Analysis: What Does New SAS Ownership Mean for Copenhagen

Copenhagen Airport will see some changes to its route map as SAS exits Chapter 11 with new owners including Air France-KLM.

Anthony Bang An

Saturday, November 25, 2023 at 07:41 PM ET

Verified

Edited By:

Ryan Ewing

An SAS A320 in Oslo. (Photo: AirlineGeeks | William Derrickson)

SAS has recently received court approval to exit Chapter 11 bankruptcy, a month after the news of Air France-KLM’s investment in SAS which sees the group acquiring a 19.9% stake in the airline. A consortium, which includes Air France-KLM, will take ownership of the restructuring company after entering into Chapter 11 in July 2022.

Being the Scandinavian flag carrier, SAS currently operates a network that centers around Copenhagen and with significant operations in Oslo and Stockholm. The vast majority of their flights originate from one of the three Scandinavian capitals.

The move is more than a financial investment for Air France-KLM. We are already seeing early signs of deeper cooperation and potential moves to integrate SAS into the group’s operation, from plans to merge frequent flyer programs to network adjustments, with SAS ditching Washington Dulles for Minneapolis, a SkyTeam hub.

SAS brand new Airbus A350XWB awaiting it’s first scheduled departure from Chicago O’Hare (Photo: AirlineGeeks | Ben Suskind)

Copenhagen Over Oslo and Stockholm

There are several reasons to believe that Copenhagen will beat Oslo and Stockholm and play a significant role in the future of SAS and Air France-KLM. First, the new ownership structure will see the Danish state owning 25.8 percent of the airline. The Swedish state will no longer have a share and Norway sold its share years ago.

Second, the airline already has most of its transcontinental network flying out of Copenhagen and it is the city with the best connections. Third, Copenhagen has the largest demand. Based on passenger numbers from 2019, Copenhagen outperformed its neighbors with over 30 million passengers.

The optimism is shared by Copenhagen Airport during a recent interview with the airport’s Senior Director of Route Development, Morten Mortensen.

Conversation with Copenhagen Airport

Here is a snapshot of our conversation with Copenhagen Airport (CPH) at the Routes 2023 conference in Istanbul.

On the recovery of Copenhagen:

It is on track to recover back to the pre-pandemic level of 29 million passengers expected in 2024, with leisure demand pushing the recovery.
There are still concerns about Russian airspace closure, which puts CPH at a disadvantage. Services to the Greater China area went from 23 weekly in 2019 to 6 weekly flights in 2023.

On the new SAS ownership and alliance switch, several points were made:

Copenhagen Airport welcomes the news that SAS is coming out of Chapter 11 bankruptcy
The airport also recognized that some services and routes can be retracted or cancelled as a result of the new ownership and possible shift in alliance
The move will support the growth of Air France-KLM in the Nordic region, with Schiphol unable to grow and Paris at capacity, Copenhagen will play a central role in serving the Nordic region, which has been historically been an important market for the group with KLM’s connections from Amsterdam.
From a network perspective, a single hub will make more sense for SAS as compared to the three hubs it has now.

AirlineGeeks asked if CPH is worried that it might lose some services. Mortensen said:

With Norwegian no longer serving the market, more airlines will come to CPH. The new American Airlines service is a good example. There is also a relocation of SAS aircraft into North America from Asia and if Russian Airspace reopens, North American routes can be taken over by U.S. carriers
Overall, the connectivity at CPH will not be affected and if airlines leave they will likely be replaced.

When asked about some of the target services, several gaps in the market were identified. “We see potentials in the Indian market and we do not have service to Mumbai, which is underserved,” said Mortensen.

Major Network Shakeup Expected

While Copenhagen is set to play an important role in SAS’ future and serving the region as a mid-sized hub, the airport’s network is expected to experience some major changes that come with SAS’ change of alliance. This will come from both SAS itself and foreign airlines.

At the moment, Copenhagen is well-served by Star Alliance carriers, including Air Canada, Air China, Ethiopian, Thai Airways, Singapore Airlines, and the list goes on. Many airlines benefit from the airport being a SAS hub and enjoy onward connections to the region. For example, Singapore Airlines has a decade-old joint venture with SAS, and codeshare agreements are in place between SAS and its Star Alliance partners.

SAS’ own network coordinates with Star Alliance hubs too, at least before the injection. In the U.S., it flies to United hubs at Chicago, Newark, San Francisco, and Washington Dulles, though it was not a part of the transatlantic joint venture with Lufthansa and United.

In essence, changes in SAS’s strategic partners will likely result in changes in the hubs to which CPH connects but the connectivity will likely not be affected, The future will also depend on the direction that SAS eventually takes and its role in Air France-KLM.

Anthony Bang An

Anthony is an aviation enthusiast who grew up around the world from St. Louis to Singapore, and now lives in Amsterdam. He loves long-haul flying and finds peace in the sound of engine cruising. He aspires to share his passion for the sky though writing and providing another angle on the stories.

Go First Lenders To Vote on Potential Liquidation of Airline

After a failed attempt at soliciting bids for Go First, the airline's lenders are now considering a liquidation bid. This makes the airline's return increasingly unlikely.

Hemal Gosai

Friday, November 24, 2023 at 10:20 AM ET

Verified

Edited By:

Ryan Ewing

Go First's Airbus A320neo (Photo: Twitter @GoFirstairways)

The Indian airline Go First filed for bankruptcy back in May of this year. At that point, it was relatively clear that the airline would no longer be flying but it would only cancel flights out for a few weeks at a time. After a certain point people holding tickets on the airline were told that refunds were no longer possible and travel credits would be issued.

The airline blames Pratt & Whitney for the decision to suspend operations given that half of its Airbus A320neo fleet was grounded due to engine issues resulting in massive losses for the airline. However, several airline industry insiders in India have different opinions.

Many cite fundamental issues with capital management and revenue generation which were simply compounded by engine troubles. IndiGo and SpiceJet, competitors to Go First in India, also faced similar engine issues with their A320neos but still managed to avoid major cancellations.

Lessors Want Airplanes Back

While under insolvency proceedings, the airline faced a new challenge. The entities that leased airplanes to Go First wanted them back. Investors in the airline fought against this because they knew the value of the airline would collapse if its aircraft were repossessed. This has caused a scene in the courts while eroding trust between aircraft lessors and the Indian aviation industry. Go First’s lessors are making claims that their aircraft are being left in a state of disrepair and parts have gone missing.

A U.K.-based aviation leasing watchdog cut India’s compliance rating with international leasing laws over the matter. 130 days had passed since the lessors had requested to repossess their aircraft, double what is agreed to in the Cape Town Convention, a treaty outlining certain aircraft leasing terms.

Since then India has amended its bankruptcy laws to make it easier for foreign lessors to repossess assets, a rule that Go First is now challenging in the courts.

Lenders Consider Liquidation

The airline in September then went through a process to solicit bids for an outside entity to acquire the airline. Interest was minimal with only one entity being deemed suitable. That entity was Jindal Power Ltd but the steel and power conglomerate ultimately did not follow up with a bid.

Now, after several months of trying to get the airline back into the skies, Go First lenders will now vote on a proposal to liquidate the airline. The voting process will take up to two weeks with final results expected within 15 days. These creditors will attempt to recoup $782 million but it’s unlikely liquidation will recoup all losses.

The owners of Go First, the Wadia Group, had put up a 94-acre plot of land valued at $360 million as collateral to the banks in exchange for funding. Assuming the land valuation is accurate and a buyer is found proceeds of the sale would only cover half of the creditor claims.

One can only speculate if the airline will be liquidated by lenders, they have certainly exhausted multiple options. Given lenders now considering liquidation and lessors now have legal standing to repossess aircraft, it becomes increasingly unlikely that the airline will return to the skies. While all of this is happening, Go First has requested a 90-day extension on its bankruptcy resolution timeline which would give it until Feb. 4, 2024 to sort things out.

Hemal Gosai

Hemal took his first flight at four years old and has been an avgeek since then. When he isn't working as an analyst he's frequently found outside watching planes fly overhead or flying in them. His favorite plane is the 747-8i which Lufthansa thankfully flies to EWR allowing for some great spotting. He firmly believes that the best way to fly between JFK and BOS is via DFW and is always willing to go for that extra elite qualifying mile. Hemal's opinions are his own and do not reflect those of his employer.

Boeing 737 MAX Deliveries to Ramp Up

Boeing is looking towards the future of the MAX program, to produce and deliver more aircraft in the coming years, according to new data.

Zach Cooke

Friday, November 24, 2023 at 10:09 AM ET

Verified

Edited By:

Ryan Ewing

Boeing 737 MAX aircraft in storage at Boeing Field (Photo: AirlineGeeks | William Derrickson)

This past Wednesday, Boeing announced that the manufacturing giant had received type inspection authorization from the Federal Aviation Administration (FAA) for its 737 MAX 10 variant. The production and delivery of the MAX family has been more turbulent than Boeing had planned for a decade ago.

Plagued by deadly accidents, supply chain issues, and a global pandemic, the past few years have seen turmoil for the aircraft family. However, with the recent authorization and a strong performance at the Dubai Airshow, Boeing is optimistic that 2024 will be a prosperous year for the single-aisle family.

Flying into Seattle-Tacoma International Airport from the North, people with window seats have an unparalleled view of Boeing Field when unobstructed by clouds. Many have seen, in person or an image of, the rows of 737 aircraft in production or awaiting delivery. The facility at Boeing Field is used to prepare aircraft for delivery to the respective customer. The MAX family is currently assembled nearby in Renton, Wash.

Boeing 737 MAX aircraft in storage (Photo: AirlineGeeeks | William Derrickson)

The Virginia-based manufacturer had previously estimated that the company would produce an average of 57 aircraft per month by 2019. However, challenges both external and internal to the company have proved difficult to reach that goal. U.K.-based aircraft valuation firm – AviationValues – determined the average number of MAX aircraft delivered monthly in 2019 was 35.

That number fell drastically in 2020 to three per month and rebounded to an average of 11 in 2021. While deliveries declined between the period of 2019-2021, production rates continued strong until the Spring of 2020. While the type was grounded, Boeing continued producing the aircraft in the MAX family. This resulted in a surplus of MAX aircraft that couldn’t be delivered.

Boeing 737 production numbers over the past nine years. (Photo: AviationValues)

Boeing announced the manufacturer has around 250 MAX aircraft in inventory, while AviationValues estimates this number to be closer to 224 as of November 2023. The manufacturer publicized that it plans to have all of the inventory liquidated by the end of 2024.

AviationValues’ team of experts and appraisers believes 2026 is a more reasonable timeframe. This estimate is based on previous deliveries the manufacturer had made between January 2022 and August 2023. This time period was chosen as it was the most uninterrupted period of deliveries for the manufacturer. All major markets had ungrounded the aircraft as of January and quality control issues in relation to the aft pressure bulkhead had not become an issue until after August.

Boeing 737 MAX inventory analysis over a six-year span. (Photo: AviationValues)

The above graphic produced by AviationValues shows the prediction of aircraft being delivered and thus un-grounded. The time frame referenced for the predicted timeframe of deliveries above is based on Boeing producing 19 aircraft a month. The manufacturer has stated that it will boost production to 50 aircraft per month. Thus, the time frame to have the current backlog of grounded aircraft delivered could be extended.

To boost production from the current value to 50 aircraft per month, Boeing has been working on creating a production line at the Everett, Wash. plant. The line was previously used for 787 production, which has since been moved to where the 747 assembly line was before the last delivery, as reported by the Seattle Times. The Everett assembly line will be the fourth 737 MAX line across Boeing’s campuses.

Boeing 737 MAX production and delivery rates (Photo: AviationValues)

China Deliveries

There are a multitude of factors contributing to the delay in aircraft being delivered to the customer. Boeing has found the fix to the quality control issue with the aft pressure bulkhead and has the ability to assess six aircraft per month. In addition, Boeing has been unable to deliver MAX jets to Chinese carriers, with Air China receiving the carrier’s most recent example in 2019 and China Sourthern’s in 2018, according to airfleets.net. Per data from AviationValues, the manufacturer has transferred 55 would-be deliveries to Chinese carriers to Air India.

Chinese and United States government leaders recently met during the Asia Pacific Economic Cooperation meeting, which for Boeing, sparks hope that Chinese carriers will begin to take deliveries in the near future. This is crucial as the majority of aircraft awaiting delivery are for Chinese carriers. Airfleets.net shows Chinese carriers had grounded MAX fleets in storage from 2019 until this year.

Parked Boeing 737 MAX jets at Boeing Field, most of which destined to Chinese carriers. (Photo: AirlineGeeks | Fangzhong Guo)

Future MAX Aircraft

Both Boeing’s 737 MAX 8 and MAX 9 are currently flying with carriers across the world. The MAX 7 and MAX 10 are both in the certification process. Boeing’s outlook for the MAX 10 is to compete directly with the Airbus A321neo, which has seen the majority of market share for the large single-aisle market. Carriers such as Icelandair have placed orders for the Airbus jet to replace the aging Boeing 757s, while La Compagnie has replaced the carrier’s entire fleet with the Airbus product.

AviationValues’ experts believe that the MAX 10 will be Boeing’s future standout. Past orders have shown the 737-800 as the most popular model out of the Next Gen fleet. The MAX 8 and MAX 10 are so far the two most popular based on current order books.

A Korean Air 737 MAX among stored planes at Moses Lake. Two new Korean airlines are launching in the coming months. (Photo: AirlineGeeks | Katie Bailey)

However, Boeing is looking for the MAX 10 to compete directly with the A321neo and win back some of the market share for the manufacturing giant. 26% of the current backlog is for MAX 10 aircraft, while 44% is for the popular MAX 8. Both being successful is crucial to Boeing’s long-term success.

The MAX 7 and MAX 9 haven’t seen as much popularity with carriers compared to the other two aircraft in the series. Boeing has begun delivering MAX 9 aircraft and reducing the backlog. The MAX 7 represents just 7% of the manufacturer’s backlog at the time of writing. Southwest Airlines is responsible for the majority of the orders for the smallest jet in the MAX family, placing an order for additional examples this past October.

Zach Cooke

Zach’s love for aviation began when he was in elementary school with a flight sim and model planes. This passion for being in the air only intensified throughout high school when he earned his Private Pilot Certificate. He then attended Embry-Riddle Aeronautical University, earning his certificates and ratings to later flight instruct and share his passion for aviation with others. He now resides in the North East living out his dream as an airline pilot.

Livery of the Week: China Airlines’ Carbon Fiber Livery

China Airlines partnered with Airbus to create the manufacturer's first-ever co-branded livery, highlighting a key feature of the A350.

Andrew Chen

Friday, November 24, 2023 at 09:23 AM ET

Verified

Edited By:

Ryan Ewing

China Airlines' Airbus A350-900 B-18918 in the world's first and only co-branded Airbus livery (Photo: Airbus)

Editor’s Note: AirlineGeeks is excited to launch our ‘Livery of the Week’ series. Every Friday, a team member will share an airline livery, which can be from the past, present, or even a special scheme. Some airline liveries are works of art. The complexity associated with painting around critical flight components and the added weight requires outside-the-box thinking from designers. The average airliner can cost upwards of $200,000 to repaint, creating a separate aircraft repainting industry as a result.

Have an idea for a livery that we should highlight? Drop us a line.

In October 2018, China Airlines took delivery of the final aircraft in its order of fourteen Airbus A350-900s. By this time, the airline was no stranger to special liveries on its A350s, with two previously delivered aircraft already featuring paint jobs celebrating Taiwanese birds.

But the airline did something different with its fourteenth A350 – serial number 239, registered as B-18918 – by unveiling the first-ever co-branded Airbus livery in the world. For this final aircraft in the order, China Airlines and Airbus partnered to create a stunning joint livery that would show off a key aspect of the A350’s design using China Airlines’ distinctive colors.

The Livery: A Fusion of Eastern and Western Cultures

The livery itself is sleek and elegant, combining the unique branding of both companies. The typical blue and purple strokes that are found at the front of China Airlines’ standard livery are not present, giving the nose of the aircraft a clean look.

China Airlines’ name is displayed under the windows between the first two cabin doors. Looking further back on the aircraft, “Airbus A350” lettering is prominently painted across the center of the fuselage. Behind that is the most distinctive aspect of the livery: the Airbus A350 XWB carbon fiber pattern, shown in China Airlines’ blue and purple corporate identity colors.

The tail features China Airlines’ distinctive red plum blossom. In a press release published at the time of the livery’s unveiling, the airline described the interconnectedness of a high-tech design with traditional weaving as a “fusion of Eastern and Western cultures.”

The tail of China Airlines’ co-branded livery with Airbus, featuring the airline’s distinctive red plum blossom (Photo: Airbus)

The Significance of Carbon Fiber

Fuselages of commercial aircraft were traditionally made from aluminum, but newer aircraft such as the Airbus A350 and Boeing 787 Dreamliner have fuselages built from carbon fiber reinforced polymer.

The A350 is Airbus’ first aircraft to significantly feature carbon fiber composite materials, which provide increased strength and weight savings when compared to aluminum. The livery’s prominent display of the carbon fiber pattern highlights this important feature of the A350.

Five Years On: Still a Beautiful Sight in the Skies

Five years after the livery first took flight, it remains Airbus’ only joint livery with an airline. The aircraft continues to wear the unique livery, bringing beautiful imagery to destinations all around the world.

The joint China Airlines-Airbus livery features a design highlighting the carbon fiber design of the Airbus A350, using China Airlines’ distinctive corporate colors (Photo: Airbus)

China Airlines deploys its A350-900s on a variety of routes. They can be found flying short and medium-haul flights within Asia to destinations such as Shanghai and Bangkok and on European flights to places like Vienna and Rome.

The airline also uses them on flights across the Pacific Ocean, both southbound to Australia and New Zealand, and to North American destinations like Vancouver and Ontario. The carrier is also planning on leasing two additional A350s, with the first one slated to join the fleet in the coming months.

Andrew Chen

Andrew is a lifelong lover of aviation and travel. He has flown all over the world and is fascinated by the workings of the air travel industry. As a private pilot and glider pilot who has worked with airlines, airports and other industry stakeholders, he is always excited to share his passion for aviation with others. In addition to being a writer, he also hosts Flying Smarter, an educational travel podcast that explores the complex world of air travel to help listeners become better-informed and savvier travelers.

Dublin Airport “Turns Airlines Away” Due to Passenger Capacity Limits

John Flett

Thursday, November 23, 2023 at 05:34 PM ET

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Edited By:

Vanni Gibertini

A Ryanair 737 at Paine Field. (Photo: AirlineGeeks | Katie Bailey)

Dublin Airport Authority (DAA) is to seek permission to increase the passenger cap from the current level of 32 million per year, according to Reuters. The passenger capacity level at Dublin Airport (DUB) was set over ten years ago when approval was gained for the construction of a second terminal. The DAA is expected to seek approval to increase the limit to 40 million passengers annually ‘in line with Ireland’s projected population growth.’

In a press release earlier this month, Dublin Airport Authority (DAA) chief executive officer Kenny Jacobs stated: “Central to Dublin Airport’s ability to meet the demands of passengers and our airline partners in the years ahead will be permission to grow Dublin Airport further to meet Ireland’s demand for international travel. DAA will submit an application to Fingal County Council shortly to grow beyond the current 32 million cap in order to support the population increase and continue to enable new jobs growth and connectivity for Ireland.”

Appearing before an Irish parliamentary committee this week, Reuters reports Jacobs stating: “We have turned a few airlines away and told a few other airlines that they can’t grow.” This is the result of a strong recovery from the COVID-19 pandemic which has seen DUB reach 2019 levels of passenger traffic approaching the 32 million per annum cap.

“We are flagging that we might need to do more next year,” added Jacobs. “We have removed a growth incentive that we used to have in place for airlines because we’re saying, Look, we are managing to the cap and we’re not going to be incentivizing new growth.”

Ryanair grew 11 percent year-on-year

Dublin airport is the main base of Europe’s largest airline Ryanair and dominates operations from DUB. The carrier estimates that it will carry 16 million passengers from DUB this year after recently operating its largest-ever summer schedule from the airport. The carrier was operating over 2000 flights per week to 130 destinations in 27 countries from DUB.

In its recent half-yearly results (to 30 September), Ryanair posted an 11 percent increase in passengers over the same period last year. The airline group’s chief executive officer Michael O’Leary recently advised that Ryanair is targeting over 300 million passengers across its network by 2034.

The DAA will have to wait at least two years for any approval to increase the passenger cap to 40 million. In the meantime, Jacobs has said: “We’re looking forward to a busy Christmas period at Dublin Airport and we’ve a firm eye on 2024 also, with discussions underway with our airline partners regarding their schedules for next spring, summer and beyond, ensuring that passenger numbers for the year will remain below the 32 million level.”

The city of Dublin is scheduled to host some major sporting events in 2024 including the final of the Europa League football tournament as well as Six Nations rugby games. The passenger cap may affect the ability of airlines to operate extra charter flights for those seeking to attend these events, said Jacobs. Advising that flights carrying fans may instead have to operate to Cork, Shannon or Belfast airports.

John Flett

John has always had a passion for aviation and through a career with Air New Zealand has gained a strong understanding of aviation operations and the strategic nature of the industry. During his career with the airline, John held multiple leadership roles and was involved in projects such as the introduction of both the 777-200 and -300 type aircraft and the development of the IFE for the 777-300. He was also part of a small team who created and published the internal communications magazines for Air New Zealand’s pilots, cabin crew and ground staff balancing a mix of corporate and social content. John is educated to postgraduate level achieving a masters degree with Distinction in Airline and Airport Management. John has held the positions of course director of an undergraduate commercial pilot training programme at a leading London university. In addition he is contracted as an external instructor for IATA (International Air Transport Association) and has been a member of the Heathrow Community Fund’s ‘Communities for Tomorrow’ panel.

Diving into Airline Operational KPIs

Airline operational metrics are not merely numbers; they are the building blocks for a data-driven decision-making. company.

Ryan Ewing

Thursday, November 23, 2023 at 01:00 PM ET

Verified

Edited By:

Benjamin Pham

A United 757 departing from Washington Dulles (Photo: AirlineGeeks | Peter Weiland)

In the dynamic and ever-evolving airline industry, on-time performance (OTP) plays a key role in determining success, especially during major holiday periods. Recent post-COVID airline operational meltdowns have placed heightened scrutiny on carriers from both regulators and consumers alike.

To measure day-to-day operations, many airlines rely on a set of key performance indicators (KPIs) that can provide some valuable insight. Among these critical metrics are D0, A14, and CF, each playing a different role in measuring the overall health of a carrier’s operation.

D0: On-Time Departures

D0, or departure on-time performance, is a fundamental measure of airline efficiency. It indicates the percentage of flights that depart on or before the scheduled departure time.

A high D0 metric reflects an airline’s ability to consistently get passengers on their way promptly, therefore minimizing delays at the point of origin. Airlines generally aim to maintain a D0 figure above 80%, though weather and other challenges can make this number vary widely.

This metric is often measured beginning when the aircraft’s parking brake is released at the gate. Of course, that can create a less-than-perfect measurement when taxi out delays, etc. extend the time between leaving the gate and the ground.

A14: Arrival On-Time Performance

A14, which measures the on-time performance of arrivals, complements D0 by providing a view of an airline’s punctuality. It measures the percentage of flights that arrive within 14 minutes of the scheduled arrival time.

A JetBlue Airways Airbus A220 prepares for landing in Fort Lauderdale, Florida.
(Photo: AirlineGeeks | William Derrickson)

While D0 focuses on the actual departure, A14 takes into account the entire journey, encompassing factors such as airspace congestion and weather conditions. There’s broader totality in this metric.

CF: Completion Factor

CF, or completion factor, represents the percentage of flights that are completed without cancellation or diversion. A high CF metric indicates that an airline consistently delivers passengers to their destinations as planned, minimizing disruptions.

Airlines strive to maintain a near 100% completion factor, which means no cancellations or diversions occurred.

The Synergy of D0, A14, and CF

D0, A14, and CF work in unison to provide a holistic picture of an airline’s operational efficiency. A high D0 percentage sets the stage for timely departures, while a high A14 metric confirms the successful execution of the entire journey. CF ensures the effective completion of overall flight operations.

Leveraging Operational Metrics for Success

Airline operational metrics are not merely numbers; they are the building blocks of a strong operation. By tracking and analyzing these metrics, carriers are able to gain valuable insights into their performance, enabling them to identify areas for improvement and make data-driven decisions.

It is important to note that not all of these metrics are reported equally across the board, and some airlines even have other internal KPIs to measure operational efficiency. Of course, these are just operational measures; airlines have other KPIs for the commercial side, such as RASM, CASM, etc.

Ryan Ewing

Ryan founded AirlineGeeks.com in February 2013 and has spent more than a decade covering the airline business. His work has been featured by CNN, WJLA, CNET, and Business Insider. His aviation experience spans airport operations, Part 135 regulatory compliance, and airline crew workforce planning, along with time behind the yoke of a Cessna 172 and interviews with airline executives. Ryan now serves as Group President of Firecrown Media’s Aviation Group. He holds a B.S. in Air Transportation Management and an MBA from Arizona State University and teaches Airline Management at Embry-Riddle Aeronautical University.

Oneworld Opening Its First Lounge

The oneworld alliance is opening its first branded lounge at Seoul–Incheon International Airport. Although the alliance’s lounge plans were first announced in 2019, they have been delayed due to the COVID-19 pandemic.

Andrew Chen

Thursday, November 23, 2023 at 11:22 AM ET

Verified

Edited By:

Ryan Ewing

A Qatar Airways Boeing 777-300ER in a oneworld alliance livery. (Photo: AirlineGeeks | William Derrickson)

The oneworld alliance is opening its first branded lounge at Seoul–Incheon International Airport. Although the alliance’s lounge plans were first announced in 2019, they have been delayed due to the COVID-19 pandemic. The plans are finally coming to fruition, with the lounge expected to open in the new year.

Oneworld’s New Seoul Lounge

As first reported by Executive Traveller, the first oneworld lounge in the world has a planned opening date of January 2024. It will be located in Seoul–Incheon International Airport’s Terminal 1, which is served by seven of the alliance’s thirteen member airlines: American Airlines, Cathay Pacific, Finnair, Malaysia Airlines, Qantas, Qatar Airways and SriLankan Airlines.

The lounge will occupy the space that formerly housed Jeju Air’s lounge, which was permanently closed in 2020 due to the pandemic. Located near Gate 28 of the terminal, the space is located on the fourth floor. Jeju Air’s lounge was approximately 6,000 square feet (550 square metres) with a capacity of 140 travelers, but it is possible that the new oneworld lounge will occupy a smaller or larger footprint.

The initial oneworld lounge was scheduled to open in late 2019, but that was delayed to 2020. The pandemic subsequently delayed those plans even further. At the time, Moscow Domodedovo Airport was going to host the first oneworld lounge but those plans have unsurprisingly been abandoned due to geopolitical conditions. Other potential locations for lounges at the time were reported to be Berlin Brandenburg Airport, Seoul–Incheon International Airport and São Paulo/Guarulhos International Airport.

While the Los Angeles Business Lounge at Los Angeles International Airport’s Tom Bradley International Terminal is often referred to as a oneworld lounge, it is actually joint venture between British Airways, Cathay Pacific and Qantas, with no involvement from the alliance.

The Business Lounge at Los Angeles International Airport’s Tom Bradley International Terminal. The lounge is a joint venture between British Airways, Cathay Pacific and Qantas, with no involvement from the oneworld alliance. (Photo: oneworld)

Alliance Lounge Networks

Rival alliances Star Alliance and SkyTeam each have well-established lounge networks around the world. While oneworld offers similar perks for its elite travelers as its competitors, it has lagged behind in building its own lounges.

Star Alliance currently has its own lounges in Amsterdam, Buenos Aires, Los Angels, Paris, Rio de Janeiro and Rome. Meanwhile, SkyTeam has lounges in Dubai, Istanbul, Santiago, São Paulo, Sydney and Vancouver.

Alliance-branded lounges are typically built at airports where multiple member airlines provide service, but no single member has a large enough presence to establish its own lounge. For example – Vancouver International Airport has a SkyTeam lounge and is served by multiple member airlines, including Aeromexico, Air France, China Airlines and Korean Air – with most of the airlines only a single daily flight. Similarly, the oneworld members at Seoul–Incheon each only fly to one destination from the airport.

Andrew Chen

FAA Urges Kindness This Thanksgiving

FAA Administrator Mike Whitaker asked the traveling public to pack their patience and kindness during one of the busiest ever Thanksgiving holidays.

Ryan Ewing

Wednesday, November 22, 2023 at 06:14 PM ET

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Edited By:

Ryan Ewing

A Delta Air Lines A319 holds short as an American Airlines A321 departs Los Angeles. (Photo: AirlineGeeks | James Dinsdale)

The U.S. airline industry is bracing for a record-setting Thanksgiving holiday with over 50,000 flights scheduled for Wednesday, November 22 along with 2023’s busiest day slated for Sunday. Anticipating a surge in passengers, newly appointed FAA Administrator Mike Whitaker has appealed to travelers to exercise patience and understanding towards flight crews.

“Be nice to your flight crew. They’re there for your safety,” Whitaker urged, according to AvWeb.

To manage the anticipated congestion, particularly along East Coast routes, the FAA has implemented its Holiday Airspace Release program. This initiative involves the introduction of 169 new, faster routes along the eastern corridors, aimed at shortening flight times and reducing delays.

Addressing the issue of unruly passenger behavior, which has been a concern in recent years, Secretary Buttigieg acknowledged that reports have decreased significantly since the 500% spike observed from 2020 to 2021. However, he emphasized that the current levels remain substantially higher than pre-pandemic standards. He reminded travelers that unruly behavior on airplanes can result in fines of up to $37,000 per violation, along with potential federal charges.

Acknowledging the ongoing disruptions in airline travel performance following the COVID-19 pandemic, U.S. Transportation Secretary Pete Buttigieg attributed delays primarily to airline-related issues and weather conditions. In a press briefing, he noted that air traffic controller issues accounted for less than 10% of delay minutes.

Improved Metrics

Despite the challenges, Secretary Buttigieg noted that 2023 has witnessed the lowest cancellation rate in the past five years, standing at 1.3%. This figure is even lower than pre-pandemic levels. He also commended the Department of Transportation’s (DOT) efforts to pressure airlines into providing better support for stranded passengers.

So far, major U.S. airlines have navigated the Thanksgiving rush with little disruption, despite wind and rain on the East Coast. According to data from OAG, U.S. airlines reported a 99.7% completion factor (CF) and 58 cancellations on Tuesday. Both United and American reported zero mainline cancelations on November 21.

Ryan Ewing

Boeing 737 MAX 10 a Step Closer to Revenue Service

Boeing’s 737 MAX 10 has cleared another hurdle in its turbulent certification program. The aerospace giant received a ‘type inspection authorization.'

Ryan Ewing

Wednesday, November 22, 2023 at 01:59 PM ET

Verified

Edited By:

Ryan Ewing

Boeing's first 737 MAX 10 arriving after an initial test flight (Photo: AirlineGeeks | Katie Zera)

Boeing’s 737 MAX 10 has cleared another hurdle in its turbulent certification program. According to a Wednesday internal memo shared by FlightGlobal, the aerospace giant received a so-called ‘type inspection authorization’ from the FAA.

The 737 MAX 10 is the largest variant of the 737 MAX family, and it is designed for more high-capacity routes. The aircraft has a maximum capacity of 230 passengers and a range of 3,300 nautical miles.

With 963 of the type on order, Boeing expects to deliver the first 737 MAX 10 in 2024. According to FlightGlobal, Alaska, Delta, Ryanair, United, and Vietjet all have planned orders for the stretched aircraft. The aircraft made its first test flight in June of 2021.

A preview of what’s to come on United Airlines Boeing 737 MAX 10. (Photo: AirlineGeeks | Fangzhong Guo)

The FAA’s issuance of the type inspection authorization allows Boeing to begin certification flight testing. Pilots from the agency will also be able to participate in and observe flight testing activities, the internal memo stated.

Long Delays in Certification

This step towards fully certifying the aircraft comes just three years after two deadly 737 MAX accidents, prompting a global grounding of the aircraft. Following months of continued scrutiny and supply chain woes, Boeing’s 737 MAX 10 along with the smaller 737 MAX 7 variants have yet to be fully certified by regulators.

Once the final type certificate is issued, Boeing will be able to begin delivering the aircraft to airlines. Some industry sources expect that the 737 MAX 10’s initial service entry could slip into 2025, per The Seattle Times.

The 737 MAX 10 is a key part of Boeing’s plans to regain market share in the single-aisle aircraft market. The aircraft is expected to compete with Airbus’ A321neo, which is the current bestselling single-aisle aircraft in the world.

Ryan Ewing

From Past to Future: Battery-Electric Aircraft Are on the Rise

Electric propulsion technologies have three main categories: battery-electric, hybrid-electric, and hydrogen. We'll look at battery-electric.

Fangzhong Guo

Wednesday, November 22, 2023 at 11:52 AM ET

Verified

Edited By:

Ryan Ewing

Harbour Air's eBeaver, powered by MagniX, shown during a recent test flight. The next iteration of ePlanes will include battery power supplied by H55. (Photo: Harbour Air)

Traditional aerospace engine makers are known to modify existing aircraft to test future propulsion technologies. The start-ups follow the giant’s steps to prove their designs on various platforms. Here’s a look at what technology demonstrators are flying and the potential technologies that’ll come to an airplane near you.

Electric propulsion technologies have three main categories: battery-electric, hybrid-electric, and hydrogen. The first installment in this series will look at the modified battery-electric demonstrators.

Embraer’s Electric Demonstrator

Embraer presented its electric demonstrator at the SAE Brazil Congress in October 2023. (Photo: Embraer)

The Brazillian company is developing a slew of clean sheet hybrid-electric and hydrogen-electric regional aircraft and eVTOLs. It converted an Embraer EMB-203 Ipanema, an agricultural plane for one pilot, to run on batteries and advance its knowledge in energy storage and battery charging technologies. This demonstrator is the smallest airplane to be converted of all the projects. It was a collaboration between the Brazilian planemaker, Portuguese-Brazilian energy company EDP, and Brazillian electronics company WEG. The aircraft made its maiden flight in August 2021.

Although the company has yet to share much detail about the testing it conducted since then, it brought it in front of the public for the first time during the 2023 SAE Brazil Congress in October 2023.

Harbour Air’s eBeaver

The world’s first fully electric commercial aircraft takes flight. The Harbour Air ePlane is magnified by the MagniX magni500, a 750-horsepower electric propulsion system. (Photo: MagniX)

Harbour Air is the largest seaplane operator in North America. It primarily provides services between Vancouver and small communities spread across Vancouver Island, with flight times of around 30 minutes. It was the prime use case for battery-electric flights based on the current battery capacity. Therefore, it has partnered with MagniX to retrofit one of its de Havilland Canada DHC-2 Beaver with an electric engine and battery packs.

The partners had conducted their first flight back in December 2019. It was also one of the most active battery-electric demonstrators, if not the only one. The airplane has since made its first cross-country flight in August 2022. The duo expects to add another converted Beaver to its test fleet next year. The seaplane operator now predicts an entry into service in 2025, about three years later than its original plan.

MagniX’s eCaravan and e-R44

MagniX is undoubtedly one of the most active developers and leaders in electric propulsion. In addition to electrifying the Beaver, it also electrified a Cessna C208 Grand Caravan, dubbed eCaravan, and a Robinson R44 Helicopter, dubbed e-R44.

The world’s largest all-electric aircraft flew for 30 minutes in Moses Lake, Wash. The eCaravan is magnified by the magniX magni500, a 750-horsepower electric propulsion system. (Photo: MagniX)

The eCaravan was a collaboration between the Everett, Wash.-based engine maker and engineering firm AeroTEC. The eCaravan took its first flight in May 2020. However, AeroTEC has converted the plane back to its combustion engine configuration. According to FAA records, the total flight time logged on the electric engine was only 0.5 hours. Luckily, the company has inked a deal with Surf Air Mobility to develop a new hybrid-electric propulsion system for the Cessna platform, so the lessons learned would not go to waste.

Tier 1 Engineering Achieves Successful First Flight of Robinson 44 Helicopter with magniX Electric Propulsion Unit. (Photo: MagniX)

The e-R44 was also the result of collaboration with a specialized engineering company. Tier 1 was the driving force on this project, which flew its first electric R44 in 2016. MagniX provided propulsion for the Santa Ana, Calif-based company’s third-generation e-R44, which made its first flight in June 2022 and its first cross-country flight in October 2022.

Tecnam’s P-VOLT

The Italian planemaker also had its ambition set high on electrifying aviation. It had plans to build an electric version of its P2012 Traveller airplane and reintroduce it as P-VOLT. P-VOLT was not just a technology demonstrator but rather a new plane.

Despite the high hopes for this development, the company and its partner, Rolls-Royce, postponed the development in June 2023, citing battery technology limitations, especially in degradation.

Piper Aircraft’s Electric Archer

Another manufacturer that’s working on battery-electric conversion Supplemental Type Certificate is Piper Aircraft. The general aviation planemaker is working with CAE to convert two-thirds of the latter’s Piper Archer fleet into electric. The plane will use H55 battery packs and Safran ENGINeUSTM 100 electric smart motor. The duo plans to transition to training on electrified aircraft.

NASA X-57 Maxwell

Despite completing high-voltage testing, NASA’s all-electric X-57 Maxwell never took flight. (Photo: NASA)

Unlike the other battery-electric demonstrators, Maxwell’s main focus was on evaluating a Distributed Electric Propulsion architecture. The modified Tecnam P2006 was set to have 14 electric motors provided by Joby Aviation. However, the program was canceled in June 2023 due to safety issues.

Bottom Line

Battery-electric planes caught investors’ attention as Tesla showed unstoppable growth. However, due to the battery technology limitation, all the technology demonstrators for 100% battery-powered planes are small and destined for short-range missions. Next week, we’ll look at hybrid-electric demonstrators that are planned or flying.

Fangzhong Guo

Fangzhong grew up near an OEM airport in northeastern China, where he developed his enthusiasm for aviation. Taking upon his passion, he's now working as an aircraft interior design engineer. Besides working in the aerospace industry, Fangzhong enjoys trying out different types of airplanes and seeing how airplane interiors have evolved. So far, he's flown on over 80 types of aircraft. He also planespots in his spare time. His rarest catches included the 747 Shuttle Carrier Aircraft and AN-225.