India towards Decarbonization: Data shows that 59% of the Indian fleet is made up of fuel-efficient aircraft

Sakshi Jain

27 Dec 2022

India's airline fleet outperforms the rest of the world's airline fleet in terms of taking practical and long-lasting efforts towards decarbonization.

The majority of the commercial airline aircraft in use today are older-generation fuel guzzlers, according to data published by the European aerospace giant Airbus, with only 20% of the world's current, in-service airline fleet consisting of the most recent generation of aircraft.

According to TOI, the current generation of fuel-efficient aircraft make up 59% of the airline fleet in India.

The amount of fuel used by airlines directly reflects the carbon dioxide emissions of the industry.

About 70% of the exhaust is made up of CO2, which is also the main source of aviation emissions. Therefore, an aircraft's carbon emissions decrease as fuel efficiency increases.

The primary component of aviation emissions, CO2, makes up about 70% of the exhaust. As fuel economy improves, an aircraft's carbon emissions do too.

“Replacement of older generation aircraft is one of the most straightforward ways to decarbonise the sector and in this aspect India is well ahead of the curve.”

–Airbus Spokesperson

Airbus recently wrapped up a two-day annual summit where it presented a number of initiatives to lessen the impact of aviation on the environment. The primary initiative among them is the development of a new hydrogen-powered fuel cell engine to power its zero-emission commercial aircraft, which is expected to enter service in 2035.

Also read: With net-zero emissions at the top of the agenda, cleaner fuels and efficiency just might not cut it

The percentage of fuel-efficient aircraft is expected to increase substantially over the next few decades thanks to fleet modernisation, a short-term solution to reduce carbon emissions in the aviation industry.

According to the most recent prediction from Airbus Global Services, new-generation passenger aircraft will make up 95% of the fleet that is in operation by 2041 (2022-2041).

The proportion of fuel-efficient aircraft in airline fleets in India is anticipated to increase significantly during the next several years.

Also read: All Indian airports to be carbon neutral in near future – Jyotiraditya Scindia

Air India, a recently privatised carrier, is anticipated to shortly announce a sizable order for most-up-to-date aircraft. The carrier is apparently in the advanced stages of negotiating a significant fleet renewal and growth. However, the majority of the green fleet is currently run by IndiGo, the largest airline in India with a 56% market share.

Air India is anticipated to shortly announce a sizable order for most-up-to-date aircraft

“Currently, 80% of our fleet is comprised of latest-generation aircraft.”

–IndiGo Spokesperson

Which is the latest-generation aircraft? The most well-liked single-aisle, narrow-body aircraft, which primarily flies domestic routes.

Aircraft from the A320neo series and the Boeing 737 MAX, which entered service in 2016–2017, are considered to be of the new generation. Then there are the new generation wide-bodies like the A350, B777X, B787, etc., which are more fuel-efficient than earlier generation aircraft like the A300, A310, B747, etc.

“The A320neos are typically 15-20% more fuel-efficient than the older generation A320 and A321ceos.”

–IndiGo Spokesperson

The A320neos are typically 15-20% more fuel-efficient than the older generation A320 and A321ceos

By 2050, the global aviation sector hopes to be carbon-neutral or net-zero. Narendra Modi, the prime minister of India, has pledged to achieve net-carbon zero by 2070 for the country, which is still a developing market. One of the milestones is the greater usage of sustainable aviation fuel, which is a fuel made from a range of sustainable feedstocks including used cooking oil, agricultural waste, green hydrogen, and so forth.

Also read: ICAO signs MoU with International Solar Alliance, an initiative proposed by PM Modi to keep CO2 emissions in check

(With inputs from TOI)

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India will revise the rules to compensate passengers who are downgraded on flights.

Sakshi Jain

26 Dec 2022

Passengers in India who find themselves in the frustrating predicament of being downgraded from one cabin to another might soon receive fair compensation.

The airline industry's regulatory body, the Directorate General of Civil Aviation (DGCA), has declared that it will establish standards to provide compensation to a passenger whose flying ticket has been involuntarily downgraded from one cabin to another by an airline. The decision was made as complaints about airlines unintentionally downgrading tickets sent to passengers grew. 

According to the DGCA, rules will be established to pay compensation to a passenger whose flight ticket was involuntarily demoted from one cabin to another by an airline.

The Economic Times reports that the action follows multiple passenger complaints that airlines were forcing them to travel economy class even though they had tickets for a premium seat. It's important to note that the only two Indian airlines that provide premium cabins are Air India and Vistara.

Air India now only offers business class seats, although Vistara also offers premium economy (except for the newly acquired 777, which features premium economy).

DGCA is seeking to amend the law so that in the event of an airline denial of boarding, an unscheduled flight cancellation, or an unjustified downgrade, the rights of the passengers come first. A passenger may request a complete refund from the airline after the rules have been set.

A passenger may request a complete refund if there has been an unscheduled flight cancellation, or an unjustified downgrade: DGCA

“The amendment will allow the passenger, who is downgraded involuntarily from his booked class of ticket, to receive the full value of the ticket including taxes as a refund from the airline and the airline will carry the passenger free of cost in the next available class.”

–DGCA Statement

However, there will be stakeholder consultation on the idea. The final regulation will then be published and put into effect after that.

“In order to cater to such situations, DGCA is in the process of amending its Civil Aviation Requirement (CAR) Section-3, Series M Part IV. Facilities to be provided to passengers by airlines due to denied boarding, cancellation of flights and delays in flights.”

–DGCA Statement

The most recent action was taken months after the DGCA warned Indian carriers not to sell tickets for seats that weren't fit for usage during flights. It aimed to put an end to the practice of letting airlines off the hook for poor aircraft maintenance by not taking passenger comfort and safety into account.

DGCA warned Indian carriers not to sell tickets for seats that weren't fit for usage during flights

According to DGCA regulations, airlines are not allowed to sell passenger seats that do not match standards since all materials, including the aeroplane seat, must adhere to approved design criteria.

The authorities' statement further stated that the installation of any component that does not adhere to the authorised design specifications deteriorates the standards of airworthiness.

Even though there have been a number of similar events in the past, the one that started this uproar earlier this year was an Air India flight from New Delhi (DEL) to London (LHR) that experienced a lengthy delay and disruption with seat assignments because certain seats weren't "working."

Prior to the Tata Group's acquisition of Air India, the airline had issues with cracked seats and shoddy interiors. The new owners are doing everything they can to repair the planes so they can compete with some of the greatest in the world.

(With inputs from ET)

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Noida International Airport (NIA): A Sneak Peek

Sakshi Jain

26 Dec 2022

The projected "contactless" digital, greenfield Noida International Airport (NIA), scheduled for completion in 2024, would combine Swiss and Indian aesthetics.

Sources from the planned Noida International Airport provided information on the design and feel of the facility.

Also read: Jewar-the next happening hub

Beginning on October 1, 2022, the concession period of the NIA will last for 40 years. As a digital greenfield airport, NIA will facilitate smooth traffic flows, a pleasurable travel experience, and specialised and effective infrastructure for its logistics partners.

YIAPL is developing the airport using a Public Private Partnership (PPP) model

By 2024, the airport's initial phase, which includes one runway and one terminal, is anticipated to be finished. The airport will improve accessibility to and from the Western UP, Noida, and Delhi NCR.

In close collaboration with the governments of India and Uttar Pradesh, Yamuna International Airport Private Limited (YIAPL), a 100% subsidiary of Zurich Airport International AG, is developing the airport using a Public Private Partnership (PPP) model.

The Noida International Airport is being constructed by Yamuna International Airport Private Limited Company (YIAPL). For the next 40 years, YIAPL will plan, construct, and manage the Noida International Airport. It has been running airports for 75 years. Ten airports have been built by it in Europe, Latin America, and India.

Also read: Jewar Airport has the potential to make Noida what Delhi Airport made Gurgaon

First renders of the inside view of the upcoming Jewar airport

“The design of the airport is by Nordic, Grimshaw, Haptic, and STUP, which best fits the defined project objectives: merging Swiss efficiency and Indian hospitality, creating a modern and seamless passenger experience, setting new benchmarks in sustainability for airport terminal buildings in India, envisioning green spaces inside and around the building, offering a concept for a future airport city, and providing flexible expansion options to serve 30 million passengers per year in the future.”

–Christoph Schnellmann, Chief Executive Officer, Noida International Airport

The airport will have a 12 million passenger capacity in the first phase, and once that capacity has increased by 80%, construction in the next 4 phases will begin. Work on the first phase will be finished by 2024. Phase 4 will see connections for up to 70 million passengers at the airport.

Construction on Terminal 1 will start in the first phase and continue in later phases.

According to Christoph Schnellmann, CEO of the Airport, and COO Kiran, who updated the media on the groundwork progress of the under-construction airport, the upcoming international airport in Noida's Jewar design will reflect Uttar Pradesh's tradition and give a feeling of Banaras ghat upon entrance.

The Noida International Airport's front appearance has also been made public. With sculptures scattered throughout, it will replicate the appearance of the Banaras Ghat at first glance.

NIA's entrance will resemble the appearance of the Banaras Ghat at first glance

“The airport’s design is inspired by India and will include various elements synonymous with the region’s architecture. The terminal forecourt will feature flights of steps like the famous ghats of Varanasi and Haridwar, welcoming and bringing together people. Delivering the look and feel of a haveli, a courtyard will allow fresh air and sunlight into the terminal building. Inspired by the important rivers of the region, a white, translucent, wavy roof will give the effect of a flowing river. The passenger terminal will feature intricate ornamental lattice screens, inspired by Indian architecture. Noida International Airport will showcase a grand entry to the state of Uttar Pradesh.”

–Christoph Schnellmann, Chief Executive Officer, Noida International Airport

The airport will be the most digitally friendly in India and would take into account the tradition of UP in its architecture. 

(With inputs from Business Today)

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FAA issues Airworthiness Directive to address unsafe conditions on all Boeing 747 models

Radhika Bansal

24 Dec 2022

The Federal Aviation Administration (FAA) has issued an Airworthiness Directive (AD) to address two unsafe conditions on all Boeing 747 models. The new directive supersedes a previous notice that did not include the Boeing 747-8 and Boeing 747-8F. 

The AD, which is a final rulemaking, was published on December 22, 2022. The Notice of Proposed Rulemaking (NPRM) was issued in September 2022, when operators of the aircraft and other interested parties had an opportunity to submit responses. The Air Line Pilots Association, International (ALPA) was the only organization to put forward their proposals, agreeing with the authority on the change without additional suggestions. 

Previously, the AD affected all Boeing 747s except for the latest iteration of the type.

The FAA’s newest rulemaking addressed the unsafe conditions of two parts on the aircraft, namely the lower trailing edge panels of the left wing and a broken fuse pin of the landing gear beam end fitting. 

Prompted by damage discovered on both, the agency will now require operators to conduct additional inspections to identify cracked fuse pins, as it determined that ‘additional airplanes are subject to the unsafe condition’. The directive’s text also indicated that the NPRM, which has now resulted in a final rulemaking, ‘was further prompted by the need for new ultrasonic testing (UT) inspections for cracking of the fuse pin, and the determination that additional airplanes are subject to the unsafe condition’. 

According to the agency’s estimates, the directive will affect 207 aircraft that are registered in the United States (US). Furthermore, six potential actions need to be completed for the relevant aircraft to be airworthy. The FAA determined that the total cost for all US-based operators to replace the fuse pin would be $3.9 million, while the magnetic particle inspection can cost up to $844,560 per inspection cycle, as well as collective costs of $175,950 to complete surface inspections. All three of these aforementioned actions were retained from the preceding AD. The cost per aircraft is $19,060, $4,080, and $850 respectively, per replacement or inspection cycle, including parts and labor expenses. 

Three additional actions were introduced by the latest directive and airlines can choose which one they take to ensure the airworthiness of their 747s. A CRSE fuse pin replacement is estimated to cost $12,917 per cycle (total US operator cost of $2.6 million), steel alloy fuse replacement is priced at $13,603 per cycle (total US operator cost of $2.8 million), and surface HFEC and UT inspections can amount to $935 per inspection cycle (total US operator cost of $193,545). 

 Boeing’s final 747 rolled out of the company’s cavernous factory north of Seattle Tuesday night as airlines’ push for more fuel-efficient planes ends the more than half-century production run of the jumbo jet.

The 1,574th — and last — 747 will later be flown by a Boeing test pilot, painted and handed over to cargo and charter carrier Atlas Air Worldwide Holdings early next year.

“It’s a very surreal time, obviously,” said Kim Smith, vice president and general manager of Boeing’s 747 and 767s programs out of the assembly plant here. “For the first time in well over 50 years we will not have a 747 in this facility.”

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The lone 747, covered in a green protective coating, had been sitting inside the company’s massive assembly plant in Everett — the largest building in the world by volume, according to Boeing. The building was constructed specifically for the jumbo jet’s start of production in 1967.

Inside, Boeing crews have spent the last few days swinging the landing gears, fine-tuning cargo handling systems and finishing the interiors before the final 63-feet-tall and 250-foot-long aircraft leaves the building. Tails with customer logos that have bought the 747 line part of one of the doors.

The end of 747 production doesn’t mean the planes will disappear entirely from the skies, since the new ones could fly for decades. However, they’ve become rare in commercial fleets. United and Delta said goodbye to theirs years before the Covid pandemic, while Qantas and British Airways landed their 747s for good in 2020 during a worldwide travel slump.

“It was a great plane. It served us brilliantly,” British Airways CEO Sean Doyle said on the sidelines of an event at John F. Kennedy International Airport with partner American Airlines last week. “There’s a lot of nostalgia and love for it but when we look to the future it’s about modern aircraft, more efficiency, more sustainable solutions as well.”

The hump-backed 747 is one of the most recognizable jetliners and helped make international travel more accessible in the years after its first commercial flight in January 1970. Its four powerful engines were efficient for their time. The planes could carry hundreds of passengers at a time for long-haul flights.

The enormous jets also made it easier to fly air cargo around the world, helping companies cater to more demanding consumer tastes for everything from electronics to cheese.

The plane’s end comes as Boeing is working to regain its footing after a series of crises, including the aftermath of two deadly crashes of its bestselling 737 Max narrow-body planes that killed a total of 346 people.

The pandemic travel slump has given way to a boom in orders for new planes, but production problems have delayed deliveries of Boeing’s wide-body 787 Dreamliners. The company doesn’t expect its 777X, the largest new jet, to be ready for customers until early 2025. It also still has to deliver two 747s to serve as Air Force One, but those have been beset by delays and cost overruns as well.

Boeing shares are down about 8% this year through Monday’s close, compared with a roughly 16% drop in the broader market. Despite a recent loss, Boeing’s stock has surged about 53% so far this quarter. United’s plan to buy dozens of Dreamliners, possibly by the end of the year, has helped lift shares.

Boeing’s last 747 aircraft, #1574, at its factory in Everett, Washington.

Leslie Josephs | CNBC

Boeing CEO Dave Calhoun last month said that “there will be a moment in time where we’ll pull the rabbit out of the hat and introduce a new airplane sometime in the middle of the next decade,” saying that technology needs to offer more fuel savings.

The end of 747 production was “inevitable but it would be a little more palatable if they were making something new,” said Richard Aboulafia, managing director at consulting firm AeroDynamic Advisory.

Boeing 747?s share of the world’s passenger and freighter widebody fleets

For all of its milestones airlines have long clamored for more fuel-efficient planes. Boeing’s own twin-aisle and twin-engine 777s and 787 Dreamliners have taken the spotlight along with competitors from main rival Airbus.

Airlines have largely shunned four-engine jets to make way for two-engine aircraft.

“The biggest enemy of Boeing quads was Boeing twins,” said Aboulafia.

Airbus, too, has ended production of its Airbus A380 after a 14-year run, handing over the last of the world’s largest passenger plane a year ago. Such jumbo jets are intended to funnel passengers through hub airports, but travelers often seek shorter routes with nonstop flights.

In 1990, there were 542 Boeing 747s that made up 28% of the world’s passenger wide-body fleet, according AeroDynamic Advisory, citing Centre for Aviation data. With 109 Boeing 747 planes, the jets accounted for just 2% of the world’s wide-body passenger fleet this year, according to CAPA.

The jet’s domination of the air cargo market has also waned, even as air freight emerged as a bright spot during the pandemic. The 747 comprises 21% of the world’s wide-body cargo fleet, down from 71% in 1990, according to CAPA. Airbus has begun marketing a freighter version of its wide-body competitor the A350 and Boeing is selling a freighter version of the 777X, as airlines prepare for stricter emissions standards.

Engineers, mechanics and others who worked on the 747 will move on to other plane programs as the manufacturer tries to ramp up output, Smith said.

“Those programs are very eager and kind of knocking down our door to get this level of top talent to come join their team,” she said.

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Airbus says cracks in wing spars of some of Emirates' older A380s are not a safety issue

Radhika Bansal

24 Dec 2022

Airbus says cracks in the wing spars of some of Emirates' older A380-800s are not a safety issue, and the ongoing safe operation of the A380 is not compromised.

The OEM was responding to a report by Aviation Week in which Emirates President Tim Clark said Airbus was attending to the issue that delayed the A380s return to service but agreed that it was not presenting a safety issue so far.

Clark said the airline currently has four A380s awaiting repairs which are taking weeks to complete. "They started seeing cracks appearing, so [the European Union Aviation Safety Agency] EASA got involved," Clark said. "As usual, some [aircraft] are worse than others. It is not a safety issue at the moment; we are nowhere near that. But we will have to have a regular inspection programme going forward."

The affected areas are the top and bottom flanges of the outer rear spar (ORS) between ribs 33 and 49; the outer inner front spar (OIFS) between ribs 8 and 14; and the outer front spar between ribs 38 and 49.

With 116 of the type, Emirates is the largest operator of the A380, of which it has 83 currently in service, according to the ch-aviation fleets advanced module.

Approached for comment, Airbus spokesman Stefan Schaffrath said: "It is not a safety issue. The ongoing safe operation of the A380 fleet is not compromised, as the mandated inspections and any necessary repairs are part of the usual airworthiness process over an aircraft's life cycle. We work closely with EASA. The Airworthiness Directive is mandating the necessary inspection and repair scheme depending on fleet age. Together with EASA, we are monitoring the inspections closely. Customers have been informed, and Airbus is working closely with each customer on solutions tailored to their fleet plans and operations."

The cracks were highlighted in an EASA Airworthiness Directive (AD) on August 31, 2022, expanding on a 2019 directive: "Occurrences have been reported of finding cracks in the affected areas of the wing ORS on in-service A380 aeroplanes. This condition, if not detected and corrected, could reduce the structural integrity of the wing."

The 2019 AD, based on Airbus service bulletin A380-57-8263, had initially determined that aircraft must be inspected 15 years after the date of the wing box assembly. However, "since that AD was issued, it has been determined that additional areas may be affected by the same unsafe condition and that all men (manufacturer serial numbers) must be inspected." EASA added, "recent inspection results have indicated the need for ORS inspection from 15 years to 12.5 years." Inspections must be repeated every three years. EASA also clarified that "the threshold might be further amended upon completion of the currently ongoing analysis."

Schaffrath explained: "It is a fleet-age issue/an issue of ageing aluminium alloy over time. It is a "fleet returning to service after storage" issue - 50% of the A380 fleet is now back into service. It is a repair topic - Airbus is working closely with its customers to support the safe return of its fleet to service, while an A380 AD is mandating inspections /solutions (last Aug 2022). The A380s are being returned to service in big numbers, confirming the strong rebounding market and customer/passenger appetite for the aircraft to address demand. This results in a peak demand for hangar space to undertake the necessary inspection and repair works. It is a known issue, nothing new, we have been working on an inspection and repair regime since 2019."

Airbus's head of the A380 programme, Pierre Henri Brousse, told Aviation Week that so far, Airbus and A380 operators have inspected around 20 aircraft that reached the 15-year threshold at the time of inspection. "On most of the aircraft, we found something," Brousse said, including five that had not yet reached the 15-year limit.

When a younger A380 was dismantled earlier this year, Airbus discovered a higher number of cracks outside the usual areas. "We launched a stress analysis and found that there was no particular issue [that needed to be addressed]."

As the first A380 delivery took place more than two years later than expected, some wing boxes were produced years before the actual entry into service of the aircraft, meaning newer aircraft could be affected too if the wings were stored for a long time.

On December 14, Brousse said younger aircraft were inspected, but so far, no findings on aircraft with wing box completion dates of less than 12.5 years required a change in the inspection and repair regime.

Airbus says wing inspections take about one week. The non-destructive test inspections can typically be performed by airlines in-house. Brousse said Airbus has no plans for wing spar redesigns. Affected parts can be repaired through local stop holes or reinforcements or will be replaced. Stop holes can be introduced in one shift, while the more extensive repairs can take one week per area affected.

According to Aviation Week, Qantas currently operates only three revenue service aircraft older than 12.5 years. Although Singapore Airlines was the first carrier to take delivery of an A380 in October 2007, that aircraft and several more of its early A380s have either been scrapped or are stored. Similarly, Emirates received its first A380 in July 2008, but that aircraft and several more have also been scrapped.

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A total of 2,613 technical snag reported by various airlines in India in last 5 years

Radhika Bansal

24 Dec 2022

A total of 2,613 technical snag related occurrences have been reported by various airlines in the country in the last five years.

According to Ministry of Civil Aviation data, IndiGo topped the list with 885 such incidents while SpiceJet and Vistara reported 691 and 444 technical snag related occurrences, respectively between the years 2018 and 2022. While Air India (Fleet A) reported 361 such incidents, Air India (Fleet B) reported 38 technical snags. AirAsia India reporting 79 and Alliance Air 13 snags during these years.

An aircraft may experience technical snags due to malfunctioning components/ equipment fitted on the aircraft which require rectification by the airlines for continued safe, efficient and reliable air transport service, Minister of State for Civil Aviation, Gen V.K. Singh (retd) told the Lok Sabha in a written reply.

A total of 2,613 technical snags reported by various airlines in India in last 5 years

"These technical snags are reported by the flight crew on receiving an aural/visual warning in the cockpit or an indication of an inoperative/faulty system or while experiencing difficulty in Operating the aircraft," he said.

The minister informed the house that the snags are recorded by the flight crew in the Flight Report Book of the aircraft and after completion of the flight, this is examined by a duly qualified and type-rated Aircraft Maintenance Engineer (AME), as per the procedure laid down in the manufacturer's Aircraft Maintenance Manual (AMM)/Trouble Shooting Manual.

"The snag is thereafter rectified as per the procedure in the AMM and may involve replacement of components, testing, servicing etc. Upon satisfactory rectification, the aircraft is released for service and an entry to this effect is made in the Flight Report Book. In case of repetitive snags/ occurrences reported, then it is the responsibility of the airline/operator to approach the OEM/ manufacturer for mitigation of defects," he added.

Aircraft is considered airworthy provided the maintenance is as per the approved schedule laid down by the manufacturer.

The reply said that the Directorate General of Civil Aviation (DGCA) has not prescribed guidelines specifying life for an aircraft to fly in India. Aircraft is considered airworthy provided the maintenance is as per the approved schedule laid down by the manufacturer.

Aircraft registered in India may operate as long as the aircraft is under maintenance support provided by the manufacturer for the continuous operation of the aircraft.; The aircraft may be withdrawn from operation by an operator, in case it becomes 'beyond economic repair' or is 'permanently withdrawn from use' due to any reason such as unavailability of spares, etc, it added.

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