The global aerospace industry is shifting towards sustainability and efficiency, focusing on reducing carbon emissions.

The Asia-Pacific region is the largest market for single-aisle aircraft, while Europe is driving growth with demand for fuel-efficient options.

The global single-aisle aircraft market is expected to reach $222.20 billion by 2030, growing at a 12.5% CAGR.

Airlines prioritize fuel-efficient aircraft.

The global fleet will reach 46,560 thousand aircraft and 3,230 thousand cargo ships by 2042.

From 2019-2042, passenger traffic is expected to grow at 3.6% and freight at 3.2%.

Boeing forecasts 44,000 aircraft by 2043, mostly single-aisle planes.

Global demand for new aircraft is expected to reach 43,610 in 20 years, led by North America with 9,160 aircraft.

Single-aisle aircraft will comprise 64% of the global passenger fleet, with over 32,500 new units demanded in the next 20 years.

The world will need 19,000 new aircraft worth $3.2 trillion in the next decade, with the global fleet reaching over 49,000 by 2040.

By 2040, China's and Asia Pacific's passenger shares are expected to grow to 20% and 21%, from 15% and 18%, respectively.

New aircraft generations are 20% more fuel-efficient than their predecessors.

SAF is considered the most effective means to decarbonize aviation, with potential emissions reductions of 27% using 30% SAF.

Airbus aims for zero aviation emissions by 2050 through sustainable fuel and efficiency improvements.

Boeing is focusing on sustainable aviation fuels, with its CEO believing hydrogen aircraft won't be viable until 2050.

Comac has 1000 firm orders for the C919 aircraft.

Comac targets 150 annual C919 productions.

Airbus has over €10 billion in net cash, while Boeing has $17 billion in negative net assets and $39 billion in debt.

Comac may break Airbus and Boeing's monopoly as it seeks certification for the C919.

Airbus delivered 611 planes in 2021, surpassing Boeing's 302 deliveries.

The global aerospace industry is shifting towards sustainability and efficiency, focusing on reducing carbon emissions.

The Asia-Pacific region is the largest market for single-aisle aircraft, while Europe is driving growth with demand for fuel-efficient options.

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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The global single-aisle aircraft market is expected to reach $222.20 billion by 2030, growing at a 12.5% CAGR.

Airlines prioritize fuel-efficient aircraft.

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.

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.

The global fleet will reach 46,560 thousand aircraft and 3,230 thousand cargo ships by 2042.

Title:

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.

From 2019-2042, passenger traffic is expected to grow at 3.6% and freight at 3.2%.

Boeing forecasts 44,000 aircraft by 2043, mostly single-aisle planes.

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Content: Boeing expects the aviation industry to need 44,000 aircraft by 2043
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Boeing expects the aviation industry to need 44,000 aircraft over the next two decades.
Boeing, in its latest long-range forecast on Friday, said it expected the total number of passenger and cargo planes in use around the world would almost double by 2043.
Boeing director Darren Holst explained that travel is more important to people now than during the coronavirus pandemic.
Demand is also increasing as aircraft are replaced later than usual due to delivery bottlenecks.
Holst said the age of the fleet was one to one-and-a-half years older, on average, than before the pandemic.
Boeing raised its demand forecast by 3% in a year, and about three-quarters of the aircraft required will be single-aisle aircraft.
Low-cost aircraft play a key role in this, Holst said, adding that one-fifth of expected long-term demand is expected to come from China alone.
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Global demand for new aircraft is expected to reach 43,610 in 20 years, led by North America with 9,160 aircraft.

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

Single-aisle aircraft will comprise 64% of the global passenger fleet, with over 32,500 new units demanded in the next 20 years.

The world will need 19,000 new aircraft worth $3.2 trillion in the next decade, with the global fleet reaching over 49,000 by 2040.

By 2040, China's and Asia Pacific's passenger shares are expected to grow to 20% and 21%, from 15% and 18%, respectively.

New aircraft generations are 20% more fuel-efficient than their predecessors.

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Content: Five flights converging to Lyon demonstrate potential for greening of aviation

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Aviation associations call for policies to support the continued transition to net zero carbon emissions

Today, five European flights will converge on Lyon Airport, applying innovative technologies, fuels and air navigation procedures to minimise their carbon emissions, thus showing the potential to transform the environmental impact of the aviation industry. The flights – from Amsterdam, Barcelona, Bucharest, Frankfurt and Lisbon – are arriving this afternoon on the occasion of the European Commission’s ‘Connecting Europe Days’ event using the following measures:

  • Environmentally optimised routings – By taking advantage of airspace normally reserved for the military and by using improved vertical and lateral profiles, new, more direct routings are made possible, improving trajectories and descents into Lyon Airport’s approach airspace. In this way, the five flights are achieving a more optimal trajectory for minimising fuel burn and thus reducing emissions. These are made possible thanks to collaboration between EUROCONTROL, the air navigation service providers from eleven countries[1] and the respective National Military Authorities, in partnership with the ALBATROSS project[2].
  • Sustainable Aviation Fuels (SAFs): Airlines including Air France, easyJet, KLM, Lufthansa, Transavia and Vueling are each uplifting 30% SAF on a total of ten flights departing from Lyon, resulting in a CO2 emissions reduction of 27% per flight compared to conventional fuel use. Increased SAF uptake has been proven to be the most effective means to decarbonise aviation in the next decades until newer technologies, such as hydrogen, become available.
  • Carbon neutral airport operations and infrastructure – Lyon Airport is deploying the most energy-efficient operational know-how and solutions for the turnaround of these aircraft. The host airport is an exemplary part of VINCI Airports’ environmental strategy, having already achieved carbon neutrality with compensation in 2017 within Airport Carbon Accreditation.  It is now on course to become the first commercial airport in France to reach net zero CO2 emissions by 2026 within the scope of its business. Lyon Airport is also a pilot for VINCI Airports’ plan to kickstart hydrogen use at airports to accommodate hydrogen-powered aircraft as early as 2023, in partnership with Airbus and Air Liquide.

This coordinated action has shown what can be achieved through the application of measures set out in the Destination 2050 Roadmap,[3] an initiative of the five leading European aviation associations[4] to identify a pathway for their sector to reach the EU’s climate goal of net zero carbon emissions by 2050. The European aviation industry is committed to this Roadmap, but in order to make today’s exceptional measures possible on a wider basis, they call for political support for its four pillars, including:
Aircraft and engine technologies

  • New technologies are expected to enter the market in the 2030s. To make this happen, Technology Readiness Level (TRL) is needed by 2027-2030 and efficient certification procedures are required. At the same time, the further enhancement of existing technologies should not be neglected as they still have vast potential to contribute to the drastic reduction of aviation emissions. So far, each new generation of aircraft is on average 20% more fuel-efficient than its predecessors.
  • Full support for funding programmes at EU level (via the Clean Aviation Joint Undertaking) and Member State level is needed to stimulate further development and deployment of new technologies.
  • Support industry via incentives and de-risking investments.

Air traffic management and aircraft operations

  • Full support for research under the EU’s SESAR 3 Joint Undertaking on new technologies and procedures is needed to enable the transition to more sustainable and efficient skies.
  • National governments to fully implement the Single European Sky, for example by supporting the roll-out of measures such as cross-border Free Route Airspace (allowing aircraft to freely plan a more direct route between defined entry and exit points) and Flexible Use of Airspace (enabling a switch from military to civilian use at short notice).

SAFs

  • Sustainable Aviation Fuels (SAFs) represent one of the most promising solutions to decarbonise aviation, however production is still very low and prices are too high.
  • Incentives are necessary to incentivise production and bridge the price gap between SAFs and conventional jet fuel.
  • An EU blending mandate offers the necessary policy framework to increase production and uptake of SAF.

Smart economic measures

  • Economic measures will be critical in the short term until the sector can start relying on SAFs and new technologies (circa 2030s).
  • An ambitious global measure, such as CORSIA, is necessary. Aviation is by its nature a global industry, therefore it needs one single emissions trading/offsetting scheme to avoid carbon leakage and double counting of emissions.

With the necessary political support and the right legislative framework, our members can take the required steps to achieve the EU’s net zero carbon emissions target by 2050.

[1] Belgium (skeyes), Croatia (Croatia Control), France (DSNA), Germany (DFS), Italy (ENAV), the Netherlands (LVNL), Portugal (NAV Portugal), Romania (ROMATSA), Serbia (SMATSA), Spain (ENAIRE) and Switzerland (skyguide)

[2] https://www.dlr.de/ft/en/desktopdefault.aspx/tabid-17433/

[3] https://www.destination2050.eu/

[4] A4E, ACI EUROPE, ASD Europe, CANSO, ERA

Lyon, 28 June 2022

Airlines demonstrate pivotal role increased SAF uptake and Single European Sky implementation would have in reducing CO2 emissions

  • On the 10th anniversary of the EU’s ‘Connecting Europe Days’[1] event, ten regularly scheduled A4E flights[2] departing from Lyon Saint Exupéry Airport are uplifting a 30% blend of sustainable aviation fuel (SAF) produced and supplied by TotalEnergies, single-handedly reducing emissions from these flights by 27%[3] compared to using conventional jet fuel.
  • Increased SAF uptake will play a key role in airlines’ ability to reach Europe’s Green Deal climate goals and the sector’s own 2050 net zero emissions targets.
  • Select flights to Lyon[4] will also put the Single European Sky into early action, securing even further CO2 savings thanks to optimised flight routings in collaboration with the Single European Sky’s ATM Research (SESAR)’s ALBATROSS project.
  • EU countries must implement the Single European Sky to avoid expensive sustainable aviation fuels being wasted on inefficient routings.

Europe’s airlines are demonstrating their continued commitment to sustainable air transport by operating dedicated flights with sustainable aviation fuel (SAF) during the European Commission’s ‘Connecting Europe Days’ – (CED) which kicks off at Lyon Saint Exupéry Airport today with the “Connecting Europe by Air: the Green Transformation” event. Over 2,000 conference participants are expected to attend the 10th anniversary of these events, including hundreds of youth from across Europe*.

A4E airlines including Air France, easyJet, KLM, Lufthansa, Transavia and Vueling are each uplifting 30% SAF on a total of ten flights departing from Lyon today, resulting in a CO2 emissions reduction of 27% per flight compared to conventional fuel use. Increased SAF uptake has been proven to be the most effective means to decarbonise aviation in the near term, and for long-haul flights until newer technologies, such as hydrogen, become available.

In addition, multiple flights to the conference will also operate with sustainable aviation fuel onboard and feature further sustainability measures currently in place today, including reduced single-use plastics, crew uniforms made from recycled plastic bottles, sustainable catering and further off-setting of emissions through certified climate projects.

Airlines will also showcase the emissions reduction benefits which would result if Member States would stop blocking — and start implementing the Single European Sky, with flights to Lyon following unrestricted, fully optimised routings as part of SESAR’s ALBATROSS project. ALBATROSS is currently conducting hundreds of gate-to-gate flight trials across Europe to demonstrate how optimised ATM operations and new technologies can mitigate aviation’s environmental footprint and maximise emissions reductions, with the goal to reduce average CO2 emissions per flight by 5-10% (0.8-1.6 tonnes) by 2035 through enhanced cooperation.

Despite the current challenges our sector is facing, operationally in the wake of the global pandemic, geopolitically and with rising costs – airlines’ commitment to sustainable air transport is stronger than ever. Today, under real operational conditions, we’ve demonstrated that increased SAF uptake and more efficient air traffic management in Europe can reduce CO2 emissions by more than 30% per flight. Now we need policy-makers to do their part in helping to make SAF more accessible and affordable – but equally, we need national governments to finally implement the Single European Sky, to avoid expensive fuels from being wasted on inefficient routings”, said Thomas Reynaert, Managing Director, Airlines for Europe (A4E).

As today’s event shows, aviation’s decarbonisation cannot be achieved by airlines acting alone. It requires the collective efforts of many different players, including policy-makers and suppliers, so that all European travellers can benefit – especially the younger generation of flyers, who expect nothing less from us”, Reynaert added.

A4E airlines’ involvement in Connecting Europe Days includes:

Air France-KLM Group

As demonstrated by its “Destination Sustainability” program, Air France-KLM Group aims to be a European leader in sustainable aviation. To illustrate its strong commitment, the Air France-KLM Group airlines are mobilizing on the occasion of the “Connecting Europe Days”. Five flights operated by Air France, KLM and Transavia will fly to their destinations carrying 30% sustainable aviation fuel onboard. This marks the first time that Transavia France operates with SAF on any of its flights, and it is the first time that all carriers of the Air France-KLM Group carry SAF on the same day. Finally, Air France-KLM representatives will participate in panel discussions at the event. Through these actions, AF-KLM Group carriers want to demonstrate that sustainability is not an option, but a necessity — also for aviation, and the Group remains committed to its efforts.

easyJet

easyJet’s flight EJU4434 from Lisbon to Lyon will follow a specifically designed, optimised flight plan to showcase the potential for significant CO2 savings if the Single European Sky was implemented. Sustainable aviation fuel (SAF) will be uplifted at Lyon for the return flight and two other flights departing Lyon that day. Each of easyJet’s flights is already 100% offset, at no cost to its customers, and the airline only invests in projects that are certified by the highest standards. As with all its flights, the airline operates a modern fleet of aircraft efficiently and aim to fill most of its seats to reduce CO2 emissions per passenger. Ultimately, easyJet has committed to Race to Zero and achieving net-zero CO2 emissions by 2050, with a focus on the development of innovative, zero carbon emissions technology. The airline has also introduced new crew uniforms made from recycled plastic bottles. This comes in addition to the 36 million single-use plastic items that were already eliminated from inflight operations. The new uniforms will be on display at the Destination 2050 stand at the Connecting Europe by Air: The Green Transformation event. In addition, one of easyJet’s young Italian pilots who is also pursuing a PhD focussing on sustainability and technological innovation in aviation will participate in the Youth Panel.

Lufthansa

With its flight LH1076 from Frankfurt to Lyon, Lufthansa shows what can be done already today to fly as sustainable as possible. The flight will be set carbon-neutral: The CO2 emissions will be offset with 50% SAF and 50% using high-quality carbon offset projects. Lufthansa will also uplift SAF in Lyon for the return flight to Frankfurt. With regards to operational efficiency, the use of the SESAR ALBATROSS allows for particularly efficient approach procedures. The Lufthansa Group is also constantly investing in fleet modernisation, and with the A320neo will showcase one of the most fuel-efficient aircraft of its type of which Lufthansa was the launching customer. Lufthansa has also made a conscious effort to create a sustainable and attractive onboard catering service with many fresh products. Step by step, single-use plastic articles are to be replaced by sustainable materials, and PET bottles are recycled in a so-called closed loop in Frankfurt, meaning from the recycled raw material, new PET bottles will be produced.

Vueling

Part of International Airlines Group (IAG), Vueling will operate two dedicated flights to the Connecting Europe Days events between Barcelona and Lyon Saint Exupéry Airport on 28 June with around 20 invited students from Barcelona University (UB) and Universitat Oberta de Catalunya (UOC) onboard. The airline has managed to reduce around 63% of the CO2 emissions from these flights thanks to the purchase of sustainable aviation fuel (SAF) equivalent to the 50% of required fuel for the route Barcelona to Lyon and produced by Repsol, and a 30% SAF uptake by Total Energies on the return flight to Barcelona. It has also flown an optimised flight plan route thanks to the coordination with the ALBATROSS Team, and with a new generation Airbus A320neo. With this action, Vueling demonstrates that aviation can improve considerably if regulators put focus on the development of sustainable aviation fuels and airspace efficiency in line with the Single European Sky strategy.

[1] See: connectingeuropedays (europa.eu)

[2]Flights on 28 June include: EasyJet: Flights EJU4434 from Lisbon to Lyon; Lyon to Gatwick and Lyon to Toulouse; Lufthansa:Flight LH1076 from Frankfurt to Lyon and flight LH1077 from Lyon to Frankfurt; Air France flights AF1594 from Lyon to Brest and AF1574 from Lyon to Pau; KLM flight KL1415 from Amsterdam to Lyon, flights KL1416 and KL1418 from Lyon to Amsterdam; Transavia flight TO7770 from Lyon to Porto; Vueling flight VY1220 from Barcelona to Lyon and flight VY1221 from Lyon to Barcelona. See also Connecting Europe by Air – the Green Transformation (europa.eu) for more information.

[3] Source: Total Energies. Neat SAF reduces emissions by 91.2% over its fossil-based equivalent. Consequently, 30% SAF reduces CO2 emissions by 27% over conventional fuel.

[4]Vueling flight VY1220, KLM flight KL1415, Lufthansa flight LH1076 and easyJet flight EJU4434

Lyon, France, 28 June 2022

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.

SAF is considered the most effective means to decarbonize aviation, with potential emissions reductions of 27% using 30% SAF.

Airbus aims for zero aviation emissions by 2050 through sustainable fuel and efficiency improvements.

Title:

Content: ICAO: An opportunity to address the challenges of the aviation industry
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Juan Carlos Salazar, Secretary General of the International Civil Aviation Organization (ICAO), said that the World Government Summit is an opportunity to discuss the most important challenges facing the aviation industry and the policies needed to produce clean energy and support the transition towards low carbon and sustainable fuel production, as well as ways to support governments to build their capacity to produce clean energy for aviation and review the ambitious long-term goal of zero carbon emissions.
This came during his participation in the “Aviation and the Emissions Dilemma ” session.
Is there a balance on the horizon? ”, held on the first day of the World Government Summit 2024, which was also attended by Airbus CEO Guillaume Fawry and moderated by CNN anchor and reporter Richard Quest.
The panel discussion focused on the transformative forces that will shape the aviation industry and its future by 2050, and included discussions on cutting-edge technologies, sustainable aviation initiatives and evolving requirements for the open world.
Clean energy
Juan Carlos Salazar, Secretary General of the International Civil Aviation Organization (ICAO), said: “We are working hard to develop sustainable fuel technology and implement policies to promote its use, which will contribute to reducing CO2 emissions and achieving sustainability goals in the aviation sector, and we believe this path represents a high level future for the aviation industry and enhances local and global economies. ”
Airbus CEO Guillaume Fawry said achieving zero emissions in aviation by 2050 was a multifaceted challenge that required serious cooperation.
“At Airbus, we are adopting innovative strategies and investing in sustainable aviation fuel production projects as well as improving aircraft efficiency. ”
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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.

It is making efforts to improve aircraft efficiency.

Boeing is focusing on sustainable aviation fuels, with its CEO believing hydrogen aircraft won't be viable until 2050.

Title:

Content: Airbus plans to test hydrogen engines for 2026 A380 wide-body aircraft
European aircraft giant Airbus plans to test hydrogen-powered engines on an improved A380 by 2026 in an attempt to bring low-emission fuel to commercial air travel.
Kumba said on Tuesday it was working with engine manufacturer r CFM International to test the aircraft, including an improved version of the engine in use, which will have to deal with higher temperatures from hydrogen burning and will begin testing in 2026.
Aircraft manufacturers and airlines are scrambling to cut carbon emissions, which account for more than 2% of the world ’ s total.
Airbus has been actively promoting hydrogen power and is developing a passenger aircraft powered by hydrogen, which is scheduled to enter service in 2035.
Competitor Boeing (BA-US) is focused on more sustainable aviation fuels, which currently account for less than 1% of aviation fuel supply and are more expensive than conventional aviation fuels.
Boeing CEO Dave Calhoun said at an investor conference in June last year, “Hydrogen-powered aircraft will not be able to reach the size we ’ re talking about before 2050, and will only be able to carry some very small packages. ”
Richard Aboulafia, director of Aerodynamic Advisory, an aviation consultancy, said that one of the challenges of using hydrogen fuel is the need for additional storage, which increases the weight of the aircraft and reduces the number of people or cargo that the aircraft can carry.
"If engineers and economists don't communicate with each other, hydrogen power will advance," he said.
Kumba said the A380, the world's largest aircraft, was chosen because of its wide space to store liquid hydrogen tanks and other equipment.
Extended reading

Comac has 1000 firm orders for the C919 aircraft.

Title:

Content: While China’s Comac may already be looking to the long-term future with its proposed ’C939’ widebody programme, the state-owned airframer appears to be focused on the more pressing need to ramp up output of its C919 single-aisle.

To date, just four examples of the CFM International Leap-1C-powered narrowbody have entered service – all with China Eastern Airlines – since the twinjet gained certification in September 2022.

Source: BillyPix

China Eastern is the only operator of the C919 currently

It has been a sluggish start for the Chinese narrowbody, particularly when compared to the soaring production rates of its Western rivals. Airbus, for example, is currently churning out more than 50 A320neo-family aircraft each month.

That the process has been slower than expected is not surprising, says Richard Aboulafia, managing director of AeroDynamic Advisory.

“It is probably due to the difficulties associated with building conforming aircraft; a very different challenge than just flying a jet and getting it certified.

“That’s a much longer road, along with the enormous challenge of establishing a product-support apparatus,” adds Aboulafia.

Equally, with economic and geopolitical considerations always part of Comac’s calculus, the slow ramp-up may be by design, argues Shukor Yusof, founder of aviation consultancy Endau Analytics.

He thinks Comac is “in no hurry… not because it can’t”, but because it is “not in its, or China’s, interest to do”.

A botched ramp-up would be worse than a slow ramp-up, he says. Comac – and by extension, Beijing – “will be watching” the state of the global supply chain, as well as geopolitical developments, “very closely”, before moving to increase output.

“Its next steps will depend on what happens to Boeing near-term, over the next six to 12 months, as well as how [Chinese leader] Xi Jinping’s recent state visit to France could push Airbus into a wider role vis-a-vis aircraft production in China,” says Shukor.

However, Comac’s growing backlog for the C919 still needs to be addressed. That total was bolstered in late April, with the other members of the country’s ‘Big Three’ – Air China and China Southern Airlines – each ordering 100 C919s. Although Aboulafia doubts the carriers need those aircraft, deliveries are set to run from 2024 to 2031.

In fact, Cirium fleets data records Comac as holding almost 1,000 firm orders for the C919, with another 700 aircraft covered by more tentative agreements – a quietly impressive backlog for the programme.

To address that total, local media reports suggest Comac is looking to achieve an annual production rate of up to 150 aircraft within five years.

The figure is “a bit over-ambitious”, says Shukor, pointing out the ongoing supply-chain constraints all manufacturers face, but “not impossible beyond 2030”.

But there are indications Comac is working to enhance its production system. In a now-deleted social media post widely reported by local media, China Aviation Planning and Design Institute Group, an entity linked to state-owned enterprise AVIC, said it had clinched the contract for the “second phase” of the C919 “production capacity construction project”.

Located in the Pudong area of Shanghai, where Comac is also based, the project would see the facility expand to cover 330,000sq m (3.55 million sq ft), with an unspecified number of production lines and parts warehouses, reports suggest.

Comac did not publicly confirm these reports and the airframer declines to comment on FlightGlobal’s query on production rates, except to say it is working to increase C919 output.

Source: Weibo

Against this backdrop, the news that the airframer may be contemplating the development of a second widebody programme is sure to raise eyebrows.

Comac is already working on the C929 – broadly speaking a rival to the A330neo and Boeing 787 – but the next project appears set to compete with the A350 and 777.

A report from Hong Kong’s South China Morning Post on 13 May, citing an unnamed source, says the airframer has developed design concepts for the new jet, but notes that it will take several years before any prototype is constructed.

The report gives no technical specifications for the new programme, such as the number of engines or capacity.

Comac declines to comment directly, saying obliquely that media should wait for official confirmation of its plans.

Comac targets 150 annual C919 productions.

Airbus has over €10 billion in net cash, while Boeing has $17 billion in negative net assets and $39 billion in debt.

Title:

Content: Boeing seems unable to keep up with its rival Airbus | Mint

Boeing seems unable to keep up with its rival Airbus

Summary

  • An Alaska Airlines Boeing 737 Max mishap has revived safety concerns. It would be ironic if Airbus were to adopt Boeing’s focus on shareholder returns.

When Boeing was building a seemingly unassailable position in commercial aviation in the 1960s and 70s, passengers’ faith in its relentless focus on quality inspired the slogan “If it ain’t Boeing, I ain’t going." After the latest calamity to befall the company—the in-flight blowout of a 737 Max door plug of a plane operated by Alaska Airlines that fortunately wasn’t fatal, unlike the two crashes involving 737 Max jets in 2018 and 2019— aviation needs a new catchphrase that encapsulates Boeing’s shattered safety reputation and the ascendance of its sole big rival. This flier suggests, “If it ain’t Airbus, the regular bus will do just fine."

In the wake of the Lion Air and Ethiopian Airlines disasters, I wrote that the Airbus-Boeing duopoly had become “extremely unbalanced." At this point, I’m running out of hyperbole to describe the starkly diverging fortunes of the two aircraft makers.

Notwithstanding a punishing pandemic and supplier difficulties that have slowed Airbus’ advance, on just about every metric the European firm is trouncing its US rival [whose CEO has reportedly admitted a “mistake" related to the Alaska Airlines incident]. Barring an unforced error, it’s hard to see Boeing catch up.

Airbus’s rise reminds me of the allegory of the tortoise and the hare. For a long time, investors were transfixed by Boeing’s superior financial performance which Airbus struggled to match. The European company was formed via the merger of assorted national aerospace units, meaning Airbus’ factories were spread across several countries and governments were always interfering to ensure they weren’t disadvantaged. Though it enjoyed impressive sales success, thanks to innovations such as fly-by-wire, Airbus was forever engulfed with international bribery allegations or financial albatrosses such as the A380 superjumbo. But Airbus’ persistence paved the way for the mess Boeing is in today. The 2010 launch of a more fuel-efficient version of the single-aisle A320 known as the Neo prompted its archrival to hurry its riposte, the 737 Max, leading to design compromises that may have played a role in the two crashes.

The grounding of the 737 Max helped Airbus add to its lead in single-aisle jets— the industry’s cash cow. The European firm has capitalized on trade tensions that forced Boeing to pause deliveries to China and caused a long hiatus in Chinese orders. While Airbus executives said at the Paris air show in June that the duopoly is “alive and kicking," analysts at RBC Capital Markets expect Airbus to account for 60% of narrow-body plane deliveries until 2026. Boeing’s latest safety issues will slow its production even more.

To be sure, Airbus has its own supplier issues, which constrain its ability to capitalize on this opportunity, the most serious being those affecting engines produced by RTX’s Pratt & Whitney unit for the A320 Neo. This will require hundreds of jets to be grounded for inspections and may slow Airbus’ ambition to up production. So, as my colleague Brooke Sutherland has noted, airline customers who want a new jet before the end of the decade may have no choice but to order from Boeing.

A hobbled rival isn’t necessarily a good thing from Airbus’ perspective, as it may prompt Boeing to develop new aircraft. But I think Airbus has little to fear on that front. Boeing has held back from building a mid-market aircraft to take on the long-range version of the A321 because executives worried it wouldn’t deliver the substantial fuel efficiency improvements that justify such massive investment.

Besides, Boeing’s balance sheet is in such a bad state—the US company has almost $17 billion in negative net assets and $39 billion of net indebtedness—it probably can’t afford it. Airbus’ stock has recouped all the losses caused by the pandemic even as productivity remains suboptimal due to the thousands of extra workers the company has hired to enhance manufacturing resilience. The shares touched a record high on Tuesday. With net cash likely to have exceeded €10 billion ($10.9 billion) at the end of December, it’s also on the cusp of being able to return more money to shareholders.

Prioritizing investors instead of making investments in quality and resilience is what got Boeing into trouble—the US manufacturer spent around $44 billion on share repurchases between 2013 and 2019, according to data compiled by Bloomberg. Airbus has always been far more conservative and may find other uses for its cash, including acquisitions.

Nevertheless, it would be no small irony were Airbus to partly echo Boeing’s cash-returning strategy. At that point, there will be no doubt that the tortoise has decisively beaten the hare. ©bloomberg

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MINT SPECIALS

Comac may break Airbus and Boeing's monopoly as it seeks certification for the C919.

Title:

Content: Friday 15 Dhu al-Hijjah 1445 AH - 21 June 2024 |
Programs
Watch our latest episodes online
Can China ’ s COMAC break Airbus and Boeing ’ s monopoly in the passenger jet market?
DAE Chairman Fairuz Tarapur told Reuters China ’ s state-owned COMAC has the opportunity to break Airbus and Boeing ’ s monopoly on the passenger jet production market over the next decade.
Airbus and Boeing are major aircraft suppliers to airlines, but Airbus is struggling to boost production amid record orders and Boeing is under regulatory scrutiny after a new body plate exploded in flight in January.
In a recent interview, Tarapur described the narrow-body C919, made by China Commercial Aircraft Corporation (COMAC) and compared to the Airbus A320 and Boeing 737 Max, as a “very good aircraft. ”
“Over the next decade, Comac will have a unique opportunity to break this duopoly, ” he said in Dubai this month.
"Because on the one hand Airbus has sold everything it has while Boeing is having production problems."
The Comac aircraft fly almost exclusively within China and with an Indonesian airline.
The aircraft manufacturer is seeking certification from the European Aviation Authority for its C919 while also looking for international customers.
However, aviation industry sources warn that Comac is still a long way from achieving successes at the international level especially without US or EU certifications or without more efficient aircraft.
Tarapur said demand for the plane from China and neighboring countries was "very strong" and COMAC had "a very good chance of making solid progress".
“In 30 years from now, I think we ’ re not going to talk about a binary monopoly, we ’ re definitely going to be an industry in which Comac plays a more important role. ”
Source:
• Reuters

Airbus delivered 611 planes in 2021, surpassing Boeing's 302 deliveries.

Title:

Content: Companies
AIR

Airbus outstrips Boeing with 611 plane deliveries in 2021

Airbus kept its crown as the world's largest commercial airplane supplier for the third year running as it outstripped Boeing by delivering 611 jets in 2021, company data showed on Monday.

Adds details

PARIS, Jan 10 (Reuters) - Airbus AIR.PA kept its crown as the world's largest commercial airplane supplier for the third year running as it outstripped Boeing BA.N by delivering 611 jets in 2021, company data showed on Monday.

The delivery numbers gave Airbus an unassailable lead on revenue-generating deliveries - the industry's main yardstick - after Boeing only handed over 302 jets in the first 11 months.

The European planemaker also sold 771 airplanes during the year, giving a net sales total of 507 after adjusting for cancellations, though it was not yet clear whether that would be enough to pip its U.S. rival.

Reuters reported last week that Airbus had beaten its target of 600 deliveries in 2021 and would come in with a total of at least 605 and up to 611, depending on an internal audit.

The order race remains harder to call and depends on the definition used to track Boeing net orders in data to be published on Tuesday, analysts said.

Comparing the underlying performance of the two plane giants has been blurred by recent changes in accounting rules and sharp swings in airline fortunes during the COVID-19 crisis.

Boeing sold 829 planes between January and November. This fell to a net total of 400 after cancellations agreed during the period, but bounced back to 457 after the partial reversal of earlier accounting adjustments driven by an industry crisis.

Added to this, Boeing is expected to count the sale last month of 50 737 MAX to Allegiant Air ALGT.O, which emerged last week, while Airbus has yet to finalise headline-grabbing deals with Air France-KLM AIRF.PA and Qantas QAN.AX.

Like Boeing, Airbus carries out an accounting exercise to reflect the likelihood of some planes not being delivered. But it applies this to the value of cumulative orders once a year, rather than expressing it in the number of planes affected.

Analysts say adopting the same methodology as Boeing would imply a lower number of net orders for Airbus than the 507 published for 2021, but the extent of the gap is unclear.

Both planemakers have seen some recovery as airlines take advantage of a chance to renew fleets at competitive prices.

(Reporting by Tim Hepher; Editing by David Clarke)

((tim.hepher@thomsonreuters.com; +33 1 49 49 54 52; Reuters Messaging: tim.hepher.thomsonreuters@reuters.net))

The views and opinions expressed herein are the views and opinions of the author and do not necessarily reflect those of Nasdaq, Inc.

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