said.
"We are now competing with another company to win the Saudi contract to provide 737 slim hull aircraft to Saudi airlines," he said, noting that negotiations on that contract are ongoing so far and are confidential, and we are confident of achieving this because of the reliability of our exceptional aircraft and the appropriate prices we offer to the Kingdom.
“Delivering and delivering the aircraft ordered by Saudi companies on time is very important to us, but we do not seek rapid production at the expense of quality or safety, we are keen to ensure that supply chains match the requirements of delivering the aircraft to Saudi companies, ” he said.
Boeing ’ s outlook for the Middle East
“Our forecast for the Middle East for the next 20 years is that the region will need 3,000 new aircraft, and if we think about it, 8 hours of air travel from any of the major airports in the Middle East will cover 80% of the world ’ s population and 70% of the future economic growth areas in the next 20 years, ” he said.
“With economic growth estimated at 2.7 per cent per annum for the next decade in the Gulf region, air travel will increase by 4 per cent per annum, making the Middle East a very important global customer for Boeing. ”
Chinese Aircraft Manufacturing Company
As for the Chinese aircraft manufacturer, he said, "China is a great power and has re-emerged with a very strong economy, with a population of 1.4 billion people.
We support China ’ s development and construction of its own aircraft, the Comac C919 is a good and safe aircraft in our opinion, and perhaps by 2050 they control 10% of the market.
"But when we think about how big the aviation market is, it means there's extra business for everyone, whether it's Boeing or Comac, and certainly our main competitor."
“Boeing has experienced significant challenges in recent years in terms of accidents as well as the global pandemic, but our current situation is very strong as demand for commercial aviation in particular has risen to record levels as airlines revamp their fleets and the geopolitical environment has significantly increased global investment in defence, ” he said.
US $100 billion
“We expect our profits for 2025 and 2026 to be close to $100 billion, we expect 10% operating profit, and a free cash flow in 2025 and 2026 of about $10 billion, of which we will invest $3 billion in research and development. ”
“We are doing everything we can to decarbonise our industry and industry to achieve sustainable aviation, with aviation accounting for 2.6% of global heating emissions and nearly 12% of transport. ”
We are introducing sustainable aviation fuel as well as electricity, hydrogen and new technologies that improve the efficiency of aircraft performance and the way airlines operate their aircraft, and introducing new technology that helps to completely eliminate carbon emissions.
One of the key technologies is Weske, the urban self-driving vehicle, and we are in the advanced stages of developing the aircraft that will feature the same safety standards as commercial aircraft, and are working with regulators around the world to obtain certification.
We are also working with the US Space Agency to develop aircraft wings that enable them to fly at near the speed of sound along with engine technology from engine manufacturers, which we are confident will result in high air travel efficiency, significant reduction in carbon emissions, and lower fuel consumption, and will launch this aircraft in mid-2030.
And besides, we have a lot of covert military capability work with the Pentagon.
The overall challenges are decarbonising the aviation industry, which is a top priority for Boeing, and there are supply chain challenges that we expect to continue through 2023 and 2024.
To reduce supply chain challenges, we invest our resources to work with our suppliers, replicate supply chains in some regions in response to the geopolitical consequences of Russia ’ s invasion of Ukraine, and introduce new technology to improve supply chain efficiency.
The other challenge we face in general is the labor market. After we emerged from the pandemic, we started to see very tight labor markets in many parts of the world. Recruiting the people we need to meet our customers ’ requirements is a challenge. We are undoubtedly operating in a very complex environment with a major energy transition. In some parts of the world, we face a significant increase in energy prices. A truly global company.
In order to achieve this, we are developing engineering capabilities outside the United States, investing in engineering centers, 17 of which we have around the world now, as well as research and technology centers, as well as contributing to investment in countries with large markets and localizing our business in those countries.
These are some of the challenges we face.
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China's COMAC is leveraging $72 billion in government funding to develop the C919 single-aisle aircraft, targeting emerging markets in Southeast Asia, Africa, and Latin America despite production challenges.

Title:

Content: China's COMAC rivals Boeing and Airbus target Asia
T + T - normal size
On the first test flight of the C919 out of China, state-backed aircraft maker Comac flew to Singapore, a clear sign that potential Boeing and Airbus competitors see Southeast Asia as the best selling opportunity for overseas markets.
Comac said in a statement on Chinese social media: “This could be the cornerstone of our emerging market in Southeast Asia. ”
After Singapore, the company went to Vietnam, Laos, Cambodia, Malaysia and Indonesia.
With government support of up to $72 billion over the past 15 years, the single-aisle development is seen as a major step forward in implementing President Xi Jinping ’ s vision of China leading the technology value chain and further challenging its Western rivals, especially as Boeing ’ s safety record is being scrutinized after a door-panel exploded in January.
“The C919 has a strong opportunity to gain market share, particularly in the domestic market, ” said Mike Yumans, director of assessments and consulting at IAA Aviation Consulting, noting that rival aircraft from Airbus and Boeing are sold until around the end of this decade, but added:“ The immediate challenges for COMAC are in terms of production, meeting domestic demand, and obtaining certification to penetrate international markets. ”
Since the C919 ’ s inaugural commercial flight in May, only five aircraft have entered service domestically, all delivered to state-owned China Eastern Airlines, and Yiomans sees the Chinese market as the biggest near-term opportunity for the C919.
Although the C919 has not yet been approved by air authorities in Europe and the United States and can only operate commercially within China, aviation analysts say regulators in some Southeast Asian, African and Latin American countries could approve it faster.
Indonesia ’ s Transnusa, which is partly owned by China Aircraft Leasing Group, already operates two of the ARG21, the smaller version of the Comac.
Shakur Yusuf, founder of aviation consultancy Indow Analytics, said: “If an airline flies COMAC to countries where regulatory authorities have approved the aircraft, there is no reason for potential buyers to worry about what the US or EU are saying.
The timeline for obtaining license certificates from the EU and the US remains unclear, meaning that despite the scrutiny Boeing is under, Airbus is likely to benefit more than COMAC, according to Xiao Wenfu, a professor of transport economics at the Hong Kong Polytechnic University.
Fu also noted that the production rate of the C919 is still growing slowly, while Comac said it had received 1,061 orders as of last year from Chinese domestic airlines and air charter companies, and would likely only deliver nine aircraft this year, according to IBA.
The rate is expected to rise to 70 aircraft per year by the end of the decade, but despite this increase, the volume of production remains less than one month from Airbus ’ s capacity to produce single-aisle aircraft.
The aircraft could have an approximate 8% share of the single-aisle market in China and only 1.2% share globally by 2030, if COMAC can successfully increase production.
Willie Walsh, president of the International Air Transport Association (IATA), said: “It will probably take 20 years for COMAC to compete with Airbus or Boeing on a global scale.
Comac will be a major player in the market, but it will take some time for real international interest to emerge. ”
Two aircraft leasing companies based in Asia told the Financial Times they were reluctant to buy the C919 in bulk due to a lack of international certifications and uncertainty about customer orders.
Max Zinglin, chief economist at Mercator Institute for Chinese Studies, said Comac, which did not respond to requests for comment, appeared to be taking a cautious approach to ramping up production because “any major safety issue would be a huge setback ”; however, others said Comac, with its massive government support, would be able to ramp up production in time.
Yousef, from Indow Analytics, said: “We never underestimate China ’ s ability to increase production, as China is not understaffed, unlike Airbus and Boeing, and more importantly, it has money. ”
But for Comac, it must produce planes “consistently and safely, ” he added,“ it won ’ t be as easy as making electric cars or mobile phones, ” especially as the C919 still relies heavily on foreign suppliers.
Comac relies heavily on Western suppliers of key components, including engines supplied by France ’ s CFM and auxiliary power units supplied by Honeywell, making it vulnerable to geopolitical tensions.
While Chinese manufacturers want to replace some Western components with homemade alternatives, it will take years to do so in a way that is in line with international commercial aviation safety standards.
Richard Aboulafia, director of Aerodynamic Advisor, said the US and UK still dominate the production of commercial aircraft engines, while Yusuf said: “Realistically, COMAC is not in a position to threaten Airbus and Boeing, but time is on its side. ”
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Airbus and Boeing are focusing on Asia-Pacific, the largest regional market for single-aisle aircraft, with Airbus investing heavily in fuel-efficient models and Boeing maintaining strong supply chain partnerships in countries like India and China.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

The rebound in global air travel post-pandemic has driven a surge in aircraft orders, with Airbus and Boeing reporting a combined total of 1,439 orders in 2021, three times more than in 2020.

Title:

Content: 2021: Airlines Survived the Pandemic and Look Ahead

Business | December 21, 2021, Tuesday // 10:31
BNR

Airlines have survived the nightmarish 2020 for them, adapted to the pandemic conditions of 2021 and are now confidently looking ahead. Despite the emergence and spread of the still poorly researched version of Omicron, which has caused fear among some governments and led to new restrictive measures, investors are betting that the recovery of the global aviation market will continue.

A sure sign of this came last month from the air show in Dubai, according to Reuters. At the exhibition, Air Lease Corp. CEO Stephen Udvar-Hazi and several other companies led by Indigo Partners founder Bill Frankie ordered a total of more than 300 aircraft.

Compared to previous years, the deals are not impressive, but given the collapse of the industry in the last 18 months, they outline a new trend - the global airline business is returning. However, one element remains the same: the duel between Airbus and Boeing is doomed to continue.

It was shown by a series of orders last week. Singapore Airlines announced on Wednesday that it intends to replace its aging fleet of Boeing cargo planes with Airbus' new A350s, which feature a lightweight design. With this deal, the European company is on its way to seriously enter the air cargo sector, which until recently was dominated entirely by Boeing.

At the same time, the Australian Qantas announced that it will continue to rely on Airbus aircraft for its domestic flights, and the Air France-KLM consortium is facing a major deal with the European aircraft manufacturer.

Qantas has ordered 20 A321XLRs and 20 A220-300s with the option of 94 more in the future. The deal rose Airbus shares by 3 percent in a matter of hours. "KLM" is on its way to guarantee several dozen A321 aircraft.

The pandemic and climate have changed the business plans of aircraft manufacturers and airlines, and the trend is now increased demand for smaller and greener models at the expense of heavy machinery designed to carry many passengers.

Last week also marked the end of an era after Airbus delivered the last ordered A380 to the Emirates, closing a page in the history of civil flight. Although impressive in terms of capabilities and characteristics, the A380 super jumbo failed to realize its commercial potential and out of the planned over 1,000, only 272 aircraft were produced and delivered. It will continue to fly for a long time, but it will not leave the assembly line again.

"Airlines are increasingly thinking about their long-term plans, and especially about the environmental and social consequences and good governance," Reuters quoted Rob Morris, head of Ascend. "Everyone is saying to themselves, 'If I don't think about rebuilding the flotilla now, I'll be behind,'" he added.

Both Airbus and Boeing sold out everything by the middle of the decade, with a focus on mid-range aircraft, but the boom in pre-pandemic deals is unlikely to return any time soon. However, as years pass from the order to the actual delivery of the aircraft, the airlines can now make plans for the second half of the decade. "This is a market for buyers and a great time for them to take advantage of the situation," said aviation consultant Brendan Sobie.

Despite the uncertainty caused by the still untamed pandemic, the orders of Airbus and Boeing for the first 11 months of 2021 reached a total of 1439 aircraft, which is three times more than in 2020. The growth is largely due to the fact that Boeing's 737 MAX was again allowed to fly after a long ban caused by two fatal crashes.

Whether investors betting on new aircraft will be right depends on many factors. Among them are travel opportunities in 2022, the impact of Omicron, strict border controls, especially by China, and others, analysts say. According to Eamonn Brennan, CEO of Eurocontrol, any delay in opening the Chinese market beyond the last quarter of next year will hit the recovery of the aviation sector hard.

It also depends on the implementation of the required environmental objectives. New aircraft models reduce emissions by about 15 percent compared to previous ones, and the sector as a whole plans to reach net zero emissions by 2050. In the short term, however, the industry is forced to rely on energy producers to supply cleaner fuel.

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Asia-Pacific airlines are leading the recovery in passenger traffic, with domestic air travel in China surpassing pre-pandemic levels, although international traffic remains slower due to geopolitical and economic factors.

Title:

Content: That the global airline industry is able to record a 17% year on year rise in passenger traffic for January 2024 and still be just below 2019 levels is a reminder of how nascent some aspects of its Covid-19 recovery are.

Specifically, IATA’s latest data for its membership shows that while carriers in Asia-Pacific are driving the majority of the traffic growth – measured in revenue passenger kilometres (RPKs) – when global figures are considered, that is largely because the region is still playing catch-up with others, after the later reopening of China in particular.

Source: NGCHIYUI_Shutterstock

China’s domestic air travel is booming while international travel lags pre-Covid levels by some distance

On a year-on-year basis, Asia-Pacific airlines saw international traffic rise 45% in January, partly reflecting the year-ago month being immediately after China loosened Covid-era border controls, with carriers and the travelling public having had little time to make plans for their international travel returns.

But since then, the return of international traffic to and from China has been slower than anticipated and contributes to the lagging recovery of intra-Asia-Pacific international traffic, and traffic between the region and Europe and North America, IATA points out.

An exception is traffic between the Middle East and Asia-Pacific, which was slightly ahead of 2019 levels in January, as the former’s big hub carriers backfill for capacity that is yet to return from other international operators.

The slow return of China on international markets is blamed on multiple factors, with commentators suggesting its economic slowdown is unlikely to help matters.

One such factor – geopolitical tensions – means Asia-Pacific’s direct connectivity with North America is not guaranteed to bounce back any time soon, with the USA’s three largest airlines this week pushing back until at least late October the resumption of many flights to China that they cut during the pandemic.

Air New Zealand noted during its recent earnings call that one consequence of that is an intensification of international competition as US carriers redirect what would have been China-bound capacity into markets like New Zealand.

Overall, global international RPKs were down 4% in January compared with the same month in 2019, with Asia-Pacific carriers 16% off pre-Covid levels, IATA says. Every other region recorded international traffic broadly in line with pre-Covid figures, if not slightly ahead in some cases.

For now, China’s airlines are operating more capacity within the country’s huge domestic market – which accounted for 11% of global airline RPKs in 2023 – where traffic was 15% up in January compared with the same month in 2019.

Globally, domestic traffic was 7% up on 2019 levels in January.

Asia-Pacific’s slower international recovery remains the standout narrative in IATA’s data, which shows global RPKs covering international and domestic markets were closer than ever to pre-Covid levels in January, at 0.4% down on the same month of 2019, on capacity down 0.5%.

Airlines in Africa, Europe, Latin America, the Middle East and North America all recorded total traffic slightly ahead of 2019 levels in January, with Asia-Pacific airlines recording the only negative figure at -6.7%.

It remains to be seen how significantly factors that are constraining airline capacity growth around the world – including MRO and aircraft delivery delays, workforce shortages, rising costs and the grounding of hundreds of Pratt & Whitney GTF-powered aircraft this year – put the brakes on the industry’s ability to power beyond pre-Covid passenger traffic in 2024.

Separately, IATA released its latest data for cargo markets this week, showing global demand was up 18% in January. It is still hard to find an airline that is particularly positive about the air-cargo outlook, however, with China’s economic slowdown a concern here too.

IATA’s data covers its membership of around 320 airlines, which produced around 83% of global RPKs in 2023. Its membership does not include many of the world’s biggest low-cost carriers.

In the Middle East, airlines are expected to require over 3,000 new aircraft deliveries by 2040, driven by the region's strategic location and government investments.

Title:

Content: Dubai: The challenge for the aviation industry is clear - win back the two years of lost passenger growth grounded by COVID-19 and its variants. The CEO of Airbus there is enough happening now in the skies to lead a recovery, even a strong one.

“We've seen some good acceleration recently on long-distance flights with the re-opening of the US for vaccinated people – it was a very important decision from the Biden administration,” said Guillaume Faury, who also heads the French aerospace industry body GIFAS.

“In spite of all these unexpected situations and the relapse of the pandemic, the general trend is recovery,” said Faury. “We think there is a path to normality, but it is probably going to be a different normality.”

Airbus, which expects passenger numbers to return to pre-COVID levels between 2023 and 2025, said recent lifting of restrictions was bringing back long-haul travel - which is the all too important requirement for airlines’ longer term recover.

Early take-off

The aviation industry chief said that some sectors within aviation and aerospace were resilient to the pandemic. “The business jet crisis has not been as deep as for commercial aviation – there have been some long-term benefits for business aviation with Covid disrupting global air connectivity,” said Faury. “Defense and space have by far been less impacted by COVID and the disruptions were mainly on the supply side more than on the demand.”

Yet to recover

Several companies in the aircraft supply chain, however, were yet to shake off the pandemic. “With long lead times and orders placed for the long term, we are less directly impacted,” said Faury. “But, we see all suppliers and the supply chain in general facing the same kind of challenges. So, we are helping them - we organize (and) to try to resolve problems before they become shortages and disruptions.

“We see that the transport by sea is also more challenging - the time it takes to carry goods from one place to another one is longer and also less predictable.”

Middle East skies

According to Airbus, airlines operating in the Middle East region will require 3,020 new passenger and freight aircraft deliveries by 2040. This will bring the total fleet to 3,210 from a 2019 fleet baseline of 1,300 aircraft.

During this period, the fleet in the region will transition to new0generation types such as the A220, A320neo family, A330neo and A350 bringing significant efficiency improvement and a corresponding reduction in carbon emissions per passenger, said Airbus.

Airbus expects air traffic in the region to achieve full recovery between late 2022 and mid-2024. Globally, cargo is already operating today at 9 per cent above pre-crisis levels, and in the Middle East at 18 per cent.

“This strong recovery is due to the region’s strategic location as a vital economic, business and cultural connector between the East and the West,” said Airbus in a statement. “Government vision and strategic investment plans position aviation at the forefront of long-term planning in the Middle East.”

The European plane-maker also noted that five of the world’s largest aviation cities were located in the Middle East, including Dubai and Abu Dhabi, and serving more than 10,000 long-haul passengers per day. Six more cities will grow past this threshold in the next 20 years, including Dammam, Muscat and Kuwait City

Airbus has demonstrated a competitive advantage by securing large orders for fuel-efficient aircraft like the A321neo and expanding production capacity in China to meet global demand.

Title:

Content: Chairman of the Board of Directors and Editors
I'm sorry.
Mohamad Elbaz
Chairman of the Board of Directors and Editors
I'm sorry.
Mohamad Elbaz
Airbus delivers China ’ s first combined aircraft to Europe ’ s largest low-cost airline
A European airline has taken delivery of the first Airbus A321neo assembled aircraft in China, Xinhua News reported on Thursday.
According to the Chinese network, the plane was assembled on the final assembly line in the northern Chinese city of Tianjin before being delivered to Hungarian company Wizz Air at a ceremony in Tianjin on Tuesday.
Hungary ’ s Wizz Air, which took delivery of the plane, is the largest low-cost airline in Central and Eastern Europe.
In line with China ’ s economic recovery
Airbus said the delivery of the first aircraft assembled in China to a European customer was a milestone for its Chinese subsidiary Airbus Tianjin.
Christophe Shrimp, general manager of Airbus Tianjin, said that in the midst of China's economic recovery, the Asian final assembly line continues to strengthen its capacity to meet the demands of international customers.
Shrimp noted that this is in line with China's strong economic recovery.
To meet the growing demand for A321 aircraft, Airbus has announced its plan to expand the capacity of its Tianjin assembly line to produce the model in 2021.
The A321 Neo, the largest in the A321 family, has a passenger capacity of 244.
The final assembly line in Tianjin, China, marks Airbus ’ first commercial aircraft assembly line outside Europe, and dates back to 2008.
In April, Airbus announced the construction of a second assembly line in Tianjin to expand the production capacity of the A320 family of passenger aircraft to meet the demand of global customers.
Airbus competes fiercely with Boeing every year for aircraft orders.
Although they have a wide range of products in different segments from single-aisle to wide-body, their aircraft do not always compete head-to-head.
Instead they respond with slightly smaller or slightly larger models in order to fill any gaps in demand, and achieve a better advantage.

What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

It is working on adopting innovative strategies.

What is the position of China's COMAC in global aviation industry?

It will likely take 20 years for it to compete with Airbus or Boeing on a global scale, according to Willie Walsh, the IATA president.

Boeing faces challenges with production delays and safety concerns but is focusing on advanced models like the 777X and 737-10 to regain market confidence and address wide-body aircraft demand.

Title:

Content: [Pictures] Farnborough Air Show 2022: nice resumption after 4 years of absence, but mood was below previous editions

0
62

The Farnborough Air Show 2022 which ended last Friday was marked by a notable return of orders for Boeing, especially for its 737 MAX, and the emphasis on decarbonisation. But after four years of absence, the event seemed halfhearted compared to previous editions.

(Text and photographs by our correspondents in Farnborough: Benoît Denet, Martin Gillet, Ivan Coninx, André Orban)

Was it an effect of the severe heat wave that hit England at the beginning of the show, or the absence of Russian exhibitors sanctioned after the invasion of Ukraine? Anyway, aeroplanes and helicopters, both civilian and military, displayed along the tarmac as well as in flight demonstrations, were fewer than in the past.

Airbus vs Boeing

With 297 orders and commitments that we detailed in earlier articles, Boeing is far ahead of Airbus and its 85 orders, but a long way from the more than 1,400 planes ordered during the previous edition of Farnborough in 2018. Boeing had a long way to catch up after the two-year grounding of the 737 MAX following the crash of two aircraft claiming the lives of 345 people, and the recurring problems with the still grounded 787 Dreamliner and the certification of the 777X which keeps getting delayed. Nevertheless, the 777-9 and the 737-10 made stunning in-flight demonstrations at the show.

The big subject for Airbus today is less to increase the size of the order book than to deliver the planes“, according to its president Guillaume Faury, while the chain of suppliers is struggling to keep up with rate increases.

For Boeing, “the time is always for humility“, according to commercial director Ihssane Mounir. He observes that from the commercial point of view, the recovery is well underway.

The other manufacturers, Embraer and ATR, recorded few sales despite the presence of their latest more fuel-efficient aircraft. The business and leisure aircraft manufacturers (Gulfstream, Textron, Piaggio, …) were also rather discreet. A few e-VTOL aircraft (or should we say drones) were presented as the future of short-distance air mobility.

Decarbonisation, an urgent issue

The aviation sector, responsible for some 3 percent of greenhouse gas emissions, is under pressure to reduce its environmental footprint. Farnborough highlighted many initiatives to be more climate-friendly. British engine manufacturer Rolls-Royce has thus announced partnerships on an early concept of a hydrogen engine, fuel cell systems and electric propulsion.

Airbus has put forward several innovations such as a CO2 capture and storage project, or a prototype wing made of composite materials which will reduce the aircraft’s drag and fuel consumption.

Engine manufacturer CFM, a joint venture between General Electric and Safran, has announced that it will test in flight on an A380 an “open fan” engine (i.e. without a nacelle) as part of its RISE project aimed at developing an engine consuming 20% less fuel.

Defence remained quiet

Despite the war in Ukraine and rising defence budgets in Europe, military aeronautics remained discreet throughout the show. The main announcement concerned the launch of a demonstrator, which must fly within five years, of the future British Tempest combat aircraft presented in the BAE building.

Aviation24.be was present at the Farnborough International Air Show 2022 and is proud to present the following photographs of both the static display and the in-flight demonstrations enabling the pilots to show some stunning capabilities of large commercial aircraft.

Embraer is capitalizing on its niche in smaller regional jets by offering production slots sooner than competitors, addressing aircraft shortages in markets like North America and Mexico.

Title:

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Business News/ Markets / Stock Markets/  Embraer gears up for Farnborough as shares soar on healthy demand
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Embraer gears up for Farnborough as shares soar on healthy demand

EMBRAER-OUTLOOK/ (PIX):Embraer gears up for Farnborough as shares soar on healthy demand

By Gabriel Araujo

SAO JOSE DOS CAMPOS, Brazil, - Embraer heads into the Farnborough Airshow next month riding tail winds that have lifted its shares to an all-time high, as recent orders show the Brazilian planemaker ready to fill a gap for airlines starved for new planes in coming years.

The news has boosted hopes for Embraer ahead of the major industry event on July 22 to 26, when planemakers often announce major orders. Last year, investors were disappointed by Embraer's weaker-than-expected numbers at the Paris Airshow.

Sao Paulo-traded shares of the company are up nearly 70% this year and hit a record high last week, by far the top gainer on the benchmark Bovespa stock index. Several analysts still see room to rise.

This month, Embraer bagged an order for 20 E2 jets from state-run Mexicana de Aviacion, opening a new market for its next-generation commercial jets and growing its backlog of firm orders from a seven-year high of $21.1 billion hit in March.

"We continue to see a healthy environment for new orders," XP Investimentos analysts told clients after the announcement.

Embraer last year revealed only 13 orders for commercial jets at the Paris Airshow, falling short of market estimates and previous years. But carriers are struggling increasingly with an aircraft shortage constraining their capacity, which has presented new opportunities for the Brazilian company.

Embraer has production slots available from 2026, meaning it can deliver on new jet sales before larger rivals Boeing and Airbus, the latter having sold out its production of single-aisle jets until the end of the decade.

Market watchers say Embraer's available slots may help it to serve short-term growth plans for carriers such as Mexicana. The Brazilian planemaker's traditional niche fits just below the Boeing and Airbus's best-selling 150-seat-plus market.

The Mexican order, JPMorgan said, "corroborates with our thesis that Embraer should continue to benefit from a lack of slots from peers to deliver aircraft in the mid-term."

Mexicana's deal with Embraer came after much-touted talks with Boeing, which analysts indicated may not have progressed because of the U.S. planemaker's extended delivery deadlines.

The move may also give the E2 family an extra push in North America. The smaller, first-generation E1 jets are the backbone of regional aviation in the U.S., but Embraer hopes to break into that key market with its E195-E2 "small narrowbody".

The E2s were initially slow-selling due to the COVID-19 pandemic, Pratt & Whitney's engine supply shortages and a mismatch between the weight of the aircraft and "scope clause" restrictions in U.S. pilot union agreements.

"We believe the successful entry of E2s in Mexico will subsequently help boost the aircraft's debut in the U.S. regional market once the scope clause regulations are updated," BTG Pactual analysts said.

The E2 flies in Canada with Porter Airlines, including some routes to the United States.

"Embraer's four divisions are all experiencing favorable industry landscapes," BTG said, also citing successful campaigns for sales of the flagship C-390 Millennium military aircraft to countries such as South Korea and Austria. "We're buyers ."

This article was generated from an automated news agency feed without modifications to text.

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Single-aisle jets, particularly the Airbus A320neo and Boeing 737 Max 8, are expected to dominate aircraft deliveries over the next decade, accounting for 70% of total deliveries due to their fuel efficiency.

What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

China's domestically produced C919 aircraft is emerging as a competitor in the single-aisle market, with over 1,000 orders primarily from Chinese airlines, supported by government-backed production capacity expansion.

Title:

Content: Spokane, Washington  Est. May 19, 1883

China’s planemaker gets $9.9 billion order for 100 C919 jets

By Danny Lee Bloomberg

China Eastern Airlines Corp. ordered 100 C919 single-aisle planes from Commercial Aircraft Corp of China Ltd., dealing a potential blow to Boeing Co., which hasn’t had a large order from Chinese carriers in years.

The order is worth $9.9 billion at list prices, but a significant discount has been applied, Shanghai-based China Eastern said in a statement Thursday.

Airlines typically get reductions from the listed prices when making bulk orders. The planes will be delivered from 2024 to 2031.

Commercial Aircraft Corp of China, or Comac, produces the C919, seen as a possible rival to best-selling jets from Airbus SE and Boeing.

Thursday’s deal elevates the Chinese-made aircraft in terms of competitiveness, given it only made its first commercial flight in May, also operated by China Eastern.

China Eastern already operates two C919s, part of a previous order for five of the planes.

Comac, which also makes the smaller regional ARJ21 jet, has received more than 1,000 orders in total for the C919, primarily from China.

The order was determined according to the needs of the company “in respect of fleet structure, development strategy and route network, as well as the supply capacity of Comac,” China Eastern said.

The carrier will finance the purchase with its own funds, bank loans and proceeds from bond issues and other financing, it said.

Five C919 aircraft will be delivered in 2024 and then 10 a year from 2025 to 2027, rising to 15 in the next three years and 20 in 2031, China Eastern said.

The airline operates 782 aircraft and last year ordered 100 Airbus short-haul jets in a deal it said was worth $12.8 billion, prior to discounts.

That was part of a wider $37 billion deal from Chinese airlines for almost 300 Airbus planes.

Meanwhile, Boeing’s orders have dried up in China, its most important export market, partly due to simmering tensions between Washington and Beijing.China also took longer than other places to lift a ban on the U.S. manufacturer’s 737 Max, which was grounded in the wake of crashes in 2018 and 2019.

While China declared the Max airworthy again in December 2021, it took more than a year for the country’s airlines to start using the model.

China Southern Airlines Co. operated the first passenger flight in about four years in January.

In its latest commercial market outlook, Boeing said China will account for a fifth of the world’s new aircraft deliveries over the next 20 years, amounting to 8,560 planes.

Of those, 6,470 will be narrowbodies, such as the Max, it said.

The Boeing 787 and Airbus A350 are set to lead the dual-aisle aircraft market, valued at $1.1 trillion, offering improved fuel efficiency and capacity for long-haul routes.

What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What is Airbus doing to achieve sustainable aviation?

It is making efforts to improve aircraft efficiency.

Geopolitical factors, such as trade tensions and government subsidies, are significantly influencing aircraft production and regional demand, as seen in the competition between Boeing and Airbus.

Title:

Content: What is "overcapacity"?
Author: United Morning Post
Published: Updated:
According to the Greek economist Varoufakis, the game between the United States and China has gone from traditional capitalism to so-called “science and technology feudalism ”. The battle between the tech giants in Silicon Valley and the Chinese giants is still going on, and the world is likely to form two camps of the US dollar and the RMB.
Author: Ng Chun-kang, Former Journalist, Former Member of Parliament of Singapore
In Guizhou in March, hundreds of flowers are rotten and spring is charming.
From Guiyang to Yongle, Pingba, Libo, Kaili, Xijiang, Jinhai Snow Mountain District, and Yijin Peace, the mountains are full of rape flowers, peach blossoms, azaleas, and cherry blossoms.
Guizhou is as large as Guangdong Province, originally belonging to the poorer provinces, and the mountains in the territory are undulating and inconvenient to transport.
But this short trip, but left a very different impression: the highway and highway are everywhere, the tour bus runs between the mountains, through the mountains as if on the ground, along the way there are endless tunnels and viaducts, it can be said that the sky is changed.
This brings to mind the recent international uproar over the issue of "overcapacity."
In a vast China, even provinces like Guizhou now have a well-developed public transport infrastructure, and it is not surprising that there is overcapacity.
What is the original building army going to do? Where to build bridges and roads? Where to lay the high-speed rail?
Output is inevitable.
There are no jobs in the country, whether state-owned enterprises or private enterprises, have to look for opportunities abroad and try to enter the international market.
This is why there is a “path ”.
This is a good thing, because many developing countries lack the capital, technology, and skilled personnel to build such massive and complex infrastructure.
Isn ’ t Indonesia, Singapore ’ s neighbor, now the first high-speed rail link between Jakarta and Bandung in Southeast Asia?
In the past, more developed economies such as Western countries, Japan and South Korea have done so.
Therefore, the international market is highly competitive, and many public and private enterprises in countries with excess capacity want to share a piece of the pie.
There are many sections of Taiwan's subway lines that foreign companies bid to build.
This kind of competition also brings benefits to developing countries at low prices and good quality.
However, when such a big thing as China joined the competition, the situation was very different.
Because it ’ s too competitive.
Competition between companies and enterprises often brings into the government and political factors.
In order to strengthen competitiveness, many governments will give subsidies to domestic enterprises.
The competition between Boeing in the United States and Airbus in Europe is a good example.
Boeing originally dominated the world civil aviation market, but in 1970, the French and West German governments led the emergence of a joint support for the Airbus, gradually became a strong rival to Boeing, competing fiercely with each other.
Boeing is heavily subsidized by the U.S. government, and both the French and German governments own a stake in Airbus.
Commercial competition turned into an international dispute.
For example, the U.S. government filed a lawsuit against the World Trade Organization in 2006 against the European Union for providing $22 billion in subsidies to Airbus, and the European Union also filed a counterclaim demanding that the United States stop providing $23 billion in indirect subsidies to Boeing.
The two of them went on and on, arguing.
Reflect one thing: in international relations, even if the allies are involved in national interests, they immediately turn their faces and refuse to recognize people.
Now that this kind of thing is happening in China, which is positioned as a competitor, it is no wonder that Europe and the United States will join hands to push forward with China ’ s “excess capacity ” problem.
The two largest commercial aircraft manufacturers, Boeing and Airbus, are supported by government subsidies. (Reuters)
Government subsidies are the norm.
It is normal for a country's government to support the outward development of its own enterprises.
Excess production is also the normal mode of capitalist production.
If there is a business, everyone will rush to do it, and ultimately the market will decide whether it lives or dies.
But in the course of this competition, which government dares to say that it does not support or subsidize domestic enterprises?
There is no competitor or competition to win, it covers the market, and the competition loses to take subsidies to make an article, which seems ridiculous, but it is also normal.
Recently, US Treasury Secretary Janet Yellen visited China and asked China to control exports of “three new types ”: new energy vehicles, lithium batteries and photovoltaic products.
The sales of these products are currently the world's first, and have become a new engine to promote the growth of domestic GDP.
But these are the same things that Western countries have failed in their competition.
The West can ’ t catch up, insisting that China slow down and try to limit obstructions, including a ban on high-end chips (chips) being shipped to China.
There is a theory of comparative advantage in free market competition.
China ’ s new three products are green products that use clean energy, help save energy and reduce carbon, meet the needs of the world to combat climate change, and can be produced at a lower cost and at a more competitive price, which is a good thing for the average consumer.
Such an advantage should have been welcomed.
But Yellen ’ s argument is that China is overproducing because of government subsidies, and if it is dumped in large quantities, it will threaten the survival of similar industries in other countries.
The United States also vigorously subsidizes its own industries, to establish its own supply chain, and to disconnect and disconnect from China.
Yellen is an economist, it is impossible not to understand the principle of comparative advantage.
As a result, Bloomberg commentator David Ficklin could not help but criticize that Yellen ’ s move amounted to a denial of one of the most basic principles of economics for 200 years: the principle of comparative advantage.
To put it bluntly, this is protectionism.
Ficklin believes that this will be a protectionist disaster that will prevent the world from fighting for zero emissions.
Yellen's trip to China focused on three emerging industries, calling China "overcapacity."
Yellen meets with PBOC Governor Pan Gongsheng in Beijing on April 8, 2024 (Reuters)
Isn ’ t the United States a country that once championed globalization? Why is it now turning against globalization and raising the banner of protectionism? The answer is actually in comparative advantage.
In the past, Western countries have always been leaders in technology products, and they have always been the ears of the world market, which has long occupied a comparative advantage.
Unexpectedly, after decades of refined rule, the Chinese have come to dominate in some fields, and they have become invincible in the world market, which of course is difficult for the Western countries to bear.
For decades, it has been a vassal, but today it is time to move the earth on the head of the Taiyao, which is not true!
In international relations, the rules are generally set by the strong.
A strong country will never set rules against itself, but the rules are dead, and when the objective situation changes, the strong country will try to change and violate the rules.
This is what Thucydides said: the strong do what they want, the weak can only swallow.
After decades of obscurity and breathlessness, China is now determined to be on par with the West.
This is one of the biggest changes in international relations today.
Technology giants such as Huawei have been blocked, and now TikTok, a short video platform, seems to have a lot of luck.
China can do nothing, but it will never give up its dream of a technological power.
Therefore, we must expect that the great competition and fierce game will continue.
According to the economist Varoufakis, who briefly served as Greece ’ s finance minister in 2015, the game between the United States and China has now entered the so-called “technofeudalism ” from traditional capitalism.
This mainly means that the technology and e-commerce giants in the platform economy, with cloud capital, have replaced the traditional market to a certain extent, and are the emerging feudal landlord class.
In short, the so-called overcapacity struggle is really a big power struggle, is the fight between a big power and a new big power, and technology has become the most fierce field of struggle, although there is no smoke.
The question is, how long can a rules-based international trading system last?
This article is authorized by the United Morning Post.

The Russia-Ukraine conflict has disrupted Boeing's supply chain, particularly for critical components like heat exchangers, leading to production delays and highlighting vulnerabilities in aerospace manufacturing.

Title:

Content: 【 Printing 】
US sanctions on Russia set fire to Boeing parts shortage
Related LINKS http: / / www.CRNTT.com 2024-05-07 15: 43: 41
Figure: The Boeing 787 is facing a delay in delivery due to a shortage of parts.
This is a Boeing 787-10 Dreamliner.
\ Reuters
BEIJING, May 7 (Xinhua) -- Boeing has been plagued by safety and management problems since the beginning of this year, and the recent lack of key parts made in Russia has led to delays in the delivery of the Boeing 787 Dreamliner.
Since the outbreak of the Russia-Ukraine conflict in March 2022, the United States has imposed sanctions on Russia, and companies that manufacture heat exchangers have closed parts production lines in Russia, which now affect the supply chain of Boeing aircraft manufacturing.
Heat exchangers are key components in aircraft manufacturing that help regulate the temperature of electronic equipment on aircraft, as well as the temperature of environmental control systems that operate air conditioning and cabin pressurization, and each aircraft requires multiple heat exchangers for several systems.
Before the Russia-Ukraine conflict broke out, Collins Aerospace, an RTX company, and a joint venture between Hamilton Standard-Norka, Russia, had been responsible for the production of heat exchangers. In March 2022, the Russia-Ukraine conflict broke out, and as part of the US sanctions against Russia, the company closed its Russian operations and moved production to new plants in Windsor Locks, Connecticut, and Wolverhampton, UK.
At the time, the number of 787 aircraft produced by Boeing was very small, and its suppliers were still able to meet the needs of parts on the production line.
However, as Boeing continues to try to increase the production of "Dreamliner", the production capacity of RTX's new factory lines in the United States and the United Kingdom has been insufficient.
Boeing said production of the 787 will slow in the coming months, but plans to return to production of five a month by the end of the year.
Due to various production and regulatory issues, deliveries of 787 aircraft have been suspended for almost two years from 2020, and Boeing has seen zero deliveries of 787 aircraft in the first seven months of 2022.
Western factories are not producing enough.
Boeing CEO Carl Horn said last month that production lines were shifted immediately after the outbreak of the Russia-Ukraine conflict, but the capacity of the new plant could not keep pace with Boeing's production.
Since various aircraft operators, Boeing and Embraer all need heat exchangers as replacement parts, RTX ’ s Western factories have been facing a shortage of production lines.
Russia plays an important role in the global aerospace supply chain, and jet manufacturing has been severely affected by Western sanctions.
The Wall Street Journal pointed out that this incident shows that in the current world, even a relatively small "failure" can affect the global supply chain.
The economic slowdown will cripple Boeing ’ s already tight cash flow, as will airlines that order its planes and passengers on related flights.
Boeing said at the end of April that in addition to the shortage of heat exchangers, the shortage of seats was hampering production of the 787.
Due to material shortages and certification delays, seat suppliers across the industry are no longer able to meet the demand for aircraft seats, especially high-end products.
Calhoun said it could take longer to fix the seating problem than to solve the heat exchanger shortage.
US sanctions hit their feet.
Due to quality control issues affecting free cash flow, Moody ’ s, an international credit rating agency, downgraded Boeing ’ s credit score to Baa3 in April, with a negative rating outlook.
The agency said the downgrade reflected the “poor performance ” of Boeing ’ s commercial aircraft division.
Earlier, Boeing said it had burned $3.9 billion in cash in the first quarter of this year, and executives expect to use cash “heavily ” again this quarter.
British media UnHerd analysis said that the fact that Boeing was rebuffed by the US sanctions on Russia shows the contradiction between the US geopolitical and economic strategy: the sanctions plan was originally intended to hinder the economy of other countries, but the sanctions on Russia have instead hindered the development of American companies.
The British media further pointed out that the United States sanctions Russia but reversed itself, highlighting how dangerous some Western countries are to China's so-called "de-risk" and "de-link" strategies.
If sanctions on the Russian economy have already threatened core U.S. strategic industries, it would be “hard to imagine the consequences of similar sanctions on the Chinese economy. ”
(Wall Street Journal, Bloomberg, UnHerd website)
【 Printing 】
Related News:

China's recent purchase of 292 Airbus aircraft underscores how strained U.S.-China relations are shifting demand toward European manufacturers, with Airbus leveraging localized production to strengthen its foothold in the Chinese market.

Title:

Content: China signs 292 Airbus planes for US lemons
Author: Lu I
Published: Updated:
In the atmosphere of celebrating the 25th anniversary of Hong Kong ’ s return to China, an important piece of news is overlooked, but its significance cannot be underestimated. On July 1, China ’ s three major aviation groups announced an agreement with Airbus to purchase a total of 292 A320NEO series aircraft from Airbus at a total price of more than RMB 240 billion (China Southern, China Airlines and China Eastern respectively purchase 96, 100 aircraft from Airbus). A320NEO series aircraft, the basic price is about 12.248 billion US dollars, 12.213 billion US dollars, 12.796 billion US dollars).
This is the first time in nearly three years that China ’ s civil aviation industry has announced such a large number of aircraft orders.
This is also China's second major purchase of jet commercial aircraft since China Aviation Equipment Group signed a purchase agreement involving 300 aircraft with Airbus in France in 2019.
At that time, China purchased 290 A320 series and 10 A350 series models.
All orders are for the A320 series.
According to data released by Airbus and Cirium, the aviation data analysis agency, as of May this year, Airbus had a total of 1,771 single-aisle trunk aircraft operated by mainland Chinese airlines, accounting for 55% of the market in this category.
After World War II, aviation giants such as Boeing in the United States have always occupied an overwhelming position in the global commercial aircraft market, and commercial aircraft in European countries cannot withstand the pressure of competition from the United States and once succumbed to defeat.
Now in the Chinese market, Airbus and Boeing ’ s most critical market, the two differ, and it is clear that Boeing has been in a decline.
And it ’ s not as simple as the economy on the surface.
Boeing "Lemon"
Boeing expressed disappointment over the order of 292 Airbus aircraft by Chinese airlines, saying that "constructive dialogue" between European governments and Beijing had led to this major acquisition, and urged the U.S. and Chinese governments to engage in productive discussions.
Boeing said in an emailed statement: “As the largest U.S. exporter with a 50-year relationship with the Chinese aviation industry, it is disappointing that geopolitical differences continue to limit U.S. aircraft exports. ”
Boeing ’ s sales to China have historically supported tens of thousands of jobs in the United States, and we expect to quickly resume orders and deliveries. ”
Boeing has historically regarded a Chinese airline as its biggest customer, but its operations in China have slowed after two crashes of its best-selling 737 Max model and heightened political tensions between the United States and China.
In May, China Southern removed more than 100 Boeing 737 Max aircraft from its recent fleet plan due to delivery uncertainty.
So far this year, Boeing has delivered just one commercial aircraft to China, while Airbus has delivered 47.
And a few days ago, an article on the US politico website used to smear Airbus to make an excuse for Boeing ’ s declining share in the Chinese market.
The title of the article is “Report says that EU Airbus has deep ties with China ’ s military-industrial complex ” and that while Boeing ’ s aircraft sales in China have been hit by the U.S.-China trade war under former US President Donald Trump, Airbus has had greater success in China.
The US media is full of "envy and jealousy" for the development of Airbus in China, which is completely unreasonable speculation.
Product performance and other factors are an important basis for Chinese airlines to choose to cooperate with Airbus. The United States does not reflect on Boeing's aircraft performance, safety and other problems, and blindly from the geopolitical point of view to speculate between China and Europe civil aviation procurement cooperation, it is simply unable to solve its own decline in the Chinese market share of the real dilemma.
Airbus is very attentive in China.
China has long been a key market for Airbus and its U.S. rival, Boeing, as both companies struggle to expand their presence in China.
Since the Max grounding, Airbus has come a long way ahead of Boeing in competing for passenger orders and market share.
Airbus said that as of the end of May 2022, the total number of active Airbus fleet owned by Chinese airlines exceeded 2,070.
This includes not only jet aircraft, but also a variety of products such as helicopters.
By the end of 2018, the number of Airbus civilian aircraft in service in China had exceeded 1,700, and the total number of aircraft delivered to China accounted for nearly a quarter of Airbus ’ total deliveries.
Air Passenger official website announced that it has obtained a large order in China. (File picture)
It ’ s worth noting that since entering the Chinese market in the mid-1980s, Airbus has been localized like several other multinationals.
According to the official website of Airbus, Airbus civilian aircraft in China, including joint ventures located in various parts of the country, have more than 1,900 employees.
Among them, many employees work at the A320 series aircraft assembly line in Tianjin, China.
This assembly line opened in 2008. In October 2020, the 500th aircraft produced by this assembly line was delivered to customers. In 2017, the new A330 aircraft completion and delivery center opened in Tianjin, China.
Located on the same campus as the A320 Series Asia Terminal and the Airbus Tianjin Delivery Center, the center is Airbus ’ first wide-body aircraft completion and delivery center outside Europe and is responsible for cabin installation, painting, flight testing, customer acceptance and delivery of the A330 aircraft.
It is particularly worth mentioning that the A320NEO series aircraft purchased this time, from a product performance perspective, the A320neo series integrates new technologies such as a new generation of engines, which can reduce fuel consumption by 20% and significantly reduce the cost of airlines.
To meet growing orders, Airbus is pushing ahead with plans to increase production of its best-selling A320 series aircraft to 75 per month by 2025.
In addition, in November 2017, the Airbus China Innovation Center was located in Shenzhen, China, with the intention of accelerating innovation in the aviation sector by leveraging Shenzhen ’ s global competitive advantages in technology research and development, industrialization, and international expansion.
In 2019, Airbus and China signed a Memorandum of Understanding on Further Industrial Cooperation, marking the continued strengthening of the long-term partnership between Airbus and China.
Recently, on June 24, 2022, Airbus China R & D Center signed a contract to settle in Suzhou Industrial Park.
Airbus is committed to leading the decarbonization process in the aerospace industry, and the company is working to bring the world ’ s first zero-emission civilian aircraft to market by 2035.
The establishment of the R & D center further expands Airbus ’ industrial footprint in China, demonstrating Airbus ’ roots in China and deepening cooperation.
The political implications of 292 aircraft
There is no doubt that this big order should be the result of a very long and arduous negotiation.
When the NATO strategy lists China as a “challenge ”, it is also worth playing with.
A real transcript, directly ripped apart the reality of the different tones of Europe and America.
The reality is here – there is no fundamental contradiction between China ’ s and Europe ’ s interests, or at best, ideological differences.
Geographically, there are no contradictions between China and Europe; economically, there are no contradictions in the complementary relationship between China and Europe; and the common interests of Sino-European cooperation are objectively far greater than contradictions.
The NATO of the United States wants everyone to work together against China. Although the NATO of the European Union also hopes to contain and suppress China, it also hopes to gain benefits from cooperation with China.
China is also very clear that there are strategic differences between the United States and Europe on the issue of China, which is determined by the fundamental interests of the two, and Europe has no hegemony and no power to seek hegemony, so there is no strategic contradiction in the nature of China and Europe.
The Chinese market is so large that the passenger aircraft market alone is a trillion-dollar business, and the only companies in the world that can produce large passenger aircraft are Boeing and Airbus. Who are China's orders to?
The order itself, in practical behavior to tell the world, China is the world's largest market, any country as long as it cooperates with China, can get a substantial enough economic return.
Obviously, the reality is that cooperation can win, not oppression and discredit.
The China-Europe Investment Agreement has not yet been signed, and if it is signed, the benefits will be even greater.
In 2022, as the world is looking forward to economic recovery, the global economy has encountered great challenges.
In the first quarter, the US economy grew negatively on a monthly basis, and the European economy grew almost zero.
For the European economy, it needs a huge incremental market to stimulate, and it needs stable market demand, which only China can provide, and the Central European economy is very complementary.
Europe and the rest of the world need to think calmly about whether to be "kidnapped" in a tank or to seek development.
You may be interested

Neste, the world's largest producer of sustainable aviation fuel (SAF), is expanding its production capacity to 5.5 million tons per year by 2023, with partnerships to integrate SAF into aviation.

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Content: autoevolution
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Airbus Partners With the Biggest SAF Producer to Ramp Up Sustainable Fuel Availability

Although they’re working on pioneering electric and hydrogen-based propulsion solutions, the biggest players in the aviation industry, such as Airbus and Rolls-Royce, are perfectly aware that that’s going to take a long time. Aviation is one of the most difficult transportation sectors to decarbonize. In the meantime, SAF (Sustainable Aviation Fuel) can effectively act as the best temporary solution, as long as its production is scaled up all over the world.
7 photos
Neste is turning out to be one of the most important names when it comes to SAF. It claims to be the world’s largest producer, gearing up to increase its capacity even more, aiming for 5.5 million tons per year, starting 2023.

It will do so by extending its presence. New facilities will start operating in Singapore and California, in addition the ones in Europe. This will also make Neste one of the few SAF producers with operations on three continents.

In addition to that, it has recently partnered with two aviation giants, Rolls-Royce and Airbus. Last month, Rolls-Royce announced that it will start working with Neste on the implementation of SAF for diesel engines. This collaboration isn’t limited to aviation, but extends to rail and construction work as well.

Following that, Airbus recently made a similar announcement, confirming that it has also partnered with the Finnish company.

That’s because low availability is still one of the main challenges in the wide-scale adoption of this alternative fuel, according to Airbus. Plus, current aircraft are only certified to operate on 50% SAF, so there’s work to be done in order to reach a full 100%. Airbus hopes to achieve this by the end of this decade.

Neste was also linked to one of the most important milestones for the use of SAF. Earlier this year, a Malaysia Airlines Boeing 737-800 completed the world’s first passenger flight powered by SAF, which was provided by Neste.

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Pratt & Whitney, in collaboration with NASA, is advancing propulsion technologies through the HyTEC project, aiming to improve fuel efficiency and reduce emissions for single-aisle aircraft by 2027.

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Content: NASA partners Pratt & Whitney to develop low-emission aviation engine tech

Pratt & Whitney will demonstrate the compatibility of sustainable aviation fuels (SAFs) with advanced combustors for small core engines.

NASA has selected Pratt & Whitney to develop advanced engine technologies to reduce fuel consumption and emissions for next generation single-aisle aircraft. The Hybrid Thermally Efficient Core (HyTEC) project is part of NASA’s Sustainable Flight National Partnership, which will enable breakthrough innovations in support of the aviation industry’s goal to significantly reduce CO2 emissions by 2050.

Through HyTEC, Pratt & Whitney will demonstrate the compatibility of sustainable aviation fuels (SAFs) with advanced combustors for small core engines. The project includes developing and testing the fuel and air mixers for optimal efficiency and then measuring the emissions and noise emitted using Jet A fuel and high blends of SAF.

In the second phase of the HyTEC project, Pratt & Whitney plans to demonstrate a technology-infused core comprised of a high-pressure compressor, high-pressure turbine, and combustor leveraging successes from the first generation GTF core. This phase is planned for 2024 through 2027 and will provide critical learning and increased maturation of the core prior to the next program launch.

Geoff Hunt, senior vice president, Engineering and Technology, at Pratt & Whitney said “Aviation is moving toward a greener, cleaner future. Our partnership with NASA on HyTEC will allow Pratt & Whitney engineers to explore new technologies that will help make future aircraft propulsion systems even more sustainable.”

In October 2021, NASA awarded Pratt & Whitney two contracts under the HyTEC project to develop technologies for a high-pressure turbine that will include next generation ceramic matrix composites (CMC) materials capable of operating at higher temperatures than current CMCs, environmental barrier coatings, and advanced cooling and aerodynamic approaches that will enable new component designs and efficiencies.

Hunt added that this award helps Pratt & Whitney continue to develop advanced propulsion technologies that will be ready for the next-generation aircraft in the next decade., “The use of SAF blends is increasing today to 50% and will reach 100% within a few years. This is a key pathway to achieving the industry’s goal of net zero carbon emissions by 2050. Our engine technology continues to improve in efficiency – flying further, with more power and on less fuel. ”

Collaboration between Pratt & Whitney and NASA has already led to several key advances in sustainable propulsion technologies in recent decades, including low-pressure-ratio fans, low-emissions combustors and high-performance hot section. These collaborations have a vital role to play towards developing and maturing technologies that will ultimately help make aviation more sustainable environmentally and economically.

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LanzaJet's Freedom Pines Fuels plant is set to produce 9 million gallons of SAF annually starting in 2023, leveraging Alcohol-to-Jet technology to reduce emissions by at least 70%.

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Content: Breakthrough Energy awards $50 million grant to LanzaJet

By LanzaJet | October 19, 2022

Breakthrough Energy announced that its first Catalyst project funding will go to LanzaJet’s Freedom Pines Fuels sustainable aviation fuel (SAF) plant in Soperton, Georgia, in the form of a $50 million grant. Breakthrough Energy Catalyst is a unique program that brings together corporate and philanthropic organizations to accelerate the deployment of essential technologies by funding key first-of-a-kind commercial-scale projects.

Projected to be operational in 2023, LanzaJet’s Freedom Pines Fuels project is the firm’s first commercial-scale SAF plant and will be the first in the world to produce Alcohol-to-Jet SAF, which will lower emissions by at least 70 percent compared to fossil jet fuel. Once fully operational, this plant will play a critical role in scaling SAF production and bringing lower-cost sustainable fuels to market. The plant is expected to produce 9 million gallons of SAF and 1 million gallons of renewable diesel annually, roughly doubling current SAF production in the U.S. Construction of the plant will enable the significant scale-up of LanzaJet’s technology within the U.S. and globally, with subsequent projects already in the planning phase in North America, Europe, and Asia that, together, would produce more than one billion gallons of SAF annually.

First-of-a-kind projects for emerging technologies often struggle to access low-cost capital because they have high green premiums and frequently face unforeseen challenges and costs, especially in the current inflationary environment. By providing capital to these types of early commercial facilities, Catalyst funding can reduce risk for follow-on investments and accelerate the deployment of clean technologies. In this case, Freedom Pines Fuels’ Catalyst grant filled a funding gap and will enable the plant to maintain its current development timeline.

Importantly, the grant will also spur further SAF innovation by helping create a new market for scalable, low-carbon ethanol from sustainable sources by setting the expectation that the plant will transition to second-generation ethanol, including from waste-based feedstocks, by its fifth year. This transition will complement work LanzaJet is already doing to build SAF plants using second-generation ethanol in the U.K. and develop strategic partnerships to accelerate the advanced fuel’s development, of which there is currently little supply in the market.

“Breakthrough Energy Catalyst is a new way for the private sector to accelerate the clean energy transition by funding projects that will ensure essential climate solutions get to market on the timeline the world needs,” said Rodi Guidero, executive director, breakthrough energy and managing partner, Breakthrough Energy Ventures. “LanzaJet’s new sustainable aviation fuel plant could play a vital role in decarbonizing aviation while demonstrating how the jobs and businesses of the clean energy economy can power communities. We’re grateful to Catalyst’s partners, who understand climate leadership means supporting the technologies that will eliminate emissions and that solving our climate challenges will require nothing less than mobilizing the world’s economic engine to build a net-zero future.”

“LanzaJet is grounded in innovation, and we work every day with a sense of urgency to address our global climate challenge,” said Jimmy Samartzis, LanzaJet CEO. “To maximize our impact and scale our technology to deliver significant quantities of sustainable aviation fuel worldwide, partnerships matter. We have a real opportunity on our doorstep to significantly scale-up and globally deploy our technology, and we wouldn’t be able to build this plant as quickly or affordably without Breakthrough Energy’s Catalyst grant, which reduced our total cost of capital and is critical to reducing emissions and accelerating the pace of bringing SAF to the global market.”

Aviation accounts for approximately 2-3 percent of global greenhouse gas emissions annually, and as a “drop-in” fuel, sustainable aviation fuels offer an important way to quickly decarbonize aviation with existing aircraft currently in use around the world. Produced from a variety of low-carbon, sustainable feedstocks such as agricultural waste, municipal solid waste, energy crops, or carbon captured from industrial processes or ambient air, SAF is a like-kind replacement for traditional jet fuel and is compatible with existing aircraft and infrastructure. SAF can dramatically reduce lifecycle greenhouse gas emissions (GHGs) compared to conventional fuel made from crude oil, while also significantly improving local air quality by reducing conventional air pollutants like particulate matter.

Breakthrough Energy’s Catalyst grant joins earlier supporters of LanzaJet’s Freedom Pines Fuels plant, which has received funding from the U.S. Department of Energy and the Microsoft Climate Innovation Fund, as well as investments from LanzaJet’s shareholders Mitsui & Co., Suncor Energy, LanzaTech, British Airways, and Shell. The plant is being built at a unique moment of opportunity for SAF. The recently signed Inflation Reduction Act includes tax credits that will help jumpstart production of SAF in the U.S. and make clean jet fuels more price competitive. It also includes $297 million for a grant program dedicated to scaling up clean aviation technologies, including SAF.

Narrow-body aircraft are expected to dominate global demand, with Airbus forecasting 32,630 units out of a total 40,850 aircraft deliveries between 2023 and 2042.

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Content: The leaders of demand growth are expected to be Asian companies, mainly Chinese and Indian.
The total demand for aircraft in 2023-2042 will be 40,85 thousand units, including 32,630 thousand for narrow-body liners, 8,220 thousand for wide-body liners, Airbus predicts.
It is expected that in the next 20 years, the world ’ s airlines will replace about 17,17 thousand old aircraft with new, more energy-efficient liners.
In the future, the demand for aircraft will increasingly be determined by the need to replace the old generation, given that the aviation sector sets itself sustainable development goals, according to the Global Market Forecast 2023 review.
Demand for cargo aircraft in 2023-2042 is expected to reach 2,510 thousand units.
According to the forecast of Airbus, by 2042, the global fleet of aircraft will be 46,560 thousand, including 3,23 thousand cargo ships.
The average growth rate of passenger traffic in the world 2019-2042 will be 3.6%, freight - 3.2%, Airbus expects.
Last year, the aerospace corporation predicted total demand for aircraft in the next 20 years at 39,490 units.

Wide-body aircraft demand is projected to grow at a higher rate, with Airbus estimating 8,220 units over the same period, driven by long-haul travel needs and fleet modernization.

Regionally, Asia-Pacific is emerging as the largest market for narrow-body aircraft due to rising middle-class populations, while Europe is leading growth in wide-body aircraft demand.

Low-cost carriers are shaping demand for single-aisle aircraft, driven by their focus on short-haul, cost-efficient operations and the need for fuel-efficient models.

Rising fuel costs and stringent environmental regulations are pushing aircraft manufacturers to prioritize the development of sustainable aviation technologies, including electric and hydrogen-powered aircraft.

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Content: Highlights

  • The Biden Administration released the U.S. National Blueprint for Transportation to detail the federal government's strategy to achieve net-zero emission reduction goals by 2050.
  • The Blueprint, developed by the U.S. Departments of Energy, Transportation, and Housing and Urban Development, along with the U.S. Environmental Protection Agency, provides a "framework of strategies and actions to remove all emissions from the transportation sector by 2050."
  • The Blueprint is meant to serve as a "guide for future policymaking and research, development, demonstration, and deployment in the public and private sectors."

The Biden Administration released the U.S. National Blueprint for Transportation Decarbonization (Blueprint) on Jan. 10, 2023, setting forth a comprehensive strategy for federal leadership and partnerships to decarbonize the transportation sector in order to achieve the economy-wide 2030 and 2050 emissions reduction goals.1

Background

The Biden Administration published a long-term strategy in November 2021 with a goal of achieving net-zero greenhouse gas (GHG) admissions by 2050 and 50 percent to 52 percent reductions from 2005 levels by 2030. The new Blueprint seeks to coordinate how to get there between all levels of government and in partnership with the private sector. The document stems from a September 2022 memorandum of understanding (MOU) between the U.S. Departments of Energy (DOE), Transportation (DOT) and Housing and Urban Development (HUD), along with the U.S. Environmental Protection Agency (EPA), which committed the agencies to release the Blueprint.

The transportation sector is the largest source of GHG emissions in the U.S., responsible for one-third of all emissions. Further, transportation is closely interconnected with other sectors of the economy. For example, electric vehicles (EV) rely on electricity generation and will have different implications for manufacturing relative to manufacturing of internal combustion engine vehicles. Specific strategies to reduce full life-cycle emissions associated with transportation activities are not addressed in the Blueprint, but they are needed to achieve the Biden Administration's goals.

Both the MOU and the subsequent Blueprint note billions of dollars in clean transportation investments in the recent Inflation Reduction Act of 2022 (IRA) and Infrastructure Investment and Jobs Act (IIJA), which was enacted in 2021. While Bipartisan Infrastructure Law (BIL) and IRA equip the U.S. with many of the appropriate tools for decarbonizing the transportation sector, implementation will be critical. The scope, scale and speed of the economic shift will continue to require solutions that leverage market forces and private sector investments, which government policies and investments are intended to jumpstart and guide.

Continued innovation, research, development and demonstration across the transportation industry will be necessary to further efforts to achieve net-zero carbon emissions by 2050. The Blueprint identifies key areas of focus that the agencies will target in the coming years, including EVs and supporting infrastructure, hydrogen and hydrogen refueling networks, and sustainable aviation fuels. Additional funding opportunities and incentives will continue to be made available to promote and further their development and demonstration.

According to the document, the four agencies created the Blueprint to serve as a guide for future policymaking and research, development, demonstration and deployment in the public and private sectors, all built upon five guiding principles:

  1. implement bold actions to achieve measurable results
  2. embrace creative solutions across the transportation system
  3. ensure safety, equity and access
  4. increase collaboration and
  5. establish U.S. leadership

The strategy will focus on research and investment to support deployment before 2030, then shift to scaling up clean solutions deployment between 2030 and 2040, and complete the transition between 2040 and 2050. The Blueprint's milestones are broken down as follows:

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Strategies to Decarbonize Transportation

The Blueprint focuses on each major transportation mode and identifies specific decarbonization opportunities and challenges, highlighting the roles of various clean technologies for various applications.

The Blueprint identifies three key strategies to implement immediately to achieve the nation's 2030 emissions reduction goals:

  1. increase convenience by improving community design and land use to prioritize access and proximity to work opportunities, community services and entertainment to reduce commute burdens
  2. increase options to travel more efficiently by enabling shifts to more efficient vehicles and reducing reliance on energy-intensive modes of transport
  3. transition to clean options by deploying zero-emission vehicles and fuels for all passenger and freight travel modes

The Blueprint acknowledged that the first two strategies will contribute to reducing GHG emissions and produce significant co-benefits. The Blueprint notes that the third strategy of transitioning to clean options is expected to drive the majority of emissions reductions.

Adoption and market penetration of clean technologies for travel modes is essential to transition to zero-emission vehicles and fuels. This involves adopting highly efficient zero-emission battery vehicles, hydrogen fuel cell vehicles and sustainable fuels for vehicles and applications that are more challenging to electrify.

The following figure provides a summary of vehicle improvement strategies and technology solutions for different travel modes.

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Source: U.S. National Blueprint for Transportation

Applying the Strategies by Transportation Mode

Below is a summary of the Blueprint's application and its strategies by transportation mode.

Light-Duty Vehicles

49 percent share of current transportation emissions

With more than 280 million vehicles on the road, light-duty passenger vehicles (LDV) – cars, sport utility vehicles (SUVs) and pickup trucks – are the primary mode of passenger travel in the country and account for more than 75 percent of total U.S. passenger miles traveled. The fuel economy of new LDVs has improved by about 30 percent over the past 15 years, driven largely by regulations, including EPA GHG emissions standards and the Corporate Average Fuel Economy (CAFE) standards established by the National Highway Traffic Safety Administration (NHTSA).

The Blueprint cites increasing global sales and manufacturers' investments in EVs and battery development as evidence that EVs are clearly a viable technology to dramatically reduce GHG emissions from LDVs by 2050. The Blueprint presents strategies to ensure high market penetration of EVs over the next few decades. As such, the Blueprint underscores the importance of addressing EV charging and clean fuel infrastructure needs to enable every person and business to meet their mobility requirements.

Federal GHG Emissions Reduction Goals

  • achieve 50 percent of new vehicle sales being zero-emission by 2030, supporting a pathway for full adoption, and ensure that new internal combustion engine vehicles are as efficient as possible
  • deploy 500,000 EV chargers by 2030
  • ensure 100 percent federal fleet procurement be zero-emission by 2027

Strategy to Achieve Emissions Reduction Goals

  • implement policy and regulation to expand the market share and use of EVs, including:
    • potential GHG emissions and fuel economy policies at DOT and EPA to ensure internal combustion engine efficiency
    • tax credits and incentives established in the IRA to reduce costs of EVs and strengthen supply chains for domestic manufacturing
    • leveraging federal procurement to transition the federal fleet to EVs
  • continue EV charging infrastructure investments and planning to ensure access to convenient and affordable charging whenever needed
    • These actions will entail an equitable expansion of access to charging, including widespread public charging solutions for those without access to home charging (workplace, curbside, multi-unit buildings with shared parking) and ubiquitous fast-charging networks.
    • With the influx of EVs and the expectation that EVs will become one of the largest electricity load categories by 2050, development and implementation of solutions for effective vehicle-to-grid (V2G) integration are critical.
  • fund research and innovation that will continue to improve vehicle, battery and charger performance and reduce costs, leveraging investments from IIJA, IRA and the CHIPS and Science Act to develop a domestic EV manufacturing supply chain

Medium- and Heavy-Duty On-Road Trucks and Buses

21 percent share of current transportation emissions

While medium-duty and heavy-duty vehicles (MHDV) represent only 5 percent of total vehicles on the road, they are responsible for an outsized 21 percent of transportation emissions. MHDVs include a wide range of vehicles that vary in size from heavy-duty pickup trucks to long-haul semi-trucks. The use of these vehicles is correspondingly diverse, as this category encompasses vehicles used for local delivery, refuse collection, public transportation, long-haul goods delivery and many other purposes.

Virtually all MHDVs on the road today rely on internal combustion engines fueled with diesel (81 percent), gasoline (17 percent) and natural gas (1 percent).

The Blueprint notes increasing investments by manufacturers in zero-emission electric or hydrogen fuel cell electric powertrains. Since MHDVs are used for a variety of purposes, there will likely be a suite of zero-emission technology solutions in the future to cover various use cases. The Blueprint projects a strong role for hydrogen in the long-haul trucking sector, where the weight and size of vehicles, as well as the use case, makes battery power impractical.

Federal GHG Emissions Reduction Goals

  • aim to have 30 percent of new vehicle sales be zero-emission by 2030 and 100 percent by 2040
  • ensure 100 percent federal fleet procurement is zero-emission by 2035

Strategy to Achieve Emissions Reduction Goals

  • fund research and innovation to develop viable technologies to replace fossil fuel vehicles for all MHDV applications, with an emphasis on lower-cost and higher-energy-density batteries and fuel cell applications, as well as the use of clean hydrogen and sustainable fuels to fully decarbonize MHDVs
  • implement policy and regulation to reduce new vehicle GHG and criteria emissions and set ambitious targets for transitioning to zero-emissions vehicles on a timeline consistent with achieving economy-wide 2030 and 2050 emissions reduction goals
  • invest in strategic demonstration and deployment to support the build-out of interoperable EV charging and refueling infrastructure through coordinated planning, policy and funding opportunities

Aviation

11 percent share of current transportation emissions

As aviation demand continues to grow, the development and introduction of new aircraft and engines by manufacturers will be critical to reducing future emissions. With investments by industry and the federal government, new more fuel-efficient aircraft could be introduced.

The Blueprint emphasizes that sustainable aviation fuels (SAF) will be critical to the long-term decarbonization of aviation. The SAF production industry is still developing, but SAF production will also be aided by the new tax credits and a competitive grant program the IRA established.

Aviation decarbonization will require various vehicle and fuel solutions. In addition to SAF, battery electrification and hydrogen fuel are also potential options for replacing petroleum-based aviation fuels. These technologies can play an important role in the coming decades by decarbonizing short-distance flights and dedicated regional cargo routes. However, the Blueprint holds that they are not expected to provide a solution by 2050 for the medium- and long-haul flights that generate most of the aviation sector's carbon emissions.

Federal GHG Emissions Reduction Goals

  • reduce aviation emissions by 20 percent compared to a business-as-usual scenario
  • achieve net-zero GHG emissions from the U.S. aviation sector by 2050
  • catalyze the production of at least 3 billion gallons of SAF per year by 2030 and approximately 35 billion gallons by 2050 – enough to supply the entire sector

Strategy to Achieve Emissions Reduction Goals

  • policy and regulation to incentivize low-emission aviation innovations through new and breakthrough technologies, and to reduce emissions by providing access to and use of proven technologies from other transportation sectors
  • research and innovation to advance technological, operational and sustainable aviation fuels solutions to reduce emissions
  • expand stakeholder engagement and partnerships around the world to address the challenges and opportunities inherent in the international nature of aviation, including standards that incentivize the most effective technologies

Off-Road Vehicles

10 percent share of current transportation emissions

There are a wide range of engine sizes, power requirements, duty cycles and vehicle applications. Unlike most on-road vehicles, an off-road vehicle's engine typically provides power to propel the vehicle and to perform auxiliary work such as digging or harvesting. As a result, different applications in the off-road sector have specific requirements for ruggedness, durability and other operational constraints. Strategies for decarbonizing the off-road sector will leverage technologies similar to other sectors, including battery electric and fuel-cell EVs and sustainable fuels. However, the exact roles of different technologies and solutions across these use cases have many nuances. A deeper understanding of real-world operations and requirements is needed to enable comprehensive data-driven analysis that can identify viable pathways at the vehicle and system level.

Federal GHG Emissions Reduction Goals

  • work to establish specific targets
  • focus resources to develop technology pathways and set efficiency and zero-emissions vehicle and equipment targets

Strategy to Achieve Emissions Reduction Goals

  • increase targeted research and innovation efforts to better understand the spectrum of available technologies and collect real-world operational data to enable a deeper understanding of off-road vehicle and mobile equipment requirements
  • implement policy and regulation, including establishing GHG and efficiency standards for off-road vehicles and mobile equipment and setting ambitious targets for transitioning to zero- or low-emission technologies
  • invest in strategic demonstration to understand EV charging and clean fuel refueling infrastructure needs and support deployment through coordinated planning, policy and funding opportunities

Pipeline

4 percent share of current transportation emissions

While pipelines primarily transport fossil fuels today, in a future sustainable energy system, pipelines could also transport carbon dioxide to injection wells for carbon capture and sequestration and to other end users. They could also be used to transport hydrogen and other sustainable liquid fuels like SAF. There are several risks and barriers associated with the transportation of alternative fuels by pipeline, and potential integrity threats posed by different fuels must be fully examined and understood.

Federal GHG Emissions Reduction Goals

  • work to establish specific targets
  • by 2036, repair or replace 1,000 miles of high-risk, leak-prone, community-owned legacy gas distribution pipeline infrastructure, as well as an estimated reduction of 1,000 metric tons of methane emissions
  • eliminate leakages and enable use of pipelines for clean sustainable fuels

Strategy to Achieve Emissions Reduction Goals

  • policy and regulation that continue to increase the stringency of methane emissions limits, tackle emissions associated with pipeline operations and promote the viable use of electricity or other clean energy sources
  • infrastructure investments and improved design and planning for pipelines as made possible through provisions in the BIL
  • research and innovation to continue to develop tools and reporting systems for accurate disclosure of methane emissions, including direct measurement and remote sensing technologies; performance-based risk reduction for design, construction, operations, maintenance and fire protection of liquid natural gas (LNG) facilities; improved safety systems for underground natural gas storage facilities; and new technologies to mitigate risk posed by excavation damage to pipelines

Maritime Vessels

3 percent share of current transportation emissions

The maritime industry is international in scope, with the largest share of GHG emissions originating from international voyages. Therefore, effective decarbonization will require intergovernmental collaboration that aligns with industry and community needs.

Despite the variety of potential decarbonization fuels, technologies and policies in development, the best pathway for decarbonizing the maritime sector is unclear. New maritime technologies can be slow to be adopted, particularly when safety and operational standards still need to be established. Vessels have a long fleet turnover time – 30 years or more – so understanding the costs, standards and requirements is critical for long-term investment planning. Decarbonizing the sector by 2050 will require innovative practices, targeted regulations and a strong and immediate commitment to innovation and deployment of new and emerging technologies.

Federal GHG Emissions Reduction Goals

  • continue to support the Zero-Emission Shipping Mission (ZESM) goals to ensure that 5 percent of the global deep-sea fleet are capable of using zero-emission fuels by 2030, at least 200 of these ships primarily use these fuels across the main deep sea shipping route, and 10 large trade ports covering at least three continents can supply zero-emission fuels by 2030
  • support the U.S. domestic maritime sector by performing more research, development and demonstration into sustainable fuels and technologies and incentivize U.S. commercial vessel operators to move towards lower GHG emissions
  • work with countries in the International Maritime Organization (IMO) to adopt a goal of achieving zero emissions from international shipping by 2050

Strategy to Achieve Emissions Reduction Goals

  • research and innovation on viable alternative fuels and new technologies to determine the most promising paths to decarbonizing the maritime sector; promising fuels and technologies that can support maritime decarbonization include:
    • sustainable liquid and gaseous fuels
    • electric vessels
    • cold-ironing
    • energy efficiency and hybridization
    • renewable energy
    • exhaust treatment and carbon capture
  • international and domestic stakeholder engagement to develop and implement effective decarbonization strategies and regulation
  • infrastructure investments and improved design and planning in clean technologies and fuels for maritime applications funded through new and existing federal programs

Rail

2 percent share of current transportation emissions

The United States has the largest rail network in the world, and it is used primarily to support freight movement. While electric rail technologies are widely used worldwide, freight rail carriers in the U.S. almost exclusively use diesel locomotives. Intercity passenger and commuter carriers also heavily rely on diesel, though there are some partially or fully electrified lines. According to the Blueprint, the rail industry is currently exploring opportunities to maintain its comparative energy use advantage on a ton-mile basis by transitioning to direct use of electricity (e.g., overhead catenary charging, third-rail systems), batteries, hydrogen fuels, sustainable fuels or hybrid solutions.

Also, according to the Blueprint, the electrification of commuter rail fleets offers promising opportunities for further emissions reduction. Longer-distance rail for passengers and freight may require fuel technologies in addition to electric batteries and fuel cells to achieve emissions reductions goals, and pathways to total decarbonization still need to be determined.

Federal GHG Emissions Reduction Goals

  • work to establish specific targets
  • focus resources to develop technology pathways and set efficiency and zero-emissions vehicle targets
  • encourage greater use for passenger and freight travel to reduce emissions from road vehicles

Strategy to Achieve Emissions Reduction Goals

  • infrastructure investments in electric locomotives and the expansion of electrification corridors to help to accelerate the zero-emission transition; interoperability and infrastructure for clean fuel technology adoption will facilitate efforts.
  • multi-stakeholder collaborations to accelerate the deployment of rail technologies that reduce emissions and increase efficiency
  • research and innovation to advance technology through pilot projects, greater infrastructure investments and continued policy and regulation support that helps accelerate the growth of electrification of U.S. passenger rail system

Footnote

1. The Blueprint uses the term "decarbonization" to refer to all greenhouse gas (GHG) emissions.

The content of this article is intended to provide a general guide to the subject matter. Specialist advice should be sought about your specific circumstances.

What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What is Airbus doing to achieve sustainable aviation?

It is working on adopting innovative strategies.

Emerging markets such as Asia-Pacific and Africa are significantly contributing to aircraft demand growth, driven by urbanization and increased air travel, with Asia-Pacific leading in fleet expansion.

Challenges in these regions include inadequate infrastructure in Africa and regulatory disparities, while Asia-Pacific focuses on fleet modernization to support growing air traffic.

Title:

Content: Africa's aviation and air freight sectors are experiencing a remarkable upswing, propelled by the continent's economic expansion, urbanisation trends, and increasing global trade links. Projections indicate the African air transport market will see 5.7% annual growth over the next 20 years, surpassing worldwide averages. While challenges like insufficient infrastructure, connectivity gaps, and regulatory disparities exist, initiatives to enhance air cargo capabilities and catalyse regional integration are gaining momentum to harness Africa's immense prospects.

The African aviation and air cargo industry is undergoing a remarkable renaissance, fueled by rapid economic growth, urbanisation, and the continent's increased integration into global trade networks. As more Africans embrace air travel and businesses look for efficient logistics solutions, the sector is on track for unprecedented growth, resulting in a new era of connectivity and opportunity across the continent.

According to a projection by the World Bank, African economies are expected to grow by 3.4 in 2024. While a data from the International Air Transport Association (IATA), the African air transport market is projected to grow by 5.7% annually over the next two decades, outpacing the global average growth rate of 4.6%. This growth is fueled by a burgeoning middle class, robust economic development, and the continent's vast untapped potential.

The International Air Transport Association (IATA) has recently announced that global air cargo demand continued its robust growth for the fourth consecutive month, with Africa experiencing significant expansion in March 2024, The IATA figures show that African airlines saw a 14 % year-on-year growth in air cargo demand in March 2024.

The growth in air cargo demand, particularly in Africa, has been influenced by various factors. According to IATA, the moderate increase in global cross-border trade and industrial production has contributed to the growth in air cargo demand. The rise in e-commerce activity has also played a significant role in boosting air cargo demand globally, including in Africa. Furthermore, a notable shift from sea freight to air freight has been observed, especially for cargo moving from the Middle East to West Africa, as shippers opt for air freight to avoid the longer sea route. This longer sea voyage has become necessary due to the ongoing crisis in the Red Sea region, forcing ocean carriers to reroute their ships around the Cape of Good Hope instead of transiting through the Suez Canal. As a result, shippers are turning to air freight as a more timely alternative for cargo bound to West African ports from the Middle East.

Air cargo plays a pivotal role in facilitating trade and economic growth in Africa. However, the sector faces significant challenges, including inadequate infrastructure, limited air connectivity, and a lack of harmonised regulations across the continent.

We need to enhance our infrastructural capabilities in terms of multimodality, an area where we as a continent are lagging behind."
Peter Musola, Kenya Airways Cargo

Additionally operating an airline in Africa incurs significantly higher costs compared to other regions, primarily due to the exorbitant expenses associated with fuel and maintenance. “The average operating costs in the continent are about 4 times higher than operating in other jurisdictions,” states Peter Musola, Head of Cargo Commercial, at Kenya Airways Cargo during the recent Flower Logistics Africa and Perishable Logistics Africa events organised by Logistics Update Africa in Nairobi. Moreover, airline charges on the continent are higher, further burdening carriers and impeding their growth.

“Airlines’ cooperation, commercial agreements, and partnerships are essential to improve connectivity. African Airlines Association (AFRAA) route network and cargo coordination is aimed at creating a forum for airlines to cooperate. Another success factor is airline consolidation. Over the past 18 years, the African continent has had the lowest level of market consolidation compared to the other regions in the globe. The engagement of states, airlines, and all the relevant stakeholders is necessary to effectively achieve the required outcomes on airline consolidation in Africa,” says Abderahmane Berthé, Secretary General, AFRAA.

Berthé also highlighted significant factors such as trade and tourism development. He pointed out that intra-Africa trade currently stands at less than 20 percent, in stark contrast to over 50 percent in other regions. Similarly, intra-Africa tourism remains relatively limited, with the focus often being on tourism from non-African regions. Berthé emphasised the importance of facilitating air travel through visa openness, noting that currently, 50 percent of African citizens require a visa to travel within Africa.

Initiatives like the Single African Air Transport Market (SAATM) and the African Continental Free Trade Area (AfCFTA) are aimed at addressing these challenges by promoting open skies policies, liberalising air services, and facilitating the movement of goods across borders.

“In recent years, the air cargo industry in Africa has become one of the fastest-growing sectors; during the next five years, trade is expected to climb by 15-20%. The export of perishable goods, including as flowers from Kenya, fruits from South Africa, and Cairo, is what is fueling the expansion and presents significant potential for economic development throughout the continent. The goal across the African continent is raising quality standards so that African exports can more easily compete with goods coming from South America and other regions of the world. Improving air cargo capacity provides a growth platform for the entire economy – at Swissport, we see our success hand-in-hand with the success of the entire economic ecosystem,” says Racheal Ndegwa, CEO of Swissport Kenya.

When it comes to infrastructure and to support the growth of the aviation and air cargo sectors, African nations are investing heavily in upgrading and expanding their airport infrastructure. Major airport projects are underway in countries like Ethiopia, Nigeria, Kenya, and South Africa, enhancing capacity, improving operational efficiency, and catering to the increasing demand for passenger and cargo services.

Improving air cargo capacity provides a growth platform for the entire economy.”
Racheal Ndegwa, Swissport Kenya

Cargo Hubs and Logistics Parks play a crucial role in the African air cargo logistics sector, particularly in facilitating the efficient movement of goods across the continent. These facilities serve as strategic locations for the sorting, consolidation, and distribution of cargo, enhancing connectivity and reducing transit times.

Ethiopian Cargo has recently inaugurated a new e-commerce logistics facility, investing USD 55 million. This dedicated warehouse, designed for e-commerce goods, mail, and courier services, represents a significant advancement for the African continent's industry. It positions Addis Ababa as the primary cross-border e-commerce logistics hub for Africa and beyond.

"The e-commerce logistics facility is a significant breakthrough for Ethiopian Airlines Group and the entire African economy. We have implemented high-end technologies in the infrastructure that revolutionise the way goods are transported and delivered in the e-commerce industry in Africa. Through this facility, Ethiopian Airlines paves the way for development of e-commerce services in Ethiopia and the African continent. Built on 15,000 square meters of area, the facility boasts a capacity to handle 150,000 tons annually,” says, Mesfin Tasew, CEO of Ethiopian Airlines Group.

“Swissport will keep making investments to improve our capacity to handle cargo with temperature control. Swissport Kenya, one of our worldwide centers of excellence, has improved its perishable center by adding 750 square meters of connected cold warehouses that provide direct access from the airside to the hub of perishables. There is enough for up to 110 airplane pallets in the cold warehouse. Apart from the floral corridor, we've also constructed a vacuum chiller. This enhances our capacity to guarantee the preservation of the cold chain and the safeguarding of the produce's integrity. Additionally, we are modernising our facilities in Dar es Salaam, where Swissport operates the world's largest facility for the export of fresh meat production,” says, Ndegwa of Swissport Kenya.

Image source: Swissport Kenya

During the recent Flower Logistics Africa and Perishable Logistics Africa events organised by Logistics Update Africa in Nairobi, Caleb Kositany, Chairman of the Board of Kenya Airports Authority, emphasised the expansion plans for various airports. These plans encompass major airports such as Jomo Kenyatta International Airport (JKIA), Kisumu International Airport, Eldoret International Airport, and Moi International Airport.

Key among these developments are the construction of a new terminal building at JKIA, the expansion of cargo facilities, and the lengthening of Eldoret's runway.

IATA has introduced the "Focus Africa" initiative with the objective of bolstering the aviation sector's impact on the economic and social advancement of the African continent. This initiative strives to unite resources from public and private stakeholders to achieve its goals.

“Focus Africa" outlines six key areas for advancement: safety, infrastructure, connectivity, finance & distribution, sustainability, and skilled workforce development. The effective implementation of SAATM will play a crucial role in driving progress across these fronts, especially in addressing challenges to improve connectivity within the continent.

Ensuring the highest levels of safety and security is paramount for the aviation industry. Initiatives such as the ICAO's Comprehensive Regional Implementation Plan for Aviation Safety in Africa (AFI Plan) and the African Development Bank's Infrastructure Investment Programme aim to address these issues through targeted investments, capacity building, and regulatory harmonisation.

As the aviation industry continues to grow, addressing its environmental footprint through the adoption of sustainable practices and technologies has also become increasingly important.

African airlines are engaging in a range of attainable initiatives to mitigate the environmental impact of aviation. These efforts encompass the adoption of newer, fuel-efficient aircraft, recycling practices, utilisation of new technologies, development of systems, strategic route and schedule planning, and optimising flight paths to minimise fuel consumption. Some recent examples include Ethiopian Airlines' order of Boeing 777-9 jets.

The e-commerce logistics facility is a significant breakthrough for Ethiopian Airlines Group and the entire African economy.”
Mesfin Tasew, Ethiopian Airlines Group

The airlines are also expanding their capacity. Ethiopian Cargo has recently announced the addition of two freighter destinations to its global network. The airline will offer twice-weekly air cargo service to and from Hyderabad and Ahmedabad. These are Ethiopian Cargo’s fifth and sixth destinations in India, following New Delhi, Mumbai, Chennai, and Bangalore. Meanwhile, Kenya Airways Cargo has put its second Boeing 737-800 freighter into service, aiming to capitalise on the increased capacity to meet the growing sea-air demand to West Africa.

As Africa continues its journey toward economic growth and regional integration, the aviation and air cargo industry will play a pivotal role in unlocking the continent's vast potential. By addressing infrastructural deficiencies, harmonising regulations, and fostering collaboration among stakeholders, African nations can leverage the power of air connectivity to facilitate trade, attract investment, and promote sustainable development.

The future of African aviation and air cargo is one of immense promise, where efficient logistics solutions, technological advancements, and sustainable practices converge to drive economic prosperity and foster greater regional integration. As the world looks to Africa as an emerging market, the skies above the continent will be a vital gateway, connecting businesses, people, and cultures, and propelling Africa toward a brighter and more prosperous future.

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Aircraft manufacturers are targeting these regions with fuel-efficient models and innovative leasing strategies to overcome cost barriers and capitalize on demand for regional travel.

Title:

Content: Aircraft Leasing Market: Industry Analysis, Opportunities, Forecasts for 2020
Aircraft leasing market
The global aircraft leasing market is a very active market and is expected to witness significant growth during the forecast period.
The main factors supporting the growth of the global aircraft leasing market are the dominance of Irish and Chinese companies, growth in air passenger volume, growth in wet lease demand, etc.
However, the main trend in the global market is the transfer of global lessors to emerging regions such as the Asia-Pacific region.
On the other hand, complex and unclear lease regulations and tax policies associated with airline bankruptcies and asset recovery risks are major obstacles to the growth of the global market.
The aircraft leasing industry market has been one of the most recognised sectors in Ireland for the past four decades.
In recent years, aircraft leasing activity has increased from 2% in 1980 to more than 50% in 2016.
This shows that Irish leasing companies are fully dominant in the global market.
Ireland has become a global aircraft leasing hub, accounting for more than 50% of the overall market, with 14 of the 15 global lessors operating in Ireland. Aircraft leasing activity increased significantly from 25% in 2001 to 40% in 2014 following the 9 / 11 attacks.
This is mainly due to the increasing momentum of various leasing companies to gain a foothold in the aircraft market, rather than relying on commercial banks as the main source of aircraft financing.
Another major reason for this growth is the number of aviation-related courses conducted in Ireland, including a master ’ s degree in aviation finance from the UCD Smurfit School.
These give people a good exposure to aviation finance.
In addition, the aviation industry contributed more than $4.80 billion, which is also the main growth factor in Ireland ’ s aircraft leasing industry.
China also plays a major role in the growth of the global aircraft leasing market.
After Ireland, China is considered to be the main market for aircraft leasing.
Over the past few years, the global lessor has shown greater interest in the Chinese market and has started doing business in China.
In addition, global air passenger traffic has been growing rapidly due to the growing demand for air travel in the emerging countries of Asia Pacific, the Middle East and South America.
Over the next 20 years, global air passenger traffic is expected to grow by 4.9%.
According to the global air trade body IATA (International Air Transport Association), passenger traffic from the Asia-Pacific region is increasing, and air travel demand is expected to double in the next 15 years.
However, this is a promising picture for leasing companies, as it is predicted that aircraft leasing companies will increase their penetration of the commercial aircraft market by 20%.
The Asia-Pacific region has always been a very prominent market for the aviation industry because it is the most populous region in the world and consumes the largest percentage of air traffic.
The presence of the busiest airports in Beijing, Dubai, Singapore and New Delhi has attracted prestigious leasing companies to invest in the Asia-Pacific region for the future.
According to the International Air Transport Association (IATA), air traffic in Asia is expected to grow at a rate of 6%; it is expected to increase in the future.
Aircraft financing, leasing and investment are needed to meet growing demand.
Among these types, aircraft leasing has taken a prominent place and is growing at an alarming rate.
In addition, about 35 per cent of aircraft are lease-financed.
This surge in aircraft demand and reliance on lease financing offers an attractive opportunity for many aircraft lessors to consider using aerospace and leasing centers in the Asia-Pacific region.
In addition, the growing economic situation and the collapse of crude oil prices have also become the main trend to convince the lessor.
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Key players:
The major market players in the global aircraft leasing market are AerCap Holdings, Aviation Leasing Company, BOC Aviation Leasing, GE Capital Aviation Services, BBAM Aircraft Leasing and Management, Aviation Capital Group, Boeing Capital, SMBC Aviation Capital, Avolon and ICBC Leasing.
Aircraft leasing market competition analysis
The global aircraft leasing market is characterized by the presence of many global, regional and local suppliers.
The market competition is fierce, and all players are competing for the largest market share.
Intense competition, rapid technological development, frequent changes in government policies, and environmental regulations are key factors facing market growth.
In addition, in-house manufacturing capabilities, a global footprint network, product supply, R & D investment and a strong customer base have become key areas to surpass competitors.
Suppliers compete on the basis of cost, product quality, reliability and after-sales service.
It is vital for suppliers to provide advanced and high quality aircraft in order to survive and succeed in a competitive market environment.
Industry / Innovation / Related News:
August 2017: Aeronautical Leasing Corporation announces a long-term lease agreement with Aeromexico to add a new Boeing 787-9 aircraft equipped with GE engines.
The aircraft is expected to be delivered in June 2018.
The reason behind the agreement is to develop a modern fleet to support the company ’ s expansion of its global operations and its alliances with Delta and other airlines.
In July 2017, BOC Aviation announced the opening of new offices in New York, following Dublin, London and Tianjin.
The reason behind this expansion is that the company is expanding and establishing operations in North America.
June 2016: AerCap Holdings and Italian airline Neos announce lease agreements with two Boeing 737 MAX aircraft.
Neos will be the country ’ s first 737 MAX operator when it takes delivery of the aircraft in 2019.
20175: Aviation Capital Group announces the signing of a long-term lease agreement with Israel Airlines.
Under the agreement, the company will lease two new B787-9 aircraft from ACG ’ s order book commitments with Boeing and two new B787-8s under a sales and leaseback agreement.
The first aircraft is expected to be delivered in February 2018.
Aircraft Leasing Market Segment
For ease of reporting and deeper understanding, the aircraft leasing market is segmented according to the following factors:
Type of lease: wet lease and dry lease
Aircraft type Narrow-body and wide-body aircraft.
Regions: Includes geographic regions – North America, Europe, Asia Pacific and the rest of the world (RoW).
Analysis of Aircraft Leasing Market by Region
North America is mainly divided into the United States, Canada and Mexico.
North America is one of the leading regions in terms of revenue in the global aircraft leasing market.
The North American market is largely supported by the presence of a huge aviation market.
After Ireland, the United States is the next promising market in the world.
North America accounts for about 25% of the global aircraft leasing market.
In terms of revenue, the United States has become the main market, followed by Canada and Mexico.
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What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

What is Airbus doing to achieve sustainable aviation?

It is working on adopting innovative strategies.

Airbus has faced supply chain challenges that have reduced its 2023 delivery target from 800 to 770 aircraft, though its backlog of 8,500 units supports long-term performance.

Title:

Content: Economy
International Finance
The stock price has fallen 12%.
France ’ s Airbus, the world ’ s largest aircraft maker, lowered its performance and delivery outlook as parts supply failed to catch up with demand, sending shares tumbling more than 12 percent on Tuesday and engine supplier Rolls-Royce down 3 percent.
Airbus said on Monday that it expects to deliver about 770 aircraft this year, down from the 800 target it reiterated in April.
Adjusted EBIT guidance this year fell from a maximum of €7 billion to €5.5 billion.
The target of producing 75 top-selling A320s per month is postponed by one year from 2026 to 2027.
Airlines to renovate old aircraft parts
This is the second time that Airbus has lowered its annual delivery target in two years.
Guillaume Faury, CEO of the company, explained in a conference call that due to the delay in the assembly of aircraft caused by the shortage of engines, the problem was controlled last year, but it deteriorated again early this year.
Another supply shortage is cabin parts, Fury added, as delays in receiving orders for new aircraft, many airlines are refurbishing old aircraft, there is a phenomenon of stock rush, and it is expected that economic and geopolitical challenges will continue to supply problems for some time.
In the past two years, Airbus has been facing the problem of tight supply of spare parts, which has caused delays in production plans. Because of the coronavirus epidemic, the aviation industry has stagnated production capacity, the loss of skilled workers, and the rapid recovery of air traffic after “switching ” in various places, as well as the resumption of old aircraft replacement by airlines, supply has been far from meeting demand.
Last month, Foley predicted that the supply problem would not be fully resolved in the next two to three years.
Deutsche Bank analysts described the Airbus profit warning as surprising, meaning that delivery in June was lacklustre, even if the delivery target for this year is lowered, it is still difficult to be sure that it can be achieved, and I believe that the outlook will only turn positive after the bad news is exhausted.
Citi expects Airbus earnings to decline by 12% to 19% in the next four years, but the backlog of orders for 8,500 aircraft supports performance and valuation in the long run.
Driven by supply bottlenecks, even though major rival Boeing (BA) has been plagued by aircraft safety problems in recent years, Airbus has not been able to benefit significantly.
Boeing on Saturday, about 30 minutes after a Korean Air plane took off, suddenly fell 27,000 feet in 15 minutes, the oxygen mask fell off, 17 passengers to be treated, the airline announced on Tuesday that it is cooperating with the relevant authorities to investigate the incident.
Purchasing Spirit with Boeing to meet supply chain challenges
To strengthen supply chain quality management, Boeing plans to re-acquire two-thirds of Spirit AeroSystems (US: SPR), the aircraft manufacturer that was spun off 20 years ago, the Wall Street Journal reported on Tuesday, citing a price of more than $4 billion, but Boeing proposed at the last minute to replace cash payments with new shares, making the transaction more variable.
Kumba is also seeking an acquisition and Spirit is supplying the company with parts related businesses, but the company describes the situation as complex and is still in negotiations.
(Roundup)
[International Finance]
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Boeing delivered 340 aircraft in 2022, marking a recovery from 157 deliveries the previous year, driven by strong demand for the 737 Max and freighter sales.

Title:

Content: Boeing delivered a successful number of aircraft last year, but it still lags behind rival Airbus.
Boeing ’ s sales and deliveries of new aircraft rose sharply last year as customers were optimistic that travel demand would rise after the pandemic, but still lagged behind rival Airbus.
Boeing said on Tuesday that it delivered 340 jet aircraft to airlines and other buyers last year, up from 157 the year before, basically in line with Wall Street analysts' expectations, after the data released, encouraging Boeing (BA-US) shares to rise 2.91% in the day, at $215.40 per share.
However, Boeing ’ s good results have not been matched by rival Airbus, which yesterday reported 611 aircraft delivered last year, an 8% increase from the previous year, and has been the jet-maker ’ s leader for three years in a row.
Boeing ’ s main delivery aircraft is the 737 Max, which was grounded by regulators for nearly two years after safety incidents in 2018 and 2019.
The increase in deliveries is good news for Boeing, which for most of the past 14 months has halted deliveries of the 787 Dreamliner to customers due to safety incidents, outbreaks and manufacturing issues, and has struggled financially.
Boeing received a total of 909 aircraft orders last year, more than 771 orders from Airbus, of which more than 700 were for the 737 Max, and at least 50 were ordered by Airbus ’ loyal customer Allegiant Air, including cancellations.
Freighter sales are another bright spot, thanks to a surge in e-commerce demand and increased air traffic, with Boeing receiving orders from UPS (UP-US), FedEx (FDX-US), and Atlas Air.
Boeing will report fourth quarter and full year earnings before January 26.
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Textron is poised for growth with a $70 billion U.S. Army contract for its V-280 Valor tilt-rotor aircraft and investments in sustainable aviation fuel and electric aircraft.

Title:

Content: Textron: An Overlooked Aviation Value Opportunity

Textron has made huge strides with sustainable fuel and a valuable defense contract

16 hours ago
Summary
  • Textron's sustainability investments could pay off in the long run.
  • The company has also won a $70 billion Army contract, though this is under fire from a Lockheed Martin protest.

The aviation and defense industry can be difficult to assess due to its contract-based structure, geopolitical exposure and huge capital expenditures that may or may not pay off. As shown by cases such as the that of Boeing’s (

BA, Financial) 737 Max, a high-profile failure can lead to years of underperformance and financial losses for a company in this industry.

However, it is still possible to identify aviation and defense stocks with outperformance potential by looking for key tailwinds such as lucrative contracts, growing backlogs and technological advancements. One overlooked company that is doing well based on these criteria is Textron Inc. (

TXT, Financial).

From its humble beginnings as a synthetic yarn producer in 1923 (which was a cutting-edge product at the time), Textron’s predecessor company transitioned to a parachute maker in World War II and then began the process of making acquisitions to become an aviation, defense and industrial products conglomerate. Nowadays, it is home to several industry-leading brands, including Bell, Cessna, Beechcraft, E-Z-GO, Arctic Cat and more.

The company’s key areas of growth are aviation and defense, which are supported by a robust financial business. It recently marked a big defense milestone by winning a U.S. Army helicopter contract for its tilt-rotor aircraft, the V-280 Valor, to replace retiring Black Hawk aircraft, beating out Lockheed Martin (

LMT, Financial) and Boeing. The contract could be worth as much as $70 billion over the decades, according to the Army. Textron is also positioning itself as an early leader in sustainable aviation fuel (SAF), which could serve as a long-lasting growth booster as companies look to decarbonize.

Key contract set to drive sustainable revenue boost

A contract worth $70 billion over the next few decades may not be enough to move the needle at a giant like Lockheed Martin, but Textron has a market cap of just $14.09 billion as of this writing, and its revenue for full-year 2022 was $12.86 billion. Out of that, $3.1 billion in revenue came from the company’s Bell division, which houses its military rotorcraft and commercial helicopter operations. In other words, the V-280 Valor could be a significant revenue booster in the coming decades.

The contract has been protested by Lockheed Martin, which asked the U.S. Government Accountability Office to review the decision based on its assertion that Lockheed Martin’s proposal would provide better value to the Army and taxpayers. It should be noted this is just standard procedure and posturing; competitors cannot just take losing a contract at face value without protesting the decision because it would make them look weak and thus decrease their chances of getting more contracts in the future.

According to J.J. Gertler, a senior analyst at the Teal Group Corp., approximately 45% of such protests are successful, likely due to the highly speculative process of trying to figure out which contractor’s proposal is the best combination of value and performance. The results of this particular review are due on April 7, so the GAO’s final decision on the matter should go public soon.

However, a few years ago, Congress made it a requirement for the U.S. Department of Defense to explain to a company why it won or lost a competition, which has decreased the number of protests and increased transparency. “We are confident that the process we went through was disciplined and deliberate and it counted for the complexity of the decision that was involved,” Major General Robert Barrie said on the subject of the Army’s decision to award the contract to Textron.

Sustainable fuel investments could pay off in the long run

Textron’s Aviation division is even bigger than its Bell division, recording $5.1 billion in revenue in 2022. As the demand for aircraft of all types and sizes continues to grow on a global scale, companies are increasingly paying attention to the fuel consumption of their aircraft. Fuel is a significant cost of aircraft operation, and since there is a limited supply of fossil fuels in the world, it is destined to become increasingly expensive in the long run. Thus, aircraft manufacturers that make early moves in sustainable and alternative fuels and fuel efficiency can position themselves better for long-term growth.

All newer Textron Aviation turbine aircraft can operate with sustainable aviation fuel, which is made from renewable and waste feedstocks. While it is not clean-burning, SAF does reduce greenhouse gas emissions on a lifecycle basis. Buyers of certain Textron aircraft can get SAF in their initial tank upon delivery, and the company’s Wichita service center offers SAF refueling. Textron Aviation is aiming for all post-2020 growth to be carbon neutral, and it hopes to cut its carbon emissions in half by 2050.

Textron has also made a move into electric aircraft with its fourth-quarter 2022 acquisition of revolutionary Slovenian aircraft developer Pipistrel for $235 million. Pipistrel now makes up Textron’s new eAviation division. It’s far from being a profitability driver at the moment, as the business reported revenue of $6 million and a net loss of $10 million in the fourth quarter of 2022. However, Pipistrel is famous for having developed a light plane that can fly with an energy cost of as little as 1 euro ($1.10) per hour, and as Textron’s naming of the new division shows, it plans to focus primarily on developing the company’s electric aircraft.

Valuation and takeaway

Despite its promising growth outlook, Textron trades at a price-earnings ratio of just 17.25. Based on analyst estimates from Morningstar (

MORN, Financial), the forward price-earnings ratio is even lower at 13.43. This may be due in part to how choppy the company’s bottom line has been historically.

Textron maintains a solid balance sheet with a Piotroski F-Score of 7 out of 9 and an interest coverage ratio of 8.25, and its research and development spending typically runs around the mid 4% range of revenue, which does not break the bank. This strategy may draw criticism in a bull market, but in the current rising interest rate environment, it gives Textron a leg up to invest in growth.

The GF Value chart rates the stock as fairly valued. Despite the stock’s recent upwards trajectory and low price-earnings ratio, it has a volatile history, so the company may need to prove its ability to record significant growth before Mr. Market pays attention.

Disclosures

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Supply chain disruptions have delayed aircraft production timelines, with manufacturers like Airbus and Boeing struggling to meet delivery goals due to shortages of parts and materials.

Title:

Content: The global supply chain crisis has spread to the aviation industry, with aircraft manufacturer Airbus revealing that the supply of its best-selling single-aisle narrow-body passenger aircraft is in short supply, so deliveries of narrow-body passenger aircraft will be limited in the next three years due to disruption from the supply chain.
The Wall Street Journal reported that Airbus Chief Financial Officer Dominik Asam said in an interview that during the coronavirus epidemic, many airlines stopped ordering aircraft and even chose to postpone or cancel orders, but the epidemic has slowed down and airlines are beginning to hope to deliver new aircraft as soon as possible.
“The challenge we face is not being able to deliver aircraft in the short term, and the supply chain is not producing parts fast enough, ” said Dominik Asam.“ The challenge is not being able to deliver aircraft in the short term. The supply chain is not producing parts fast enough and we are not able to deliver all orders in real time. ”
In fact, not only is Airbus production limited, Boeing is also under pressure to deliver aircraft orders, and the related supply chain burden of aircraft parts is even heavier after the Boeing 737 Max is re-licensed for production.
During the COVID-19 pandemic, many suppliers were forced to cut production and stop production due to the epidemic, resulting in undigestible demand after the recovery of the epidemic.
# Chip Shortage # Semiconductor Out of Stock # Supply Chain # Aircraft # Large Out of Stock

These challenges have increased production costs, as manufacturers face rising expenses for raw materials and higher wages for skilled labor, exacerbated by inflation.

Title:

Content: Ticket prices will remain high in the long run.
Less seats and more passengers
PARIS (AFP) - Ticket prices are likely to continue to rise in the long term despite the recent drop in oil prices, aviation experts say.
In 2022, the gradual return of travel demand, following the lifting of COVID-19 restrictions, prompted several regions of the world to raise ticket prices.
But this year, as airlines seek to restore pre-COVID-19 passenger numbers, price volatility has peaked.
In France in April, travelers had to pay an average of 32.6% more than they did four years ago for the same flight.
The increase was up to 51% for flights from France to the Asia-Pacific region.
In the United States, the travel ticket price index published by the Federal Reserve in Saint-Louis shows an increase of 11% between April 2019 and April 2023.
These increases are occurring despite the stabilization of kerosene prices, which peaked after the start of the Russian invasion of Ukraine in February 2022.
The International Air Transport Association estimates that prices will fall this year to $98.5 per barrel, compared to $135.5 per barrel last year.
Fuel accounts for between 25% and 30% of airline costs and usually has a significant impact on ticket prices.
However, the price decline is long overdue.
In addition to fuel, “labor costs and other costs associated with the supply chain […]
They ’ re getting higher or rising, ” says Air Transport Association chief economist Mary Owens Thomsen.
“Companies need to find a way to cover these costs or they will start losing money again, ” she said this weekend in Istanbul at the General Assembly of her foundation of 300 air carriers around the world, while they are barely returning to the safety zone and have to pay off huge debts from the period of the COVID-19 crisis.
– Deficiency and inflation –
Vic Krishnan, an aviation expert at the McKinsey Strategic Consulting Center, said the key issue was not “oil prices, but rather the lack of enough seats on planes with a large number of passengers. ”
Although their order books are sometimes complete until the end of the decade, aircraft manufacturers struggle to meet their delivery goals due to the lack of parts or materials at their suppliers.
There is also the issue of “the cost of labor and many companies have had to negotiate higher wages for pilots and crew, ” according to Jeffrey Weston, a consultant at Pine & Company.
That ’ s also the case for operations companies on the ground, which had to “pay significantly higher salaries out of the COVID-19 crisis ” for couriers and mechanics, he said.
Pascal Faber, an aviation expert at Alex Partners, said: “There are not many factors that can reduce ticket prices.
Carlos Munoz, president of Spain ’ s low-cost airline Polotia, said: “With my peers, we all have the same impression, demand is still very strong despite macroeconomic headwinds. ”
But while the aviation industry will have to invest trillions of dollars to try to decarbonize by 2050 in new aircraft and renewable fuel, Mary Owens Thomsen sees no respite for consumers.
“Costs will rise until we reach commercially viable solutions that are mass-produced, ” she says.
Maybe by 2040. ”
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Military aircraft production is a critical component of the strategy for major aerospace manufacturers, diversifying revenue streams and supporting technological advancements.

Title:

Content: March 10, 2022
Abu Dhabi UAE
Prayer times
Flying...
Taking off from epidemic airports
Flying...
Taking off from epidemic airports
March 6, 2022 16: 52
Hassouna Al Tayeb (Abu Dhabi)
Major industries typically take over the helm of the economy and create jobs in society.
The growth of the world economy in the past decade has been boosted by developments in various industries, in particular technology, science, health and manufacturing.
As the pace of spending and wealth increases around the world, existing industries grow and others disappear from the scene amid the rising development of human society.
It is the responsibility of large industries to provide essential products and services that improve the lives of billions of people around the world.
The aviation industry is among the industries most affected by the COVID-19 virus, with Boeing, for example, suffering losses of about $11.9 billion in 2020.
This industry includes a number of companies that are involved in the development and manufacture of aircraft for purposes including commercial, passenger, military, cargo, government, surveillance and refueling of other aircraft in the air.
It also includes sales by private companies of equipment used for space flights and missions.
The value of the global aviation sector declined to $359.3 billion in 2020, from $818.3 billion in 2019, as a result of the Coronavirus epidemic, with expectations of $471.8 billion this year.
The aviation industry encompasses almost all aspects of air travel and related activities.
This means that it includes the entire aviation sector, the aircraft industry, research companies, military aviation, and others.
The term aviation is usually used to describe mechanical air transport that is carried out through the use of aircraft.
The sector consists of two types of aircraft, regular and helicopter, as well as the new type of drones.
The aviation industry has two types of activity, the first related to passenger and cargo transport, while the second includes aircraft manufacturing, research operations, safety and military aviation, as well as companies specialized in the production, design and use of drones.
The importance of the aviation industry lies in connecting different continents, countries and cultures, as well as facilitating long-distance travel.
It also contributes significantly to the global economy, trade between countries and the creation of millions of jobs around the world.
Among the largest aircraft manufacturers are Boeing, Airbus and Lockheed Martin.
The European Airbus, which has industrial facilities in Germany, France and the Netherlands, is the largest in the world.
The Airbus A380 is also the largest aircraft in the world.
American Boeing, based in Chicago, comes in second place.
In addition to producing military aircraft, the company is also known for manufacturing spaceships.
Lockheed Martin is the world's largest manufacturer of warplanes, including the F-16, F-35 and others.
Aircraft manufacturers are planning to reduce the rate of production of large aircraft and focus on smaller ones, a trend that began just before the outbreak of the pandemic.
These companies are working to convince airlines to buy this type of aircraft because of its fuel efficiency of 15%.
Among the largest suppliers in the aviation industry are United Technologies, General Electric Aviation, Safran, Rolls-Royce Holdings, Honeywell Aerospace and others.
The activities of manufacturers vary from the design, construction, testing, sale, maintenance and production of spare parts, spaceships and others.
The value of aircraft production in 2015 was about $180.3 billion, of which 61 percent was for airlines, 14 percent for business and general aviation, 12 percent for military helicopters and about 3 percent for civilian helicopters.
The value of maintenance, repairs and refurbishment of the aircraft is estimated at $135.1 billion, bringing the total volume of production to $315.4 billion.
Boosting demand activity is the growing affluence of the middle class in emerging markets.
Air traffic is expected to rebound significantly in Latin America and Africa, although these regions are expected to suffer even more from the spread of COVID-19.
While the proportion of aircraft grounded is usually estimated at 10%, it rose to 60% during the epidemic for 13,350 aircraft.
According to data from Asnad Aviation Consultancy, 902 new aircraft were ordered from Boeing and Airbus this year, excluding cancelled orders and orders from non-profit customers, compared to 672 in 2020.
In this climate of awakening, airlines are planning to renew their fleets, driven by a rebound in summer travel, even in Europe, despite the slower pace of recovery from the epidemic than in the United States.
All rights reserved to Al Ittihad Newspaper 2022 ©

The demand for military aviation is expected to grow, driven by geopolitical tensions and modernization programs, providing manufacturers with opportunities to secure long-term contracts.

Title:

Content: Global Armored Vehicles Market Forecast 2024-2027: Insights on Leading Players & Growth Opportunities Amidst Escalating Geopolitical Tensions

Dublin, April 01, 2024 (GLOBE NEWSWIRE) -- The "Top 5 Companies in the Global Armored Vehicles Market: General Dynamics, BAE Systems, Oshkosh Defense, Rheinmetall, Hanwha - Comparative SWOT & Strategy Focus, 2024-2027" report has been added to ResearchAndMarkets.com's offering.

The evolving geopolitical landscape is witnessing a dramatic increase in demand for armored vehicles, driven by global security concerns and the imperatives of fleet modernization, capabilities advancement, and defense technological innovation.

In a comprehensive new research publication, industry analysts provide an in-depth comparative SWOT analysis along with strategic insights on the world's top armored vehicle manufacturers: General Dynamics, BAE Systems, Oshkosh Defense, Rheinmetall, and Hanwha, earmarking them as key players in this rapidly evolving space through to 2027.

The recent analysis presents a strategic overview of the armored vehicles market landscape, spotlighting the significant surge in demand for Infantry Fighting Vehicles (IFVs), Armored Personnel Carriers (APCs), and Main Battle Tanks (MBTs) worldwide, particularly underscored by their prominent role in the ongoing Russia-Ukraine conflict. This demand is not isolated to conflict zones but is part of a broader trend in military investment and modernization. Such is exemplified by the extensive fleet upgrade programs in the UK, France, Poland, the USA, and Australia, all of which signal a tangible commitment to bolstering national and global security infrastructure.

Strategic Developments & Emerging Trends

An exclusive section of the report delves into the Strategies and Plans being pursued by these global leaders, including insights into their strategic positioning, product portfolios, and expected trajectories from 2024 to 2027. Highlighted within the report is the analysis of key emerging and disruptive technologies set to redefine the future of armored warfare including, but not limited to, advancements in mobility, firepower, protection, and digital connectivity.

Global Market Trajectory & Opportunities

As the global aerospace and defense market experiences a significant upturn, bolstered by geopolitical realignments and investment in defense capabilities, this report provides a predictive outlook on demand growth and market dynamics for armored vehicles. The global defense budget is anticipated to increase, driven by geopolitical uncertainties and a palpable shift towards multi-polarity, shedding light on potential growth avenues and opportunities for industry stakeholders.

In the midst of these market developments, the research underscores the mounting pressures on the global economy, with projections of a potential slowdown that might impact industry dynamics. Despite this cautionary forecast, the research indicates the looming possibility of a rebound fuelled by the strategic necessities of defense and security, making this study invaluable to policymakers, defense procurement professionals, and industry leaders seeking to navigate the complexities of the current and future market landscape.

Company Coverage: GDLS/GDELS, BAE Systems, Rheinmetall Defense, Oshkosh Defense and Hanwha Aerospace

Key Topics Covered:

Section - 1: Business Structure & Snapshot - For each of Global Top 5 Armored Vehicles Manufacturers

  • Founded
  • Headquartered
  • Business Segments
  • Employees
  • Product Portfolio - Major Product Platforms, Programs and Key Competitors
  • Market Capitalization/Ownership Structure
  • Key Executives
  • Shareholding/Ownership Pattern & Structure

Section - 2: Financial Performance Analysis - For each Industry OEM - Charts & Analysis: Based on Latest Available Financial Results

  • Revenue Base & Growth Trend
  • Revenues Split by Key Segments
  • Revenues Split by Key Geographic Markets & Regions
  • Gross Earnings & Margin Trend
  • Operating Earnings & Operating Margin Trend
  • Return on Sales Trend
  • Profitability Growth Trend
  • Cash Flow from Operations
  • R&D Expenditure Trend
  • CAPEX Trend
  • Order Intake & Aircraft Deliveries Trend
  • Order Backlog Position

Section - 3: SWOT Analysis-For each of the Global Top 5 Industry Players

Section - 4: Comparative Analysis of Strengths

Section - 5: Comparative Analysis of Weaknesses

Section - 6: Strategy Focus & Priorities - For each of Global Top 5 Armored Vehicles Manufacturers

Section - 7: Key Strategies & Plans

  • Business Portfolio Strategies & Plans
  • Service Level Strategies & Plans
  • Technological and R&D Strategies & Plans
  • Market Specific Strategies & Plans - Traditional & Emerging Markets
  • Corporate Strategies & Plans
  • Sales, Marketing & Branding Strategies and Plans
  • Manufacturing/Production Strategies & Plans
  • Business Growth Strategies & Plans - Organic & Inorganic
  • Financial Strategies & Plans
  • Acquisitions, Strategic Alliances & JVs
  • Other Strategies & Strategic Initiatives

Section - 8: Global Armored Vehicles Market - Force Field Analysis - Analysis of Driving & Restraining Forces and their Overall Dynamics

Section - 9: Key Trends

Section - 10: Key Issues, Challenges & Risk Factors

Section - 11: Strategic Market Outlook

  • Analysis of Emerging Market Scenario for Aerospace & Defense
  • U.S. & Global Defense Spending Trends
  • Global Top 5 & Top 10 Defense Spending Nations
  • Global Defense Spending - Market Outlook & Growth Projections - 2024-2027
  • Global Defense Spending - Trends & Spending Projections - 2024-2027
  • Global Defense Spending & Growth Rates for Key Regions
  • Global Armored Vehicles Market - Strategic Market Outlook
  • Analysis of Emerging Market Scenario for Armored Vehicles
  • Global Demand Outlook for Armored Vehicles - Forecast to 2027

For more information about this report visit https://www.researchandmarkets.com/r/op1jve

About ResearchAndMarkets.com
ResearchAndMarkets.com is the world's leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends.

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Leasing companies are increasingly influential in the aircraft market, with over 50% of the global fleet under their control, offering airlines flexible financing options.

Title:

Content: Global aircraft leasing faces a new shake-up after SMBC Aviation Capital's deal to buy smaller rival Goshawk Aviation for $6.7bn (€6.34bn).

The move comes as firms report a stronger-than-expected recovery — but one increasingly overshadowed by inflation, rising borrowing costs, and the effects of the conflict in Ukraine.

SMBC's deal puts it in the number two industry spot globally, leapfrogging Dublin-based rival Avolon, behind AerCap.

The long-awaited agreed takeover of Goshawk could increase pressure on smaller rivals to follow suit as funding costs rise with higher interest rates, analysts said. Consultant Paul O'Driscoll of advisory firm Ishka told Reuters:

It means only the biggest and strongest lessors can compete at the levels you need to compete at to win.

Leasing companies now control more than half the world's fleet of aircraft and bankers say private equity firms are also hovering over at least one lessor as the industry matures.

SMBC chief executive Peter Barrett, among the crop of leaders that emerged to run the Dublin-led aircraft leasing industry from the roller-coaster empire of Irish tycoon Tony Ryan, has said he expects the industry's growth to continue.

Speaking at the Airfinance Journal conference in Dublin recently, Mr Barrett told delegates that a series of industrial and economic crises would reshuffle the deck.

He did not address longstanding rumours of a tie-up with Goshawk at the event, one of a pair of back-to-back conferences in the world's air- leasing capital.

"You need the motivation of sellers and that is going to change, also because of increased funding costs. That's going to be a factor in whether owners hold these assets or trade them," Mr Barrett told the conference.

AerCap chief executive Aengus Kelly, who shook up the industry by buying ILFC in 2013 and then GECAS last year to secure the number one spot, said size brings increased clout in crucial negotiations with repair shops and jet makers.

"You're just at a different level to the rest of the industry," Mr Kelly told the Airline Economics conference.

"No one wants to do consolidation just to get bigger for the sake of getting bigger... but I would say it's going to be something that will happen over time."

Leasing pioneer Steven Udvar-Hazy, however, warned against deals for their own sake.

"It's not going to change the total worldwide need for aircraft. It's just a redistribution of who's supplying those aircraft to the airlines," the executive chairman of US-based Air Lease Corp ALN said.

We'd rather add more airplanes than more staff and more bureaucracy. So we'll continue to look at it and if there's a golden opportunity will grab it.

After a two-year absence during the Covid pandemic, delegates at the Dublin conferences trumpeted rising demand.

The speed of the US recovery in air travel has defied expectations, flouting amber warnings from higher interest rates to inflation, high oil prices, and geopolitical risk.

For now, there are shortages of key aircraft after Boeing's two-year 737 MAX safety grounding, then Covid-19 and most recently the confiscation of hundreds of planes in Russia.

Even wide-body jet markets are seeing more tightness after years of oversupply, Mr Kelly told analysts.

Higher ticket prices

Lessors warned airlines they were ready to pass on higher funding costs, which for travellers means higher ticket prices.

"The lessors after many years have leverage over lease rates," said Marjan Riggi, senior managing director for corporate aviation at Kroll Bond Rating Agency.

Whether and how quickly inflation and lower disposable incomes could come back to bite the industry is unclear.

Reuters

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Emerging trends in aircraft leasing include a shift toward fuel-efficient models and the expansion of leasing activities into high-growth regions like Asia-Pacific.

What impact shall the carbon tax to be imposed by EU in 2026 have on aircraft market?

It is conducive to the sales of new aircraft with better fuel efficiency.

Aircraft manufacturers are increasingly addressing lifecycle emissions by developing sustainable aviation fuels and exploring alternative propulsion technologies to meet net-zero targets by 2050.

Title:

Content: BETA
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Sustainable Aviation Fuel Plays Critical Role In The Quest For Net-Zero Carbon Emissions

Greg Fell, CEO, JETNET. We are the trusted source of information and intelligence for the business aviation community.

I was delighted to read that on March 25, 2022, Airbus performed the first A380 flight powered by 100% sustainable aviation fuel (SAF). As Airbus notes in its press statement, the A380 is actually the third Airbus aircraft type to fly on 100% SAF within the past year. These three flights are important data points in the larger picture of aviation progress and innovation.

Wider adoption of SAF is an essential step on our journey to reducing greenhouse gas (GHG) emissions, which are harmful to our atmosphere. Even though business aviation contributes only a tiny fraction (0.04%) of CO2 emissions, I believe we can play a key role in accelerating the transition to SAF. Business aviation contributes $150 billion to the U.S. economy and employs more than 1.2 million people, according to the National Business Aviation Association (NBAA). We have the influence to punch above our weight, and we are uniquely positioned to serve as authentic role models for positive change.

Sustainable aviation fuel sounds too good to be true, but it is true. The great advantage of SAF is that it is safe, certified and ready to use today. It’s a drop-in source of fuel with the potential to reduce the aviation sector’s carbon footprint. That’s why it's important that we, as an industry, champion the production, availability and use of SAF.

SAF is ready for takeoff.

What precisely is SAF? Here’s a handy definition from the U.S. Department of Energy.

“SAF is a biofuel used to power aircraft that has similar properties to conventional jet fuel but with a smaller carbon footprint. Depending on the feedstock and technologies used to produce it, SAF can reduce life cycle GHG emissions dramatically compared to conventional jet fuel.”

The DOE’s Office of Energy Efficiency and Renewable Energy has estimated that the U.S. has the potential to sustainably collect one billion dry tons of biomass each year, enough to produce 50 to 60 billion gallons of low-carbon biofuels.

SAF also provides benefits that go beyond reducing CO2 emissions. According to Neste, the world's leading producer of SAF, not only does SAF reduce GHG by up to 80% compared to fossil jet fuel use, but it also produces lower particulate emissions and less contrail.

Demand is surging, but will supply catch up?

The global market for SAF is expected to grow substantially, driven by demand across every segment of the aviation industry. Bryan Sherbacow, CEO at Alder Fuels, foresees a future in which renewable fuels are the norm and not the exception. The issue isn’t lack of demand. Most of the aviation executives and operators I speak with are genuinely interested in low-carbon fuel.

What’s missing is a coordinated set of targeted economic incentives and regulatory guidelines that will jumpstart the era of broad SAF adaption. In California, operators can take advantage of state and federal incentives to lower the cost of buying SAF. Oregon and Washington reportedly have similar programs in the queue. Ideally, populous states on the East Coast will follow those examples and create their own programs to encourage wider use of SAF.

Net-zero carbon is the goal.

To be sure, SAF is not the only answer to mitigating GHG emissions. Improvements in airframe and powerplant technologies, along with more efficient modes of operation and targeted economic policies, are also part of the solution. In the near future, we’ll probably see more aircraft powered by electricity. Frankly, I look forward to taking short hops around town in an eVTOL (electric vertical takeoff and landing) vehicle. Further into the future, we may even see aircraft operating on hydrogen fuels.

But those alternatives are still largely in test mode. SAF, on the other hand, is here today and ready for use in jet aircraft. SAF is a drop-in fuel that requires no special modifications or additional infrastructure to store, deliver or use.

“The development and commercial deployment of SAF offers the most promising opportunity for reducing net GHG emissions from aviation operations,” according to Fueling the Future: Sustainable Aviation Fuel Guide, a report created by the Business Aviation Coalition for Sustainable Aviation Fuel.

In the U.S., SAF is now available mainly on the West Coast. But even if you’re operating from an airport that doesn’t provide SAF, you can still take advantage of it through a procedure called “book and claim," which allows business jet operators to buy SAF at an airport where it isn’t physically available and receive credit for the reduction in carbon emissions.

I’ll leave you with this thought: Business aviation is an admired industry, and our hearts are in the right place. Our quest to achieve net-zero carbon emissions before 2050 is both noble and practical. Let’s use our leadership skills in concert with the global aviation community to get the job done. Right now, we need more states in the U.S. to join the cause and create programs that will spur wider adoption of SAF.

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What is Airbus doing to achieve sustainable aviation?

It is working on adopting innovative strategies.

It is investing in sustainable aviation fuel production projects.

What is the main objective of the ReFuelEU Aviation initiative?

To increase demand and supply for sustainable aviation fuel

Efforts to reduce production emissions include adopting green manufacturing processes and lifecycle carbon footprint assessments to minimize energy consumption and greenhouse gas emissions.

What is Airbus doing to achieve sustainable aviation?

It is working on adopting innovative strategies.

End-of-life recycling initiatives are being advanced through innovations in material reuse and circular economy practices, ensuring aircraft components are repurposed to reduce waste.

Title:

Content: EU launches zero-emission aviation alliance to welcome carbon-neutral aircraft
PARIS (AFP) - The European Commission today urged the aviation industry to join its Alliance on Zero Emission Aviation in preparation for the arrival of carbon-neutral aircraft.
Advertisement
The European Commission envisages a zero-emission aviation alliance with representatives of aircraft manufacturers, airlines, airports, energy companies and fuel suppliers, passenger and environmental interest groups, and regulatory and certification bodies.
The Commission said all participants would work to “identify all barriers to commercial service of this type of aircraft and develop a set of recommendations and a development plan to address these barriers, as well as to promote investment plans, while creating synergies and momentum among members ”.
Aviation currently accounts for 2.5% to 3% of global CO2 emissions.
Decarbonisation of the aviation sector is one of the major challenges for the EU to reach its carbon neutrality target by 2050.
And in the near future, if the aviation industry is to reduce its carbon footprint, it will have to replace current fossil fuels with sustainable aviation fuels.
Aircraft manufacturers are also working to introduce regional aircraft with hybrid or electric propulsion, with a maximum range of hundreds of kilometers.
European aircraft manufacturer Airbus is developing a hydrogen-powered medium-range aircraft with a target of commercial service by the end of 2035.

What is Airbus doing to achieve sustainable aviation?

It is working on adopting innovative strategies.

The business jet market is projected to grow from $19.2 billion in 2023 to $27 billion by 2032, driven by increasing demand for personalized travel and technological advancements.

Title:

Content:
Business Jet Market Share, Size, Trends, Segments And Forecast By 2024-32Business Jet Market

(MENAFN- IMARC Group) The latest report by IMARC Group, titled“ Business Jet Market : Global Industry Trends, Share, Size, Growth, Opportunity and Forecast 2024-2032 “, The global business jet market size reached US$ 19.2 Billion in 2023. Looking forward, IMARC Group expects the market to reach US$ 27.0 Billion by 2032, exhibiting a growth rate (CAGR) of 3.8% during 2024-2032.

A business jet, also known as a private jet, is a specialized aircraft designed and manufactured for the specific needs of corporations, businesses, and affluent individuals. These jets are equipped with modern amenities, advanced technology, and luxurious interiors, ensuring a premium travel experience that emphasizes privacy, comfort, and efficiency. They offer flexibility in scheduling, enabling executives and professionals to adhere to tight schedules, attend multiple meetings in different cities within a single day, or respond rapidly to emerging opportunities or challenges. The global market for business jets caters to various industries, including finance, entertainment, government, and technology sectors. Business jets serve as a symbol of status, excellence, and innovation, reflecting the dynamism and ambition of the organization or individual that utilizes it. They also provide a secure and confidential environment for conducting business, fostering negotiations, and strengthening relationships. In recent years, there has been a growing trend toward customizing business jets to meet individual preferences and unique requirements, further adding to the allure and distinctiveness of this mode of transport.

For an in-depth analysis, you can refer sample copy of the report: https://www.imarcgroup.com/business-jet-market/requestsample

Business Jet Market Trends and Drivers:

The global business jet market is primarily driven by the rising demand for enhanced mobility, time efficiency, and personalized travel experiences among corporate executives and high-net-worth individuals. The continuous globalization of business and expansion of multinational corporations necessitates rapid and flexible transportation solutions, propelling market growth. Moreover, innovations in technology, design, and comfort features are attracting new customers, while the trend toward fractional ownership and leasing options is making business jet travel more accessible to a broader range of companies and individuals. Along with this, the growing awareness of the strategic advantages of business jet travel in terms of productivity, convenience, and competitive edge is fueling the market expansion. In addition, the emergence of eco-friendly business jet models, with improved fuel efficiency and reduced carbon emissions, aligns with the global push toward sustainability and responsible corporate citizenship. This, coupled with robust economic growth in emerging markets, regulatory support, and a shift toward more flexible and adaptive business practices, is supporting market growth. Furthermore, governments and regulatory bodies are increasingly facilitating the use of business jets by easing restrictions and streamlining certification processes, making it easier for companies to operate business jets. In line with this, the escalating demand for pre-owned business jets, as more companies and individuals seek cost-effective options for private air travel, is augmenting the market growth. Besides this, the incorporation of cutting-edge technologies such as advanced avionics systems, in-flight entertainment, and connectivity solutions is enhancing the appeal of business jets to tech-savvy customers and businesses looking to offer state-of-the-art travel experiences. Other factors, including the need for fast and efficient travel, the emergence of specialized services like maintenance, repair, and overhaul services, rising demand for long-range business jets, and evolving travel preferences toward private aviation, are also creating a positive market outlook.

Report Segmentation:

The report has segmented the market into the following categories:

Breakup by Type:

  • Light
  • Medium
  • Large

Breakup by Business Model:

  • On-Demand Service
    • Air Taxis
    • Branded Charters
    • Jet-Card Programs
  • Ownership
    • Fractional Ownership
    • Full Ownership

Breakup by Range:

  • < 3,000 NM
  • 3,000 – 5,000 NM
  • > 5000 NM

Breakup by Point of Sale:

  • OEM
  • Aftermarket

Market Breakup by Region:

  • North America (United States, Canada)
  • Asia Pacific (China, Japan, India, South Korea, Australia, Indonesia, Others)
  • Europe (Germany, France, United Kingdom, Italy, Spain, Russia, Others)
  • Latin America (Brazil, Mexico, Others)
  • Middle East and Africa

Competitive Landscape with Key Player:

  • Airbus
  • Bombardier Inc.
  • Dassault Aviation
  • Embraer S.A.
  • Gulfstream Aerospace
  • Honda Aircraft Company
  • Pilatus Aircraft
  • Piper Aircraft
  • Saab AB
  • Textron Inc.
  • The Boeing Company

Note: If you need specific information that is not currently within the scope of the report, we will provide it to you as a part of the customization.

About Us

IMARC Group is a leading market research company that offers management strategy and market research worldwide. We partner with clients in all sectors and regions to identify their highest-value opportunities, address their most critical challenges, and transform their businesses.

IMARC's information products include major market, scientific, economic and technological developments for business leaders in pharmaceutical, industrial, and high technology organizations. Market forecasts and industry analysis for biotechnology, advanced materials, pharmaceuticals, food and beverage, travel and tourism, nanotechnology and novel processing methods are at the top of the company's expertise.

Contact Us:

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MENAFN provides the information “as is” without warranty of any kind. We do not accept any responsibility or liability for the accuracy, content, images, videos, licenses, completeness, legality, or reliability of the information contained in this article. If you have any complaints or copyright issues related to this article, kindly contact the provider above.

The regional jet market is expected to see significant growth in Asia-Pacific, with demand forecasted to increase from 3,314 to 9,701 units over the next 20 years.

Title:

Content: People 's Daily Online > > Economy and Technology
Domestic commercial aircraft ARJ21 and C919 launch Southeast Asia demonstration flight
February 27, 2024 14: 08 | Source: Xinhua
Small number
The reporter learned from China Commercial Aviation Company on February 27 that on the 27th, domestic commercial aircraft ARJ21 and C919 opened the prelude to the demonstration flight in Southeast Asia.
Over the next two weeks, ARJ21 and C919 aircraft will conduct demonstration flights in Vietnam, Laos, Cambodia, Malaysia and Indonesia.
According to the arrangement, the demonstration flight mainly verifies the adaptability of domestic commercial aircraft to relevant airports and routes in Southeast Asia, the adaptability of airport ground service equipment, the applicability of special flight procedures and the economy of route operation, shows the good performance of the aircraft, and lays a foundation for the subsequent development of the Southeast Asian market.
The ARJ21 and C919 aircraft participating in the demonstration flight are the two aircraft that have just completed the Singapore Air Show flight performance.
During the demonstration flight, the two aircraft will also be on static display, and the manufacturer, China Commercial Aviation Company, will launch product promotion activities.
Since entering commercial operation in June 2016, the ARJ21 aircraft has delivered 127 aircraft and safely transported more than 11 million passengers.
Among them, two ARJ21 aircraft operated by Indonesia's Lingya Airlines have opened four routes to five cities based in Jakarta, carrying more than 100,000 passengers safely.
Since the successful completion of its first commercial flight on May 28, 2023, the C919 aircraft has delivered four to China Eastern Airlines, its first customer, and opened round-trip flights from Shanghai to Beijing and Shanghai to Chengdu.
According to COMAC's latest market forecast, the demand for passenger aircraft in the Asia-Pacific market will increase from 3,314 to 9,701 in the next 20 years, with huge market demand potential.
(Reporter Jia Yuankun)
(Editor: Hu Yongqiu, Yang Guangyu)
Public Number ： People 's Network Finance
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The commercial aircraft market is anticipated to grow at a CAGR of over 5.5% during the forecast period, driven by rising air passenger numbers and investments in aircraft modernization programs.

Title:

Content: Commercial Aircraft Interior Lighting Global Market Report 2023: Increasing Aircraft Modernization Programs Drive Demand

Dublin, IRELAND

Dublin, April 21, 2023 (GLOBE NEWSWIRE) -- The "Commercial Aircraft Interior Lighting Market - Growth, Trends, COVID-19 Impact, and Forecasts (2023 - 2028)" report has been added to ResearchAndMarkets.com's offering.

The commercial aircraft interior lighting market is anticipated to grow at a CAGR of over 5.5% during the forecast period.

A growing number of air passengers, rising investments in the aviation sector, and increasing aircraft modernization programs create demand for internal systems, which drive market growth.

Increasing preference for new LED and OLED lights to enhance customer experience during the flight is expected to support the development of the market.

Furthermore, increased demand for non-electrical floor path lighting drive market growth. It consists of photoluminescent lighting strips installed on the cabin floor to guide passengers to emergency exists in case of lighting failures. The system does not require a lightweight power source, has an improved lifespan, and has zero maintenance.

Additionally, aging aircraft are undergoing refurbishments to extend their service lives, which may further generate demand for interior cabin products. Traditional lights are being replaced by advanced LEDs that have longer lives, low power consumption, robust designs, and enable easy installation, driving the market's growth during the forecast period.

Commercial Aircraft Interior Lighting Market Trends

Narrow-body Aircraft Segment is Expected to Show the Highest Growth During the Forecasts Period

Narrow-body aircraft are estimated to show remarkable growth during the forecast period. The growth is due to increasing narrow-body aircraft deliveries and investment in aircraft modernization programs.

In 2021, Boeing delivered 263 narrow-body aircraft (43 aircraft delivered in 2020), while Airbus delivered 533 narrow-body aircraft (484 aircraft delivered in 2020). Furthermore, Air India is planning to buy 300 narrow-body aircraft, one of the largest orders in India's commercial aviation.

Thus, growing orders for narrow-body aircraft and increasing expenditure from airlines on aircraft interior lighting systems drive the market growth. In addition, airlines are adopting advanced technologies to enhance passengers' experience during flights.

For instance, in November 2021, Singapore Airlines (SIA) launched new cabin products that were rolled out on its Boeing 737-8 fleet. The products include business class seats, Wi-Fi service, and others.

The business class seat has USB charging ports, an in-seat power supply, a reading light with adjustable brightness, and mood lighting. Such developments are likely to fuel the demand for commercial aircraft lighting over the forecast period.

North America Will Dominate the Market During the Forecast Period

North America is projected to show significant growth during the forecast period. The growth is due to the presence of well flourish aviation industry, increasing aircraft deliveries, and growing spending on the aviation sector. Developing air traffic and the modernization of aging aircraft is likely to boost market growth in the coming years.

Boeing, an aircraft manufacturer, forecasts that there is expected to be demand for about 41,170 new passenger and freighter aircraft deliveries over the next 20 years. Of the total projected deliveries, 23% of the new aircraft deliveries are likely to go to the North American region. In comparison, 63% will go to Europe, Asia-Pacific, and China, with a share of 21% respectively.

For instance, in June 2022, Delta Air Lines plans to buy 12 new A220-300 aircraft from Airbus. Also, Delta announced that it would buy 100 Boeing 737 MAX 10 jets worth about USD 13.5 billion and has options to buy another 30. In addition, in June 2021, United Airlines, an American airline, ordered 270 commercial aircraft, out of which 200 were Boeing Max jets and 70 Airbus A321neos.

The airline is planning to make seatback screens central to its new aircraft interiors and add higher numbers of roomier seats in coach. Thus, growing investments from airlines and increasing aircraft deliveries will create demand for advanced aircraft lighting systems that drive market growth across North America.

Commercial Aircraft Interior Lighting Industry Overview

The market for commercial aircraft interior lighting is fragmented, with several global and local players. Some prominent players are Collins Aerospace, STG Aerospace, Cobalt Aerospace, Safran SA, SELA, and Diehl Stiftung & Co. KG. The commercial aircraft interior lighting market is highly competitive. Product innovation is critical for the existing players to enhance their market presence. Moreover, long-term OEM contracts help companies maintain stable growth with increasing aircraft orders. For instance, Diehl Aviation and HAECO cabin solutions enter into a strategic commercial agreement to deliver a wide range of aircraft cabin interior components such as lighting systems, stowages, galleys, lavatories, seating, and reconfiguration engineering.

Key Topics Covered:

1 INTRODUCTION

2 RESEARCH METHODOLOGY

3 EXECUTIVE SUMMARY

4 MARKET DYNAMICS

5 MARKET SEGMENTATION
5.1 Aircraft Type
5.1.1 Narrow-body Aircraft
5.1.2 Wide-body Aircraft
5.1.3 Regional Aircraft
5.2 Light Type
5.2.1 Reading Lights
5.2.2 Ceiling and Wall Lights
5.2.3 Signage Lights
5.2.4 Lavatory Lights
5.2.5 Floor Path Lighting Stripes
5.3 Cabin Class
5.3.1 Economy Class
5.3.2 Business Class
5.3.3 First Class
5.4 Geography
5.4.1 North America
5.4.1.1 United States
5.4.1.2 Canada
5.4.2 Europe
5.4.2.1 Germany
5.4.2.2 United Kingdom
5.4.2.3 France
5.4.2.4 Rest of Europe
5.4.3 Asia-Pacific
5.4.3.1 China
5.4.3.2 Japan
5.4.3.3 India
5.4.3.4 South Korea
5.4.3.5 Rest of Asia-Pacific
5.4.4 Latin America
5.4.4.1 Brazil
5.4.4.2 Mexico
5.4.4.3 Rest of Latin America
5.4.5 Middle East and Africa
5.4.5.1 United Arab Emirates
5.4.5.2 Saudi Arabia
5.4.5.3 South Africa
5.4.5.4 Egypt
5.4.5.5 Rest of Middle East & Africa

6 COMPETITIVE LANDSCAPE

7 MARKET OPPORTUNITIES AND FUTURE TRENDS

A selection of companies mentioned in this report includes

  • Collins Aerospace (United Technologies Corporation)
  • STG Aerospace Limited
  • Cobalt Aerospace Group
  • Safran SA
  • Diehl Stiftung & Co. KG
  • SELA Lighting Systems
  • Astronics Corporation
  • Luminator Technology Group
  • Schott AG
  • Cobham PLC
  • Soderberg Manufacturing Co. Inc.
  • Bruce Aerospace

For more information about this report visit https://www.researchandmarkets.com/r/t8a1fn

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